Vehicle differential locking device

Abstract

The invention relates to a device for locking a differential of a vehicle drive axle by means of a positive lock. According to a first embodiment, the vehicle differential locking device comprises a locking element having a rotational body shape; a through-going locking hole provided in the housing of the differential and receiving the locking element; a recess in the half shaft gear arranged on the surface of the half shaft gear; and an annular locking sleeve arranged on the differential housing, which surrounds the locking hole with the locking element. The inner surface of the locking sleeve is provided with grooves for increasing the area of the contact pattern of the locking sleeve-locking element pair. The locking sleeve is connected to a drive device and is movable along the rotational axis of the differential. In a vehicle differential locking device according to a second embodiment, the locking sleeve is rotatable relative to the differential housing about the rotational axis of the differential housing, wherein the rotation of the locking sleeve can be stopped in the "unlocked" or "locked" position. As a result, the operating characteristics of the differential are improved.

Description

Technical Field

[0001] The claimed invention relates to the automotive industry, specifically to a device for locking a differential of a vehicle drive shaft by forced locking. Background Technology

[0002] In the prior art, Russian Utility Model Patent RU154407U1 (patent holder: Tobikov Alexander Andreevich (Russia); published on August 20, 2015)[1] discloses a differential with a forced vehicle locking device. This technological achievement is achieved by a vehicle differential employing forced locking, which includes a differential housing, a half-shaft gear located within the differential housing, and a device for preventing the differential from rotating. In this device, at least one hole is formed in the differential housing to accommodate a locking element. At least one recess is formed on the shaft of the half-shaft gear. An annular coupling capable of moving along the central axis of the differential housing is provided around the hole with the locking element. This design is superior to forced locking differentials based on spline or clutch couplings.

[0003] Russian Federation Invention Patent RU2040720C1 (published on July 25, 1995)[2] discloses a forced locking differential for a vehicle. The known differential includes half-shaft gears 2 and 3 located in a housing 1, wherein the half-shaft is located in a satellite gear 6 meshing with the half-shaft gear; and a locking device including a switch 8 mounted on the differential support housing, which has the possibility of axial movement. A clip 7, a spring 5, and a pressure ball 4 for locking are located inside the shaft of the satellite gear 6. A radial groove for interacting with the ball is formed on the front end face of the half-shaft gear, and the inner working surface of the switch has a conical shape. This simplifies the structure, improves durability, and ensures a smooth, stepless change in the differential locking coefficient. The disadvantages of this design include complex structure and a narrow range of locking mechanisms. This mechanism excludes the possibility of its use in worm gear and gearless differentials, as well as in shafts with small differential crankcases (e.g., in UAZ gear shafts).

[0004] Russian Federation Invention Patent RU2304243C1 (published on August 10, 2007)[3] discloses a forced locking differential for a vehicle. This differential includes a housing 1, half-shaft gears 2 and 3, a satellite gear, and a locking device. The locking device is manufactured as a push rod 10 connected to a drive unit 8, located in the satellite gear shaft 9, and an annular switch 7 for the intermediate and locking elements. An elastic stop is also added to the differential, and spring cores 17 and 18 are provided between the housing 1 and the rear surfaces 20 and 21 of the half-shaft gears 2 and 3. Meanwhile, a wavy profile groove that matches the profile of the locking element is formed on the front end face of the half-shaft gears 2 and 3. The number of radial grooves is even. The force transmission element in the satellite gear shaft is implemented in the shape of a set of balls. The spring core is manufactured as a disc spring. The elastic stop of the locking element is made in the shape of a split spring ring. The drive unit connected to the annular switch is manufactured as a stepper motor.

[0005] The disadvantages of this design include the possibility of the locking balls getting stuck after the differential is fully locked, because there is no force to return the balls to their original position. Furthermore, it cannot achieve a locking coefficient of 1 because the spring cannot transmit sufficient force to lock the half-shaft gears together. Mechanical locking activation leads to rapid wear of the parts in the lock, thus reducing the lifespan of the differential itself.

[0006] Russian Federation Invention Patent RU2165043C1 (published on April 10, 2001, invalid)[4] discloses a forced locking mechanism for an inter-wheel differential of a vehicle. The forced locking mechanism includes an axle box and a clutch coupling consisting of two parts, one part of which is fixed to the differential support housing and the other part is located on the half shaft. It is axially movable by a double-arm lever, one end of which is made into a fork shape. It is mounted on the shaft so that one arm interacts with the piston of the drive mechanism and the other arm interacts with the movable half coupling. The mechanism is equipped with a bracket mounted in the flange of the axle box, and the axis of the double-arm lever is fixed to the control panel of the bracket.

[0007] A known drawback of the mechanism is the presence of holes in the axle box for the fork shaft. This leads to a decrease in the strength and reliability of the axle box. Non-genuine half-shafts also negatively impact maintainability.

[0008] Russian Federation Patent RU2319875C2 (published in 2007)[5] discloses a self-locking differential for a vehicle. The differential includes a drive housing in which half-shaft elements connected to half-shafts are arranged coaxially with each other. On the outer surface, they have helical grooves opposite to the direction of the helix. Rolling elements are formed as balls to fill at least one closed channel in the drive housing in a chain-like manner. A portion of the channel is open to accommodate ball segments in the helical grooves. The longitudinal section of the closed channel is a rectangle with rounded outer corners. The cross-section of the branches of the rectangular closed channel is equal to the diameter of the ball, and the number of balls in the channel is odd.

[0009] The disadvantages of this type of differential include lower design reliability due to the use of a rectangular enclosed channel. As the ball chain moves from the transition channel to the return channel or working groove, the rectangular cross-section of the right inner corner of the enclosed channel and the outer wall of the transition channel causes braking of the ball chain. This increases friction between the balls and the outer wall of the enclosed channel; that is, it increases friction with the outer wall of the transition channel and the wall at the interface between the cover and the housing (in the joint area between the transition and return channels), as well as friction with the inner wall of the enclosed channel at the corner of the partition between the return channel and the working groove. This leads to ball wear, transition channel wall wear, resulting in gaps between the balls and ball chain elongation. Furthermore, as the balls leave the transition channel and enter the cavity between the working groove and the threaded groove of the half-shaft element, they collide with each other and impact the ends of the half-shaft element, causing wear and damage not only to the balls and half-shaft element but also to the entire differential mechanism.

[0010] This structure of the self-locking differential affects the vehicle's passability, severely reduces its service life, and thus affects driving safety.

[0011] Russian Federal Utility Model Patent RU154407U1[1] entitled “Vehicle Differential with Forced Locking” describes the structure of a differential with a forced locking scheme.

[0012] The above design has many drawbacks:

[0013] 1. When locked during movement, the differential lock mechanism is subjected to severe impact loads. Simultaneously, deformation occurs at the edge of the spherical recess located at the neck of the half-shaft gear. This deformation causes a localized increase in the diameter of the half-shaft gear neck. This leads to half-shaft gear jamming and differential failure;

[0014] 2. Under impact loads on a differential in a locked state, the inner surface of the coupling deforms due to the small contact area between the locking element and the coupling, which in turn locally reduces the inner diameter of the coupling. This causes the coupling to wedge into the differential housing, resulting in a failure of the locking capability.

[0015] 3. During locking mechanism operation, there is a coupling misalignment issue related to the differential housing. This results in an increased time for all locking elements to engage with the grooves of the half-shaft gears, which in turn limits the rotational speed of the half-shaft gears relative to the differential housing when the locking mechanism is triggered.

[0016] All these factors limit the load capacity, operating characteristics, and service life of the differential with forced locking described in patent RU154407U1.

[0017] Based on the range of essential features, the closest similar differential is the vehicle differential with forced locking as described in utility model patent RU154407U1 [1].

[0018] Technical effect

[0019] The technical advantage of this invention is that it produces a differential locking mechanism. This helps to significantly improve the performance characteristics of the differential. It uses the claimed locking mechanism and expands the application range of this differential in the following ways:

[0020] It improves the stability of the differential when locked while moving and when subjected to shock loads during movement;

[0021] The reliability and load capacity of the differential locking mechanism are improved by increasing the contact area of ​​the locking element-locking clutch pair.

[0022] Improve the reliability of the differential locking mechanism by eliminating the cause of mechanism failure under impact loads due to hardening on the axle gears.

[0023] Increased the rotational speed of the half-shaft gear relative to the differential housing when differential lock occurs;

[0024] The fault-free operating cycle of the differential locking mechanism has been increased;

[0025] The activation speed of the differential locking system has been improved, which is also achieved while in motion (Solution 1).

[0026] The claimed vehicle differential locking device is capable of operating under impact stress. The claimed structure enables differential locking during rotation of the half-shaft gear relative to the differential housing. It allows the differential lock to be opened and closed while the vehicle is in motion without damaging the differential locking mechanism, which is not permitted in the prototype vehicle. Summary of the Invention

[0027] The technical result is achieved by integrating the vehicle differential locking device of Scheme 1 into the differential. This differential locking device also includes a differential housing and a half-shaft gear located within the housing. The differential locking device is positioned either "locked" or "unlocked." The device includes:

[0028] Locking elements shaped as rotating bodies;

[0029] A through-hole locking hole on the differential housing, the hole including a locking element that is movable within the locking hole along the axis of the hole;

[0030] The half-shaft gear recess located on the surface of the half-shaft gear;

[0031] An annular locking clutch is arranged around a locking hole with a locking element on the differential housing; a groove for the locking clutch is provided on the inner surface of the annular locking clutch to increase the contact area of ​​the locking element-locking clutch pair.

[0032] Furthermore, the locking clutch is connected to the drive unit and has the ability to move along the rotation axis of the differential.

[0033] In the differential locking device of embodiment 1 of the present invention, the groove of the locking clutch has a section for fitting the locking element into the recess of the half-shaft gear when the device is in the "locked" position, which can increase the contact point area of ​​the "locking clutch-locking element" pair.

[0034] In the differential locking device of embodiment 1 of the present invention, the groove of the locking clutch also has a section for accommodating a portion of the volume of the locking element, which locks the radially opposite portion of the locking element when the differential locking device is switched to the "unlocked" position and the locking element disengages from the recess of the half-shaft gear.

[0035] In the differential locking device of embodiment 1 of the present invention, the groove of the locking clutch is aligned along the rotation axis of the differential.

[0036] In the differential locking device of embodiment 1 of the present invention, the annular locking clutch is equipped with a guide pin.

[0037] The technical result is achieved by integrating the vehicle differential locking device of Scheme 2 into the differential. This differential locking device also includes a differential housing and a half-shaft gear located within the housing. The differential locking device is positioned as either "locked" or "unlocked." The device includes:

[0038] Locking elements shaped as rotating bodies;

[0039] A through-hole locking hole on the differential housing, the hole including a locking element that is movable within the locking hole along the axis of the hole;

[0040] The half-shaft gear recess located on the surface of the half-shaft gear;

[0041] An annular locking clutch is mounted on the differential housing around a locking hole with a locking element; a groove for the locking clutch is provided on the inner surface of the annular locking clutch to increase the contact area of ​​the locking element-locking clutch pair.

[0042] In this configuration, the locking clutch can rotate relative to the differential housing about its axis of rotation and can stop rotating in both the "unlocked" and "locked" positions.

[0043] In the differential locking device of embodiment 2 of the present invention, the long pin-shaped locking element can stop the rotation of the locking clutch in one of two fixed positions, "locked" and "unlocked", according to the rotation direction of the differential housing relative to its crankcase and taking into account the return of the locking clutch.

[0044] In the differential locking device of embodiment 2 of the present invention, the locking clutch includes a short pin for returning to a fixed "unlocked" position.

[0045] In the differential locking device of embodiment 2 of the invention, the groove of the locking clutch has two stop sections for locking the locking clutch in the "locked" position, because these sections restrict further rotation of the locking clutch relative to the differential housing in the "locked" position. One section restricts rotation in one direction, while the other section restricts rotation in the opposite direction.

[0046] In the differential locking device of embodiment 2 of the present invention, the differential includes a spring mechanism for returning the locking clutch to a fixed "unlocked" position.

[0047] In the differential locking device of embodiment 2 of the present invention, the groove of the locking clutch has a section for fixing the locking element in the recess of the half-shaft gear when the device is in the "locked" position, which can increase the contact area of ​​the locking clutch-locking element pair.

[0048] In the differential locking device of embodiment 2 of the present invention, the groove of the locking clutch has a section for accommodating a portion of the locking element when the radially opposite portion of the locking element disengages from the recess of the half-shaft gear when the differential locking device is switched to the "unlocked" position.

[0049] In the differential locking device according to embodiment 2 of the invention, the spring mechanism for returning the locking clutch to a fixed position ("unlocking") includes an annular groove on the end face of the differential housing on the locking clutch side. Within the annular groove are return springs and paired protrusions for securing these springs.

[0050] In the differential locking device according to embodiment 2 of the invention, when the cut interacts with the long pin, the cut is located at the bottom of the annular groove to fix the locking clutch in the "locked" position.

[0051] In the differential locking device according to embodiment 2 of the present invention, the groove of the locking clutch has a technical part that facilitates the assembly of the mechanism.

[0052] In the differential locking device of embodiment 2 of the present invention, the drive unit is located on the housing next to the locking clutch. The drive unit has a locking mechanism to prevent it from rotating relative to the differential crankcase.

[0053] In the differential locking device of scheme 1 or 2, the recess on the outer surface of the half-shaft gear:

[0054] Elongated along a line parallel to the outer surface;

[0055] Extends along the axis of rotation of the half-shaft gear.

[0056] The differential locking device of Scheme 1 or 2 has an annular groove located on the outer surface of the half-shaft gear and oriented along a line parallel to the outer surface of the half-shaft gear. Attached Figure Description

[0057] Figure 1 This is an exploded view of the overall components of the device in Scheme 1.

[0058] Figure 2 This is an exploded view of the overall components of the device in Scheme 2.

[0059] Figure 3 This is an overall view of the half-shaft gear 7.

[0060] Figure 4 yes Figure 3 View I.

[0061] Figure 5 Is Figure 4 and Figure 50 A cross-sectional view taken along the GG axis.

[0062] Figure 6 Is Figure 4 A cross-sectional view taken along the JJ axis.

[0063] Figure 7 This is an overall view of the locking clutch 3 in Scheme 1.

[0064] Figure 8 yes Figure 7 AA cross-section diagram.

[0065] Figure 9 yes Figure 8 View A of the groove 5 in the middle.

[0066] Figure 10 This is a longitudinal cross-sectional view of the differential in the unlocked position.

[0067] Figure 11 This is a longitudinal cross-sectional view of the differential in the locked position.

[0068] Figure 12 yes Figure 10 The longitudinal cross-sectional view of the differential in the unlocked position.

[0069] Figure 13 Is Figure 12 A cross-sectional view taken along the BB axis.

[0070] Figure 14 yes Figure 11 A longitudinal cross-sectional view of the differential in the locked position.

[0071] Figure 15 yes Figure 14 BB cross-section diagram.

[0072] Figure 16 yes Figure 12 View C in the diagram is a schematic diagram of the locking element 4 in the unlocked differential position.

[0073] Figure 17 yes Figure 14 View D in the diagram is a schematic diagram of the locking element 4 in the locked differential position.

[0074] Figure 18 yes Figure 13 View E (enlarged view) – Schematic diagram of locking element 4 in the unlocked differential position.

[0075] Figure 19 yes Figure 15 View F (enlarged view) – Schematic diagram of locking element 4 in the locking differential position.

[0076] Figure 20 yes Figure 17 View G (enlarged view) in the image.

[0077] Figure 21 This is a schematic diagram of the deformation of region 65 of the prototype differential gear.

[0078] Figure 22 This is an overall view of the differential in Scheme 2.

[0079] Figure 23 This is an overall view of the locking clutch 3 in Scheme 2 of Example 1.

[0080] Figure 24 This is an overall view of the locking clutch 3 of Scheme 2 in Example 3.

[0081] Figure 25 This is a view of the locked clutch 3 when viewed from pins 20 and 26.

[0082] Figure 26 yes Figure 25 View B1 in the middle.

[0083] Figure 27 yes Figure 25 EE cross-section diagram.

[0084] Figure 28 yes Figure 25 Example 1 shows the FF cross-section diagram.

[0085] Figure 29 yes Figure 28 View B in the middle.

[0086] Figure 30 yes Figure 25 Example 3 shows the FF cross-section diagram.

[0087] Figure 31 yes Figure 30 View B2 in the middle.

[0088] Figure 32 This is a side view of the differential in the "unlocked" position for Scheme 2 of Examples 1 and 2.

[0089] Figure 33 yes Figure 32 View R in the middle.

[0090] Figure 34 It is Scheme 2 of Example 1. Figure 32 Section II diagram.

[0091] Figure 35 yes Figure 34 View J in the middle.

[0092] Figure 36 This is a side view of the differential in the "locked" position for Scheme 2 of Examples 1 and 2.

[0093] Figure 37 yes Figure 36 View K (enlarged view) in the image.

[0094] Figure 38yes Figure 37 KK cross-section diagram.

[0095] Figure 39 It is Scheme 2 of Example 1. Figure 36 LL section diagram.

[0096] Figure 40 yes Figure 39 Section L in the diagram refers to the cross section with the operating plane 47.

[0097] Figure 41 yes Figure 40 View V in the middle.

[0098] Figure 42 This is a view of part 1.1 of the differential housing 1 of scheme 2 in Examples 1 and 3, namely, the mounting view of the locking clutch 3.

[0099] Figure 43 This is a view of part 1.1 of the differential housing 1 of Scheme 2 in Example 3.

[0100] Figure 44 yes Figure 42 View M in the middle.

[0101] Figure 45 This is a view of part 1.1 of the differential housing 1 with the return spring 25 installed in scheme 2 of Examples 1 and 3. The differential is in the "unlocked" position. This is a view of the mounting side of the locking clutch 3. The figure shows the positions of pins 20 and 26 conditionally used for the locking clutch in the first fixed position 50.

[0102] Figure 46 This is a view of part 1.1 of the differential housing 1 with the return spring 25 installed, according to scheme 2 of Examples 1 and 3. The differential is in the "locked" position. This is a view of the mounting side of the locking clutch 3. The figure shows the positions of pins 20 and 26 conditionally used for the locking clutch in the third fixed position 52.1.

[0103] Figure 47 This is a view of part 1.1 of the differential housing 1 with the return spring 25 installed, according to scheme 2 of Examples 1 and 3. The differential is in the "locked" position. This is a view of the mounting side of the locking clutch 3. The figure shows the positions of pins 20 and 26 conditionally used for the locking clutch 3 in the second fixed position 51.1.

[0104] Figure 48 A locking element 4.2 shaped as a roller is shown.

[0105] Figure 49 A segment of gear 7 from scheme 2 of example 3 is shown.

[0106] Figure 50 yes Figure 49 View I in the middle.

[0107] Figure 51 yes Figure 50 The J1-J1 cross-section diagram.

[0108] Figure 52 This is an overall view of the locking clutch 3 in Scheme 2 of Example 2.

[0109] Figure 53 This is a view of the locking clutch 3 of Scheme 2 in Example 2, viewed from one side of pin 26.

[0110] Figure 54 yes Figure 53 View O2 of the locking clutch 3 in Scheme 2 of Example 2.

[0111] Figure 55 yes Figure 53 Example 2 shows the OO cross-sectional view of the locking clutch 3 in Scheme 2.

[0112] Figure 56 yes Figure 55 The O1 view of the locking clutch 3 in Scheme 2 of Example 2.

[0113] Figure 57 yes Figure 53 The PP cross-sectional view of the locking clutch 3 in Scheme 2 of Example 2 is shown.

[0114] Figure 58 yes Figure 57 View O of the locking clutch 3 in Scheme 2 of Example 2.

[0115] Figure 59 yes Figure 32 Example 2, Scheme 2, I1-I1 cross section view.

[0116] Figure 60 yes Figure 59 View Q (enlarged view) in the image.

[0117] Figure 61 yes Figure 36 Example 2, Scheme 2, LL cross-sectional view.

[0118] Figure 62 yes Figure 61 View S (enlarged view) in the image.

[0119] Figure 63 yes Figure 62 View T in the image (magnified and rotated 60 degrees).

[0120] Figure 64Part 1.1 of the differential housing 1 of Scheme 2 of Example 2 is shown. This is a view taken from one side of the locking element 19.

[0121] Figure 65 Part 1.1 of the differential housing 1 of Scheme 2 of Example 2 is shown, with spring 25 located in recess 23 in the "unlocked" position 50. This is a view taken from one side of locking element 19. Pin 26 is shown relative to it.

[0122] Figure 66 Part 1.1 of the differential housing 1 of embodiment 2 of Example 2 is shown, with spring 25 located in recess 23 in the "locked" position 51.2. This is a view taken from one side of the locking element 19. Pin 26 is shown relative to it.

[0123] Figure 67 Part 1.1 of the differential housing 1 of Scheme 2 of Example 2 is shown, with spring 25 located in recess 23 in the "locked" position 52.2. This is a view taken from one side of the locking element 19. Pin 26 is shown relative to it.

[0124] Figure 68 The prototype locking clutch 14 is shown.

[0125] Figure 69 This is a schematic diagram used to compare the contact area in the device to be protected and the prototype.

[0126] Figure 70 A data table showing the features of the device to be protected and the modeling results of the prototype is presented.

[0127] Figure 71 The movement trajectory of the locking element 4 is shown in the case of the device for which protection is claimed, during the switching of the differential from the "unlocked" position to the "locked" position.

[0128] Figure 72 The movement trajectory of the locking element 4 is shown in the prototype case during the switching of the differential from the "unlocked" position to the "locked" position.

[0129] A list of the locations shown in the figures is provided in Appendix 1 of this specification. Detailed Implementation

[0130] As an example, a locking device for a conical differential is shown in the accompanying drawings of the present invention.

[0131] As will be apparent from further description, the claimed locking device can also be used in other types of vehicle differentials.

[0132] The embodiments of the claimed device structures provided are not limiting or exhaustive. They are only intended to provide a better understanding of the claimed technical solutions.

[0133] In all possible cases, the same reference numerals are used for the same or similar elements. For the purpose of brevity of description, referenced items or features that perform the above functions may not be described in conjunction with other figures in which they appear.

[0134] Implementation of the invention of Scheme 1

[0135] Option 1 ( Figure 1 The vehicle differential locking device is integrated with the differential housing 1. The differential includes the differential housing 1, a gear 7 and a half-shaft 7.1 (half-shaft not usually shown) located within the housing and interacting with each other through a satellite gear 10, as well as a cross member 9 and a thrust washer 11. The differential locking device is in one of the following positions: "locked" or "unlocked".

[0136] The differential locking device (not shown in the figure) operates as a component with the following interactions:

[0137] An annular locking clutch 3, which is connected to the drive unit 15 and mounted on the differential housing 1, is movable along its outer surface along the differential rotation axis 33;

[0138] One or more locking elements 4 shaped as rotating bodies;

[0139] One or more through radial (i.e., radially oriented) locking holes 2 are formed in the differential housing 1 and are equidistant from each other. Locking element 4 ( Figure 1 Located inside each locking hole 2, it can be positioned along the axis 34 of these holes within the locking holes. Figure 18 ) moves, and locking element 4 can partially disengage from locking hole 2 ( Figure 10 , Figure 11 , Figure 12 , Figure 13 , Figure 15 );

[0140] One or more recesses 13 of the gear 7 are arranged at equal intervals on the surface of the half-shaft gear 7. Figure 3 ).

[0141] Annular locking clutch 3 ( Figure 1 , Figure 7A locking hole 2 with locking element 4 is arranged around the differential housing 1. A groove 5 is provided on the inner surface 18 of the locking clutch 3, which enlarges the contact point area of ​​the locking clutch 3-locking element 4 pair. The groove 5 of the locking clutch 3 of Scheme 1 is referred to below as Type 1 groove 5.1. For example, they have three sections ( Figure 8 Each type 1 recess 5.1 has a locking section 6.1 for securing the locking element 4 in the recess 13 of the gear 7. The shape of the surface of section 6.1 is advantageous when the device is in the "locked" position. Figure 9 Expand the contact area of ​​the locking clutch 3-locking element 4 pair 29.1.

[0142] On the outer surface of the half-shaft gear 7, which is a rotating surface, the annular groove 12 can be oriented along a line 24 parallel to the outer surface of the half-shaft gear 7. Figure 3 The annular groove 12 consists of a bottom 12.1 and a wall 12.2. Figure 4 , Figure 6 The bottom 12.1 of the groove 12 is shaped as a cylindrical side. The axis of the cylinder is coaxial with the rotation axis 33 of the differential. The groove 12 is designed to increase the clearance between the inner surface of the housing 1 and the boundary of the recess 13 of the gear 7.

[0143] A recess 13 for gear 7 is formed at the bottom 12.1 of groove 12. Figure 3 Each recess includes a first spherical surface 13.1 and a second spherical surface 13.3, an annular surface 13.2 connecting them, and cylindrical surfaces 13.4, 13.5, and 13.6. Figure 4 The shape of the recess 13 of the gear 7 corresponds to the shape of the locking element 4, and a portion of the volume of the locking element 4 can be immersed therein.

[0144] The arrangement of the recess 13 in the bottom 12.1 of the groove 12 of gear 7 eliminates the protruding deformation-hardened section 46 on gear 7. Figure 19 The contact between the axle gear 7 and the differential housing in the prototype is achieved by the clearance created by the depth of the groove 12. This eliminates the jamming of the axle gear 7 in the differential housing 1 and enables the realization of the claimed technical achievements.

[0145] The number of recesses 13 in gear 7 corresponds to the number of locking elements 4. Locking elements 4 are manufactured as rotating bodies. In the embodiment of the invention implemented according to claim 1, the locking element is formed as a ball with a radius R1, and is indicated by reference numeral 4.1 (…). Figure 18In this case, for an example of the first embodiment of the invention, the locking hole 2 is indicated by reference numeral 2.1. The locking hole 2.1 is a cylindrical through hole. The diameter of each of them corresponds to the diameter of the locking element 4.1, which can loosely fit in the locking hole 2.1. The axis 34 of the locking hole 2.1 is the axis of the cylinder forming these holes; they intersect with the rotation axis 33 of the differential. They are perpendicular to the rotation axis and lie in a plane 47, hereinafter referred to as the "operating plane", which is perpendicular to the rotation axis 33 of the differential. Figure 14 The CC section coincides with the locking element 4.1. The locking element 4.1 can move freely in the locking holes 2.1 along the axis 34 of these holes, and the locking element may partially disengage from the locking hole. The center of the locking element 4.1 is always located within the operating plane 47.

[0146] The radii of the first spherical surface 13.1 and the second spherical surface 13.3 of the recess 13 of gear 7 are equal to the radius R1 of the locking element 4.1. The annular surface 13.2 of the recess 13 of gear 7 is part of an annular sector surface whose axis is aligned with the rotation axis 33 of the differential. In this case, the radius of the circle forming the annular surface is equal to the radius R1 of the locking element 4.1, and the angle of the annular sector is β. Figure 5 Angle β is chosen such that adjacent recesses 13 do not contact each other and do not overlap. The annular surface 13.2 of the recess 13 is designed to elongate the recess 13 along a line parallel to the outer surface of the gear 7. This parallel line is located at the intersection of the surface and the operating plane 47, thereby increasing the coverage area of ​​the recess 13 of the gear 7 at the bottom 12.1 of the groove 12 of the gear 7. Compared to the speed of the prototype, this allows the claimed device to lock the differential at a higher speed of the half-shaft gear 7 relative to the differential housing 1. This occurs during sharp turns of a vehicle equipped with a differential having the claimed device, or when one wheel of the vehicle loses traction; this enables the claimed technical achievement (see description of the claimed device of Scheme 1 for further details).

[0147] Surfaces 13.4, 13.5, and 13.6 extend the recess 13 of gear 7 along the rotation axis of the half-shaft 7, which coincides with the rotation axis 33 of the differential. The first surface 13.4 of the extension of the recess 13 of gear 7 is a fan-shaped lateral cylindrical surface with an angle β, for which the cylindrical axis is aligned with the rotation axis 33 of the differential, and the cylindrical height is L1, where L1 is the increase in width of the recess 13. Figure 4 , Figure 6The second surface 13.5 of the extension of the recess 13 of gear 7 is part of a lateral cylindrical surface, for which the cylindrical axis is parallel to the rotation axis 33 of the differential and passes through the center of the sphere on surface 13.1. The cylinder height is L1. The third surface 13.6 of the extension of the recess 13 of gear 7 is part of a lateral cylindrical surface, for which the cylindrical axis is parallel to the rotation axis 33 of the differential and passes through the center of the sphere on surface 13.3, and the cylinder height is L1.

[0148] The presence of the first extended surface 13.4, the second extended surface 13.5, and the third extended surface 13.6 of the recess 13 of gear 7 increases the permissible wear value of the thrust washer 11.1, below which the protected device can operate. Wear of this thrust washer causes gear 7 to shift, and thus causes the recess 13 of gear 7 to shift relative to the operating plane 47 along the rotation axis 33 of the differential. Figure 4 Without the first surface 13.4, the second surface 13.5, and the third surface 13.6 of the recess 13 of gear 7, the thrust washer 11.1 would need to be replaced even with the slightest wear, because the aforementioned displacement would make it impossible to fully immerse the locking element 4.1 in the recess 13 of the half-shaft gear 7, and the differential lock would fail. The presence of these surfaces compensates for the thickness wear of the thrust washer 11.1 by the value L1, where L1 is the enlargement value of the recess 13 of gear 7 (…). Figure 4 Meanwhile, the presence of the first extended surface 13.4, the second extended surface 13.5, and the third extended surface 13.6 of the recess 13 of gear 7 also compensates for manufacturing errors in the differential components. Therefore, the presence of the first surface 13.4, the second surface 13.5, and the third surface 13.6 results in an increased duration of the differential fail-safe function and achieves the claimed technical achievement.

[0149] The surfaces 13.1, 13.2, 13.3, 13.4, 13.5 and 13.6 of the recess 13 of gear 7 are interconnected.

[0150] According to the claimed invention, scheme 1 ( Figure 1 When the locking element 4.1 moves to a specific position within the operating plane 47 through interaction with the locking clutch 3, a differential shift occurs from one position to another, which is achieved by the drive mechanism 15 in one direction or the other direction 35. Figure 10 and Figure 11 The differential moves from one fixed position to another along the rotation axis 33 of the differential. Figure 10 and 12 The differential is shown in the "unlocked" position. Figure 11 and 14The differential is shown in the "locked" position.

[0151] The number of grooves on the locking clutch (i.e., type 1 groove 5.1) is equal to the number of locking holes 2.1. They are equidistant from each other on the surface 18 of the locking clutch 3. Figure 8 The locking segment 6.1 is shaped as part of a lateral cylindrical surface, which is oriented along the rotation axis 33 of the differential and has a radius equal to R1, that is, equal to the radius of the locking element 4.1, similar to the prototype ( Figure 68 Compared to this, this significantly increases the contact area 29.1 of the "locking element 4.1 - locking clutch 3" pair. Figure 9 , Figure 19 , Figure 20 This structure allows the differential to operate under very high static and shock loads without the risk of mechanical damage to the materials of the locking clutch 3 and the locking element 4.1, which allows the realization of the claimed technical achievements.

[0152] Locking plane 42 ( Figure 8 , Figure 9 The locking plane 42 is perpendicular to the rotation axis 33 of the differential and passes through the center of all contact point areas 29.1. When in the "locked" differential position, the locking plane 42 is aligned with the operating plane 47, and in this case, the center of all locking elements 4.1 is located within the locking plane 42.

[0153] Switch the differential to the "unlocked" position ( Figure 18 When the locking clutch 3 is engaged, the unlocking section 6.2 of the type 1 groove 5.1 is used to receive a portion of the locking element 4.1 when the radially opposing portion of the locking element 4.1 disengages from the recess 13 of the gear 7. The unlocking section 6.2 is shaped as part of a lateral cylindrical surface oriented along the rotation axis 33 of the differential, with a radius equal to R2. Figure 18 ), where R2≥R1. When the differential is in the "unlocked" position ( Figure 18 The unlocking plane 43 is aligned with the operating plane 47. The centers of all locking elements 4.1 are located within plane 43, which is perpendicular to the rotation axis 33 of the differential. Plane 43 intersects with the unlocking section 6.2 of the type 1 groove 5.1 of the locking clutch 3. Figure 8 , Figure 9 ).

[0154] The transition section 6.3 of the type 1 groove 5.1 of the locking clutch 3 transitions between the locking section 6.1 and the unlocking section 6.2. The transition section 6.3 is a spherical surface that smoothly connects the sections 6.1 and 6.2. Figure 16 ).

[0155] The inner surface 18 of the locking clutch 3 ( Figure 7) has a 44-degree hypotenuse with a curved surface. Figure 8 , Figure 9 ), to eliminate the contact of the rounded 49 of the locking clutch 3 on the housing 1.

[0156] In the unlocked position of the device, the locking element 4 located in the hole 2 of the housing 1 is partially located in the type 1 groove 5.1 of the locking clutch 3 on the unlocking section 6.2, and their radially opposite points touch the bottom 12.1 of the annular groove 12. Figure 16 , Figure 18 During operation of the device, the locking element 4 is pressed by centrifugal force against the surface of segment 6.2 of the type 1 groove 5.1 of the locking clutch 3. Figure 12 , Figure 13 And it does not interfere with the rotation of gear 7.

[0157] Option 1's locking clutch 3 is equipped with a guide pin 30 to prevent it from deflecting and rotating relative to the differential housing 1. Figure 7 This helps to realize the claimed technological achievements.

[0158] An annular groove 41 can be manufactured on the outer surface of the locking clutch 3. The annular groove 41 is used to accommodate the shift fork 40 of the drive mechanism 15.

[0159] Drive mechanism 15 ( Figure 10 , Figure 11 It can be mechanical or electric. In Figure 1 The diagram shows an embodiment of a drive mechanism 15 controlled by a command representing an electrical signal, wherein: 38 is a solenoid, 39 is a lever, and 40 is a shift fork, one end of which is fixed to the lever 39, and the other end (i.e., the fork-shaped end) is located in a groove 41 formed on the outer surface of the locking clutch 3.

[0160] Implementation of the invention of Scheme 2

[0161] Option 2 ( Figure 2 The vehicle differential locking device is integrated with the differential housing 1. (See the overall view of the device.) Figure 2 In this differential, the components are spatially separated. The differential includes a differential housing 1, a gear 7 and a half-shaft 7.1 (half-shaft typically not shown) located within the housing 1 and interacting with each other via a satellite gear 10, as well as a cross member 9 and thrust washers 11.1 and 11.2. The differential locking device is in one of the following positions: "locked" or "unlocked".

[0162] The differential locking device (not shown in the figure) is manufactured as an interacting element positioned relative to the center differential rotation axis 33:

[0163] One or more locking elements 4 shaped as rotating bodies;

[0164] One or more through-holes 2 are formed in the differential housing 1, radially oriented relative to the rotation axis 33, and equidistant from each other. A locking element 4 is provided within each locking hole 2. Figure 2 The locking element 4 is movable within the locking holes along the axis 34 of these holes, and the locking element 4 is partially disengaged from the locking hole 2. Figure 34 , Figure 35 , Figure 39 , Figure 40 , Figure 43 );

[0165] One or more recesses 13 of gear 7 Figure 3 ), which is located on the surface of the half-shaft gear 7, and can accommodate a portion of the volume of the locking element 4 in each recess;

[0166] An annular locking clutch 3 is arranged on the differential housing 1 around a locking hole 2 with a locking element 4. One or more grooves 5 are provided on the inner surface 18 of the locking clutch 3; these grooves are referred to below as type 2 grooves 5.2 of Examples 1 and 3. Figure 25 The outline of type 2 groove 5.2 is shown in the figure, or the type 3 groove 5.3 of scheme 2 in example 2 (in Figure 53 The outline of type 3 groove 5.3 is shown in the figure.

[0167] Each recess 13 of gear 7 has a variable profile. The shape of the recess of gear 7 corresponds to the shape of the locking element 4. The recess of gear 7 is capable of immersing a portion of the volume of the locking element 4 within it. The number of recesses of gear 7 corresponds to the number of locking elements 4, and respectively corresponds to the number of locking holes 2 in the differential housing 1. The shape and purpose of the recesses of gear 7 are described in detail in Examples 1-3 of the device of Scheme 2.

[0168] On the outer surface of the half-shaft gear 7, which is a rotating surface, the annular groove 12 can be oriented along a line 24 parallel to the outer surface of the half-shaft gear 7. Figure 3 The shape and function of the annular groove 12 correspond to the description given in Scheme 1. Figure 3 ).

[0169] Locking clutch 3 is connected to electromagnetic drive device 17 ( Figure 2 It is mounted on the differential housing 1, and can rotate relative to the rotation axis 33 of the differential, and can be "unlocked" in the first fixed position 50 ( Figure 2 ) and the second fixed position 51 or the third fixed position 52 "locked" ( Figure 2( ) Stop its rotation. In this case, the structure of the device to be protected prevents the locking clutch 3 from moving along the rotation axis 33 of the differential.

[0170] According to the claimed invention, scheme 2 ( Figure 2 ), in the locking element 4 along axis 34 located within the operating plane 47 ( Figure 35 , 39 When the differential moves to a specific position within the operating plane 47, a differential shift occurs from one position to another due to the interaction between the locking element 4 and the locking clutch 3. The locking clutch 3 rotates clockwise or counterclockwise relative to the differential housing 1 around the differential's rotation axis 33, and is activated by the electromagnetic drive device 17. Figure 2 The switch on or off stops rotation when the device is "unlocked" in the first fixed position 50 or "locked" in one of the two fixed positions 51 or 52. For example, Figure 34 The differential is shown in the "unlocked" position. Figure 39 The differential is shown in the "locked" position.

[0171] According to scheme 2, the electromagnetic drive unit 17 is designed to control the state of the differential. An electromagnet can be used as the electromagnetic drive unit 17 to provide the necessary force for the operation of the locking mechanism. Voltage is supplied through voltage connector 53 ( Figure 2 When the electromagnetic drive 17 is applied, the differential switches to the "locked" position. When the voltage is cut off according to a relevant algorithm, the differential switches to the "unlocked" position. The electromagnetic drive 17 is located on the differential housing 1 next to the locking clutch 3. It has a stop 16 to prevent the electromagnetic drive 17 from rotating about the rotation axis 33 of the differential relative to the differential crankcase 55, which could occur due to the rotation of the differential housing 1. The stop 16 (with respect to the differential crankcase 55) Figure 38 The stop 16 can move freely along the rotation axis 33 of the differential. In a direction perpendicular to the rotation axis 33, the movement of the stop 16 is blocked by a stop pawl 54, which is attached to the differential crankcase 55 via a rigid mechanical connection 56, for example, by welding. Since the stop 16 is rigidly fixed to the electromagnetic drive 17, the electromagnetic drive 17 can move along the rotation axis 33 of the differential but cannot rotate relative to the differential crankcase 55 about the rotation axis 33 of the differential. The movement of the electromagnetic drive 17 along the rotation axis 33 of the differential is limited on one side by a locking clutch 3 and on the other side by a stop element 19.

[0172] The following describes specific embodiments of the claimed device of Solution 2. These embodiments are not limiting or exhaustive; they are provided merely to better understand the claimed technical solution.

[0173] Example 1

[0174] The vehicle differential locking device in Example 1 is similar to that described above.

[0175] The locking element 4 is formed as a rotating body. In the embodiment of the invention implemented according to Example 1, Scheme 2, the locking element is formed as a ball with a radius R1, and is indicated by reference numeral 4.1. Figure 35 In this case, for the embodiment of Scheme 2 of Example 1 of the present invention, the locking hole 2 is indicated by reference numeral 2.1.

[0176] The shapes of the interacting elements (i.e., the locking hole 2.1 and the recess 13 of the gear 7) have been described in the description of the device of Scheme 1 and in Figure 4 and Figure 6 Detailed information is provided below. In this embodiment, the recess of the gear should be as shown at position 13.

[0177] Locking holes 2.1 are located radially on the differential housing 1. They are through cylindrical holes. The radius of each of them corresponds to the radius R1 of the locking element 4.1, which can loosely fit in the locking hole 2.1. The axis 34 of the locking holes 2.1 is the axis of the cylinder forming these holes; they intersect the rotation axis 33 of the differential. They are perpendicular to the rotation axis and lie in a plane 47, hereinafter referred to as the "operating plane," which is perpendicular to the differential axis 33. Figure 32 The I1-I1 sections coincide. The locking element 4.1 can move freely in the locking holes 2.1 along the axis 34 of these holes, and the locking element may partially disengage from the locking holes. The center of the locking element 4.1 is always located within the operating plane 47.

[0178] The locking clutch 3 is equipped with locking pins of different lengths, such as two long pins 20 and two short pins 26. Figure 23 The long pin 20 is used to lock the locking clutch 3 in one of two fixed positions: the second fixed position 51.1 or the third fixed position 52.1. Figure 2 They lock the differential when the electromagnetic drive 17 is engaged, and when the electromagnetic drive 17 is disengaged to unlock the differential, they return the locking clutch 3 to the first fixed position 50. Figure 2 When the electromagnetic drive 17 is turned off to unlock the differential, the short pin 26 is used to return the locking clutch 3 to the first fixed position 50.

[0179] Locking clutch 3 ( Figure 2 , Figure 23The locking clutch 3 is positioned on the differential housing 1 around the locking hole 2.1 with locking element 4.1. A groove 5 is provided on the inner surface 18 of the locking clutch 3, which significantly increases the contact point area 29.1 of the "locking clutch 3 - locking element 4.1" pair. The groove 5 of the locking clutch 3 in embodiment 2 of Example 1 (hereinafter referred to as "Type 2 groove 5.2") has, for example, three sections: a locking section 31.1, an unlocking section 31.2, and a process section 31.3. Figure 23 , Figure 25 , Figure 26 , Figure 27 , Figure 28 Furthermore, locking section 31.1 is used when the differential locking device is in the "locked" position ( Figure 37 , Figure 40 The locking element 4.1 is fixed in the recess 13 of the gear 7. The contact area 29.2 of the "locking clutch 3 - locking element 4.1" pair is enlarged by making the surface shape of segment 31.1 conform to the shape of the rotating surface of the locking element 4.1. The number of type 2 recesses 5.2 is equal to the number of locking holes 2.1 in part 1.1 of the differential housing. Adjacent recesses 5.2 are interconnected. Figure 25 and Figure 26 The image shows a view of the end face of the locking clutch 3 as seen from one side of pins 20 and 26. The dashed lines roughly show the outline of the type 2 groove 5.2 of the locking clutch 3.

[0180] For Example 1, according to Scheme 2, when the locking element 4.1 is used in the shape of a ball, the type 2 groove 5.2 of the locking section 31.1 has the shape of a portion of the surface of an open toroidal surface. The axis of the toroidal surface is aligned with the rotation axis 33 of the differential, and the plane containing the guide circle of the toroidal surface lies within the operating plane 47. The radius of the circle of the toroidal surface is equal to R1, that is, equal to the radius of the locking element 4.1 ( Figure 37 This significantly increases the length. Therefore, compared to the prototype ( Figure 68 Compared to "locking element 4.1 - locking clutch 3", ( Figure 29 The contact area 29.2 of the differential is enlarged. This allows the differential to operate under very high static and shock loads without the risk of mechanical damage to the materials of the locking clutch 3 and the locking element 4.1, which helps to achieve the claimed technical results. The depth L6 of the locking section 31.1 of the type 2 groove 5.2 is... Figure 26 Select according to the required contact area 29.2 under a given load.

[0181] The unlocking section 31.2 of the type 2 groove has, for example, the shape of a portion of a closed annular surface. The axis of the annular surface is parallel to the rotation axis 33 of the differential. The outer radius R3 of the annular surface ( Figure 35The radius of the toroidal guide circle is greater than or equal to R1, where R1 is the radius of the locking element 4.1. This range depends on the machining tool and is not the subject of this invention. The toroidal guide circle is located within the operating plane 47. Figure 26 ).at the same time:

[0182] ,in:

[0183] The locking section of the L6-2 type groove has a depth of 31.1.

[0184] The unlocking section of the L7-2 type groove has a depth of 31.2.

[0185] L8 - Depth of recess 13 of gear 7 ( Figure 5 ).

[0186] With the differential in the "unlocked" position ( Figure 32 , Figure 33 , Figure 34 , Figure 35 When the locking element 4.1 disengages from the recess 13 of the gear 7, the unlocking section 31.2 of the type 2 groove 5.2 of the locking clutch 3 is used to accommodate a portion of the locking element 4.1 therein.

[0187] When assembling the differential, the process section 31.3 of the type 2 groove 5.2 of the locking clutch 3 is used. Process section 31.3 is a portion of the side of a cylinder oriented along the rotation axis 33 of the differential, with a radius equal to R1. Figure 27 ).

[0188] The inner surface 18 of the locking clutch 3 is manufactured to have a bevel 44 with a curved surface. Figure 28 , Figure 30 , Figure 33 , Figure 37 ), to eliminate contact between the locking clutch 3 and the rounded 49 on the first part 1.1 of the housing.

[0189] In the unlocked position of the device, the locking element 4.1 located in the locking hole 2.1 of the housing 1 is partially located in the type 2 groove 5.2 of the locking clutch 3 in the unlocking section 31.2. Their radially opposite points touch the bottom 12.1 of the annular groove 12. During operation of the device, the locking element 4.1 is pressed against the surface of the unlocking section 31.2 of the type 2 groove 5.2 by centrifugal force. Figure 34 , Figure 35 And it does not interfere with the rotation of gear 7.

[0190] In the locked position of the device, the locking elements 4.1 located in the locking hole 2.1 of the housing 1.1 are partially located in the type 2 groove 5.2 of the locking clutch 3 in the locking section 31.1, and their radially opposite portions are located in the recess 13 of the gear 7. Figure 39 , Figure 40 ).

[0191] The end face of the differential housing 1 on the locking clutch 3 side has an annular groove 23. Figure 42 The annular groove 23 includes pairs of cuts 21 and protrusions 22 arranged on different walls of the groove 23. The number of cuts 21 is equal to the number of long locking pins 20, and the number of pairs of protrusions is equal to the number of long locking pins 20 and short locking pins 26 that secure them. Figure 23 , Figure 42 , Figure 44 The annular groove 23 is used to accommodate the return spring 25. Figure 45 Pins 20 and 26 are conditionally shown. The number of springs 25 is equal to the number of locking pins 20 and 26. Springs 25 are used to return the locking clutch 3 to the initial fixed position 50 when the differential is unlocked. The notch 21 assisted by the long pin 20 is used in one of the two fixed positions 51.1 or 52.1 (…). Figure 2 , Figure 46 , Figure 47 The rotation of the locking clutch 3 is stopped. In each of these positions, the differential is locked when the electromagnetic drive 17 is engaged.

[0192] Example 2

[0193] The vehicle differential locking device of Example 2 is similar to that of Example 1. In this embodiment, the locking element 4 is formed as a rotating body and manufactured as a ball with a radius of R1; it is indicated by reference numeral 4.1. Figure 35 ).

[0194] The shapes of the interacting elements (i.e., the locking hole 2.1 and the recess 13 of the gear 7) have been described in the description of the device of Scheme 1 and in Example 1 of Scheme 2. Figure 4 and Figure 6 Detailed information is provided below. In this embodiment, the recess of the gear should be as shown at position 13.

[0195] Unlike the device in Example 1, the locking clutch 3 is equipped with locking pins 26, for example, having four pins. Figure 52 These locking pins are used to cause the locking clutch 3 to interact with the return spring 25, that is, to return the locking clutch 3 to the initial position 50 when the electromagnetic drive 17 is disengaged to unlock the differential. Figure 2 ).

[0196] Annular locking clutch 3 ( Figure 2 , Figure 52 A locking hole 2.1 with a locking element 4.1 is arranged on the differential housing 1. A groove 5 is provided on the inner surface 18 of the locking clutch 3, thereby allowing the contact point area of ​​the "locking clutch 3 - locking element 4.1" pair to be enlarged. In this example, the groove 5 of the locking clutch 3 is also referred to as a type 3 groove 5.3, and each groove 5.3 includes, for example, two locking sections 32.1, an unlocking section 32.2, two stop sections 32.3, and a process section 32.4. Figure 55 , Figure 56 , Figure 57 The two locking sections 32.1 are used when the differential locking device is in the "locked" position. Figure 36 , Figure 61 The locking element 4.1 is fixed in the recess 13 of the gear 7. The expansion of the contact area 29.3 of the "locking clutch 3 - locking element 4.1" pair is ensured by the conformation of the surface shape of each segment 32.1 to the shape of the rotating surface of the locking element 4.1.

[0197] The number of type 3 grooves 5.3 in the locking clutch 3 is equal to the number of locking holes 2.1 in the first part 1.1 of the housing, and they are spaced equidistant from each other. Figure 52 ).exist Figure 53 and Figure 54 The image shows a view of the end of the locking clutch 3 as seen from one side of pin 26. The dashed lines roughly show the outline of the type 3 groove 5.3 of the locking clutch 3. In Example 2, according to Scheme 2, the type 3 groove 5.3 of the locking clutch is manufactured to interact with a locking element, which is a ball with a radius of R1, i.e., locking element 4.1.

[0198] For Example 2, segment 32.1 of the type 3 locking groove 5.3 of the locking clutch 3 has the shape of a portion of an open toroidal surface. The axis of the toroidal surface is aligned with the rotation axis 33 of the differential, and the plane containing the toroidal guide circle lies within the operating plane 47. Furthermore, the radius of the toroidal forming circle is equal to R1, that is, equal to the radius of the locking element 4.1. (Compared to the prototype...) Figure 68 Compared to the previous version, this significantly increases the length, thus increasing the size of the "locking element 4.1 - locking clutch 3" pair. Figure 58 The contact area 29.3 of the differential. This allows the differential to operate under very high static and shock loads without the risk of mechanical damage to the materials of the locking clutch 3 and the locking element 4.1, which allows for the realization of the claimed technical achievements. Segment 32.1 is located between segments 32.2 and 32.3, and its length should be greater than the width of the contact point 29.3 located thereon. The contact point 29.3 has a width equal to L4 under maximum load to prevent wrinkling of the boundary between segments 32.1 and 32.2. Type 3 groove ( Figure 54 The depth L6 of the locking segment 32.1 is selected based on the contact area 29.3 required under this load. At the same time, in order to achieve reliable locking, the distance from the surface 13.4 between the surfaces 13.2 of the recess 13 of the gear 7 to the line of intersection of segment 32.1 and the operating plane 47 should be equal to 2R1, that is, equal to the diameter of the locking element 4.1.

[0199] In this situation, with the differential in the "unlocked" position ( Figure 32 , Figure 33 , Figure 59 , Figure 60 When the locking element 4.1 disengages from the recess 13, the unlocking section 31.2 of the type 3 groove 5.3 is used to accommodate a portion of the locking element 4.1 therein.

[0200] The unlocking section 31.2 of the type 3 groove, for example, has the shape of a portion of a closed annular surface. The axis of the annular surface is parallel to the rotation axis 33 of the differential. The outer radius R3 of the annular surface ( Figure 60 The radius of the toroidal guide circle is greater than or equal to R1, where R1 is the radius of the locking element 4.1. This range depends on the machining tool and is not the subject of this invention. The toroidal guide circle is located within the operating plane 47. Meanwhile ( Figure 26 ):

[0201] in:

[0202] The locking section of the L6-2 type groove has a depth of 31.1.

[0203] The unlocking section of the L7-2 type groove has a depth of 31.2.

[0204] L8 - Depth of recess 13 of gear 7 ( Figure 5 ).

[0205] The radius of the circle forming the toroidal surface is equal to R1, where R1 is the radius of the locking element 4.1. Furthermore, the toroidal guide circle lies within the operating plane 47, and the axis 34 of the cylindrical surface of the locking hole 2.1 lies within this operating plane. L7 is the depth to which the toroidal surface is submerged below the surface 18 of the locking clutch 3. Figure 54 L7 is selected such that the distance between the intersection line of the bottom surface 12.1 of the groove of gear 7 and the segment 32.2 of the operating plane 47 at the center of the segment is equal to 2R1, that is, equal to the diameter of the locking element 4.1.

[0206] The two limiting stops 32.3 of the type 3 groove 5.3 are used to prevent the locking clutch 3 from rotating relative to the housing 1.1 when the differential is locked. One stop 32.3 restricts rotation in one direction, while the other stop 32.3 restricts rotation in the other direction. The stops 32.3 are arranged symmetrically with respect to the stop 32.2. For example, they are manufactured in the shape of part of a closed toroidal surface. The axis of the toroidal surface is parallel to the rotation axis 33 of the differential. Figure 58 The outer diameter R4 of the toroidal surface corresponds to or is larger than the radius R1 of the locking element 4. This range depends on the machining tool and is not the subject of this invention. The radius of the circle formed by the toroidal surface is equal to R1, where R1 is the radius of the locking element 4. The plane containing the guide circle of the toroidal surface lies within the operating plane 47.

[0207] The process section 32.4 of the type 3 groove 5.3 of the locking clutch 3 is used for the assembly and disassembly of the differential. Section 32.4 is, for example, a portion of the side of a cylinder oriented along the rotation axis 33 of the differential. Section 32.4 has a radius equal to or greater than R1. Figure 55 The depth of section 32.4 should allow for easy assembly and disassembly of the differential.

[0208] The end face of the differential housing 1 on the locking clutch 3 side is provided with an annular groove 23 containing a pair of protrusions 22. Figure 64 The number of protrusions is equal to the number of pins 26. Figure 64 The annular groove is used to accommodate the return spring 25. Figure 65 (The retaining pin 26 is shown conditionally). The number of springs 25 is equal to the number of locking pins 26. The springs 25 are used to return the locking clutch 3 to the first fixed position 50 when the differential is unlocked. Figure 65 ).

[0209] Example 3

[0210] The vehicle differential locking device of Example 3 is similar to that of Example 1. The locking element is formed as a roller with a radius R1, hereinafter referred to as reference numeral 4.2. Figure 48 The available length of this roller is L9 (GOST 22696-2013). The roller is manufactured with a bevel of 28 having a nominal size of R5.

[0211] The locking hole 2 in this embodiment is referred to as locking hole 2.2 in the following text. They are located in the differential housing 1 ( Figure 43 The locking hole 2.2 is formed into a through hole, corresponding to the shape of the locking element 4.2 with a rectangular longitudinal cross section, in which the locking element 4.2 can loosely fit. In this case, the axis 34 of the locking hole 2.2 intersects the rotation axis 33 of the differential perpendicular to it; they are located within the operating plane 47. Figure 50The locking element 4.2 is capable of free movement within the locking holes 2.2 along the axis 34 of these holes, and the locking element may be partially disengaged from the locking holes 2.1. Figure 43 In one of the locking holes 2.2, the locking element 4.2 is shown as partially protruding above the surface of the housing 1, which corresponds to the position of the locking element 4.2 when the device to be protected is in the "locked" position.

[0212] In this embodiment, the recess of the gear should be considered as being made of Figure 40 Position 27 is indicated in the diagram. The recess 27 of gear 7 is manufactured to interact with locking element 4.2, which is a roller. The number, name, and intended use of the surfaces of the recess 27 are described below. Figure 49 , 50 ) and previously in scheme 1 ( Figure 4 Similar to the recess 13 described in [reference needed], namely: the first spherical surface 27.1 of the recess 27, the annular surface 27.2 of the recess 27, the second spherical surface 27.3 of the recess 27, the first surface 27.4 of the portion of the recess 27 extending along the rotation axis 33, the second surface 27.5 of the portion of the recess 27 extending along the rotation axis 33, and the third surface 27.6 of the portion of the recess 27 extending along the rotation axis 33. Figure 50 In this case, the width L of the first extending surface 27.4, the second extending surface 27.5, and the third extending surface 27.6 of the recess 27 10 equal to L 10 = the sum of L9 and L1, where L9 is the available length of locking element 4.2, and L1 is the increase in width of recess 27 of gear 7, which determines the allowable wear of thrust washer 11.1. Figure 4 , Figure 51 ).

[0213] Similar to Example 1, the locking clutch 3 is equipped with locking pins of different lengths, such as two long pins 20 and two short pins 26. Figure 23 The long pin 20 is used to lock the locking clutch 3 in one of two fixed positions, namely the second position 51.1 or the third position 52.1. Figure 2 When the electromagnetic drive 17 is engaged, this locks the differential. When the electromagnetic drive 17 is disengaged to unlock the differential, it also locks the clutch 3 back to the first fixed position 50. Figure 2 When the electromagnetic drive 17 is turned off to unlock the differential, the short pin 26 is used to return the locking clutch 3 to the first fixed position 50.

[0214] A groove 5 is provided on the inner surface 18 of the locking clutch 3, thereby allowing an increase in the contact point area of ​​the "locking clutch 3 - locking element 4.2" pair. According to embodiment 2 in Example 3, the groove of the locking clutch 3 is hereinafter referred to as "type 2 groove 5.2". Similar to Example 1, the locking clutch 3 includes, for example, three types of segments: segment 31.1 of the locking groove 5.2 of the type 2 locking clutch 3, segment 31.2 of the unlocking groove 5.2 of the type 2 locking clutch 3, and segment 31.3 of the process groove 5.2 of the type 2 locking clutch 3. Figure 30 ).

[0215] The locking section 31.1 of the type 2 groove 5.2 of the locking clutch 3 is used to fix the locking element 4.2 in the recess 27 of the gear 7 when the differential locking device is in the "locked" position. Figure 40 The locking section 31.1 of the type 2 groove 5.2 of the locking clutch 3 corresponds to the shape of the rotating surface of the locking element 4.2. The locking section 31.1, unlocking section 31.2, and process section 31.3 of the type 2 groove 5.2 of the locking clutch 3 are manufactured with the shape of the locking element 4.2, which is manufactured as a roller, in mind. Figure 30 The contact area 29.4 of the "locking element 4.2 - locking clutch 3" pair has the following characteristics: Figure 31 As shown in the figure.

[0216] As in Example 1, the inner surface 18 of the locking clutch 3 is manufactured with a bevel 44 having a curved surface. Figure 28 , Figure 30 , Figure 33 , Figure 37 ), to eliminate the contact of the rounded 49 of the locking clutch 3 on the housing 1.1.

[0217] In the unlocked position of the device, the locking element 4.2 located in the locking hole 2.2 of the housing 1 is partially located in the type 2 groove 5.2 of the locking clutch 3 in the unlocking section 31.2, and their radially opposite points touch the bottom 12.1 of the annular groove 12. During operation of the device, the locking element 4.2 is pressed against the surface of the unlocking section 31.2 of the type 2 groove by centrifugal force. Figure 34 , Figure 35 And it does not interfere with the rotation of gear 7.

[0218] In the locked position of the device, the locking elements 4.2 located in the locking hole 2.2 of the housing 1 are partially located in the type 2 groove 5.2 of the locking clutch 3 in the locking section 31.1, and their radially opposite portions are located in the recess 27 of the gear 7. Figure 39 , Figure 40 ).

[0219] As in Example 1, the end face of the first part 1.1 of the differential housing on the locking clutch 3 side is formed with an annular groove 23. Figure 42 The annular groove 23 includes pairs of cuts 21 and protrusions 22 arranged on different walls of the groove 23. The number of cuts 21 is equal to the number of long locking pins 20, and the number of pairs of protrusions is equal to the number of long locking pins 20 and short locking pins 26 that secure them. Figure 23 , Figure 42 , Figure 44 The annular groove 23 is used to accommodate the return spring 25. Figure 45 Pins 20 and 26 are shown conventionally. The number of springs 25 equals the number of locking pins 20 and 26. Springs 25 are used to return the locking clutch 3 to the initial fixed position 50 when the differential is unlocked. Cutout 21 is used by means of long pins 20 for one of the two fixed positions 51.1 or 52.1 (…). Figure 2 , Figure 46 , Figure 47 The rotation of the locking clutch 3 is stopped. In each of these positions, the differential is locked when the electromagnetic drive 17 is engaged.

[0220] It should be understood that the elements described with respect to any embodiment can be combined in any suitable manner in various embodiments, unless the context explicitly specifies otherwise. Although several embodiments are disclosed in detail in this specification, it will be apparent to those skilled in the art that modifications can be made to the embodiments disclosed herein, and therefore they are not limiting.

[0221] operate

[0222] If the differential is in the "unlocked" position, the first gear 7 and the second gear 7.1 can rotate freely in any direction relative to the differential housing 1. If the differential is in the "locked" position, gears 7 and 7.1 are fixed relative to the housing 1, and their angular backlash is equal to angle β. Figure 5 They rotate synchronously with the differential housing 1, meaning they are stationary relative to the housing 1, unless the aforementioned side clearance is taken into account. The presence of side clearance does not affect the operation of the device because its size is very small.

[0223] As in either of the two schemes, the operation of the claimed device is presumed to be a rapid and reliable switching of the differential position from the "unlocked" to the "locked" position during vehicle parking and movement, or vice versa. Furthermore, these switches are achieved by mechanically engaging and disengaging a rigid mechanical coupling (mechanical contact) between the differential half-shaft gear 7 and the differential housing 1. This rigid mechanical connection engages with a mechanical gear of a locking element 4, which is connected to the differential housing 1 and is movable along the axis 34 of the locking hole 2 toward and away from the gear 7. Movement of the locking element 4 toward the gear 7 engages the rigid mechanical connection between the half-shaft gear 7 and the differential housing 1, as these elements engage with the recess of the gear 7, causing the differential to switch to the "locked" position. Movement of the locking element 4 along the axis 34 of the locking hole 2 away from the half-shaft gear 7 disengages the rigid mechanical connection, i.e., causes the differential to switch to the "unlocked" position. This movement of the locking element 4 is accomplished using the locking clutch 3, which moves along the surface of the differential housing 1. The locking element 4 is partially located in the groove 5 of the locking clutch 3. Since each groove 5 has segments of different depths, the locking element 4 moves along the depth in one or the other segment, and thus moves along the axis of the locking hole 34. This causes the engagement and disengagement of the rigid mechanical connection between the half-shaft gear 7 and the differential housing 1, thereby locking and unlocking it. This movement of the locking clutch 3 can be accomplished upon receiving one of two control commands, "lock" and "unlock," from the outside. These commands can be received using various mechanical devices, hydraulic drives, electrical signals, etc.

[0224] The operation of the device to be protected in Scheme 1

[0225] exist Figure 1 In this embodiment, a control command is sent to the drive mechanism 15. In this embodiment, the command is used as an electrical signal to reach the solenoid 38, which is part of the drive mechanism 15.

[0226] In embodiment 1 of the present invention, the movement of the locking clutch 3 along the differential housing 1 when locking or unlocking the differential is a linear movement of the locking clutch 3 along the rotation axis 33 of the differential.

[0227] exist Figure 1 In this embodiment, a control command is sent to the drive mechanism 15. In this embodiment, the command is used as an electrical signal to reach solenoid 38, which is part of the drive mechanism 15. Upon receiving a new command, lever 39 moves along direction 35 from one fixed position to another according to the command, as shown below. Figure 10 , Figure 11As shown in the diagram, if the differential is in the "unlocked" position and a "lock" command is received, the lever 39, previously in the first fixed position, moves to the right to the second fixed position. If the differential is in the "locked" position and a "unlock" command is received, the lever 39, previously in the second fixed position, moves to the left to the first fixed position.

[0228] If the differential is in the "unlocked" position and a "lock" command is sent to the device requiring protection, the locking clutch 3 moves to the rightmost position, in which its locking plane 42 is aligned with the operating plane 47. Figure 11 , Figure 17 During the movement of the locking clutch 3, the locking element 4 is pushed into the recess 13 of the gear 7 by the surface of the transition section 6.3 of the type 1 groove 5.1. As the locking clutch 3 moves further, the locking element 4 reaches the locking section 6.1 of the type 1 groove 5.1. After the movement of the locking clutch 3 terminates, the locking plane 42 ( Figure 8 The locking element 4 is fixed by the segment 6.1 of the type 1 groove 5.1 in the recess 13 of the gear 7, and the operating plane 47 is merged with the locking plane 4. This situation is as follows: Figure 14 , Figure 15 , Figure 17 and Figure 19 As shown. In this locked clutch 3 position, the possibility of gear 7 rotating relative to housing 1 is limited, as this is prevented by the first spherical surface 13.1 and the second spherical surface 13.3 of the recess 13 of gear 7. Therefore, the differential is switched to the "locked" position.

[0229] At the same time, when an external force is applied to the rotation of gear 7, for example along direction 45 ( Figure 19 The locking element 4 is affected by the force transmitted to it by surface 13.1. As a result, the locking element 4 is pressed against the surface of segment 6.1, which uses force to lock the type 1 groove 5.1, the vector 48 of which is oriented along the axis of hole 2. Figure 19 Vector 48 is caused by the force applied to the locking element 4 of the gear 7 in contact with it. Due to the influence of the external force, the gear attempts to rotate in direction 45. Due to the elasticity and viscosity of the locking clutch material, the locking element 4 sinks into it, reaching a depth ∆h. The width of the contact point 29.1 is equal to L2 ( Figure 20 After the impact of the force terminates, the surface of segment 6.1 will recover due to the elasticity of the material of the locking clutch 3. Figure 9 The shape of contact point 29.1 under this interaction between the surfaces of locking element 4 and segment 6.1 is shown. Figure 69The modeling result of such surface 37 under rated load is shown. Since the radius of the locking element 4 is equal to the radius of the cylindrical surface of segment 6.1, the surface of contact point 29.1 is not a circle centered on the contact point as in the prototype, but rather a surface extending along the intersection line of segment 6.1 and operating plane 47, as shown above, and merging with locking plane 42. Figure 9 ).exist Figure 69 For comparative purposes, the contact point 36 of the prototype under rated load and the contact point 37 of the device to be protected are shown. Compared to the contact point 36 of the prototype, the enlarged contact point area 37 allows the differential with the device to be protected to operate stably and reliably under static and shock loads significantly exceeding those of the prototype. Figure 70 The modeling data shown in the table confirms this. Initial modeling data: R1 = 6 mm for locking element 4, AISI 4130 steel material for locking clutch 3 (Young's modulus 207 GPa, Poisson's ratio 0.33, yield strength 778 MPa, tensile strength 895 MPa), temperature 20°C, rated load 3000 kg. Results show that the maximum pressure at the center of the contact point of the protected device is significantly lower than that of the prototype. For the protected device, the depth to which locking element 4 is immersed in the locking clutch material is significantly less than that of the prototype. This demonstrates that the problem of improving the load capacity of the protected device has been solved.

[0230] Another task addressed by a set of features of the device to be protected is the ability to switch the differential from the "unlocked" position to the "locked" position when the rotational speed (ω) of the housing 1 relative to the gear 7 is higher than the value of the prototype. This high-speed relative rotation occurs when the vehicle makes a sharp turn or when one of the wheels loses traction. Figure 71 and Figure 72 The diagram shows the device for which protection is required ( Figure 71 ) and prototype device ( Figure 72 The figures show the movement trajectory of the locking element 4 during the operation of switching the differential from the "unlocked" to the "locked" position. The observation point in these figures is fixed relative to gear 7. Consider this embodiment when the housing 1 rotates relative to gear 7 in direction 64 (i.e., counterclockwise). In this case, the center of the locking element 4 moves relative to gear 7 along a trajectory 59 located within the operating plane 47. Figure 71 The image shows the position 57 of the locking element 4 when the differential is in the "unlocked" position and a "lock" command is sent to the locking element 4.

[0231] The rotational speed (ω) of housing 1 relative to gear 7 is the maximum permissible rotational speed (ω) of the device to be protected. max1Considering the case where the direction is 64, the surface of the transition section 6.3 of the locking clutch 3 and the type 1 groove 5.1 of the locking clutch 3 (not shown in the figure) begin to press the element 4 into position 57, thereby moving simultaneously with the housing 1 along the trajectory 59 to the bottom of the groove 12.1. Upon reaching the edge of the recess 13 of the gear 7, the locking element 4 begins to move along the axis of the hole 2 of the housing 1 (not shown in the figure) towards the rotation axis 33 of the differential. At the same time, its movement trajectory follows the line 60 located within the operating plane 47. Figure 71 The locking element 4 continues to move until it reaches position 58, where it has reached the bottom of the recess 13 of gear 7, at which point it is stopped by the first spherical surface 13.1 of the recess 13 of gear 7 and the second surface 13.5 of the extension of the recess 13 of gear 7. Now, gear 7 and housing 1 are relatively stationary, and the differential is in the "locked" position.

[0232] If the differential is in the "unlocked" state, and the rotational speed (ω) of housing 1 relative to gear 7 is greater (ω... max1 If the locking element 4 does not reach the bottom of the recess 13 of the gear 7 when it receives the "lock" command, it will instead strike the boundary point between the bottom of the recess 13 of the gear 7 and the bottom of the groove 12.1 of the gear 7. After the impact, the locking clutch 3 will spring back, and the locking element 4 will return to the track 59 and continue to move until the next recess 13 on the gear 7.

[0233] Figure 72 A schematic diagram of the movement of locking element 4 in the prototype is shown. Two scenarios are illustrated.

[0234] Case 1: Trajectory 62: The rotational speed of housing 1 relative to gear 7 is equal to the maximum permissible speed ω of the device to be protected. max1 (As considered in the previous example) with direction 64. In this case, it can be seen that element 4 does not have time to reach the bottom of the recess 13 of gear 7, it will hit its boundary (position 63) and then return to trajectory 59.

[0235] Case 2: Trajectory 61: The rotational speed of housing 1 relative to gear 7 is the maximum permissible rotational speed ω of the prototype device. max2 At this time, it has direction 64. In this case, element 4 reaches the bottom of the recess 13 of gear 7, and the differential enters the "locked" position.

[0236] Experiments show that, under the same conditions, (ω) max1 ) and (ω max2 The speed ratio is greater than 5. This confirms that the task has been solved, as the maximum permissible speed of the device to be protected is significantly higher than the speed of the prototype.

[0237] If the differential is in the "locked" position and an "unlock" command is sent to the device requiring protection, the locking clutch 3 moves to the leftmost position, in which its unlocking plane 43 is aligned with the operating plane 47. Figure 12 , Figure 16 In this situation, the locking element 4, affected by the centrifugal force generated by the rotation of the housing 1, moves along the axis of the hole 2 toward the locking clutch 3 and is pressed against the surface of segment 6.2 of the type 1 groove 5.1 of the locking clutch 3. Figure 13 and Figure 18 The direction of centrifugal force is as follows: Figure 13 As indicated by the arrow in the diagram. After this movement of the locking element 4, the differential switches to the "unlocked" position, in which the gear 7 has the opportunity to rotate freely in any direction relative to the housing 1. If the rotational speed of the housing 1 is low and the centrifugal force is insufficient to move the locking element 4 to the surface of segment 6.2 of the type 1 groove 5.1, the locking element 4 is easily pushed by the bottom surface of the groove 12.1 of the gear 7 to the surface of segment 6.2 of the type 1 groove 5.1.

[0238] Under impact loads on the differential containing the claimed locking device, deformation occurs at the boundary between the surface 13.1 and the bottom surface 12.1 of the recess 12 of gear 7. This deformation is Figure 19 Item 46 schematically illustrates rivet hardening. This hardening does not interfere with the operation of the protected device because the presence of the groove 12 increases the distance from the rivet hardening point 46 to the housing 1. Thus, when the differential is in the "unlocked" position, the gear 7 rotates within the housing 1 without interference, which helps achieve the desired technical result. In the prototype, the presence of this rivet hardening would cause the gear to jam within the differential housing.

[0239] If a "lock" command is issued while the vehicle is stationary and the differential is in the "unlock" position, and gear 7 is in the following position... Figure 13 , Figure 16 and Figure 18 As shown, the locking clutch 3 cannot disengage the locking element 4 from segment 6.2 during movement because they rest against the bottom of the recess 12.1 of the gear 7. The locking clutch 3 stops when the surface of segment 6.3 reaches the surface of the locking element 4. In this case, a solenoid 38 ( Figure 1The force applied by the drive mechanism will attempt to move the locking clutch 3 in a manner that will not self-destruct the components of the protected device and differential. This situation continues even when the vehicle begins to travel straight. Gear 7 will only begin to rotate relative to housing 1 when the vehicle begins to turn or one of the wheels loses traction. The locking element 4 will be pushed into the recess 13 of gear 7 by the locking clutch, and the differential will switch to the "locked" position. This is not a disadvantage of the protected device, because a differential lock is not required when the vehicle is stopped, nor is it required during straight vehicle movement without loss of traction.

[0240] The operation of the device to be protected in Scheme 2

[0241] If the differential is in the "unlocked" position, gears 7 and 7.1 can rotate freely in any direction relative to the differential housing 1 about the differential's rotation axis 33. If the differential is in the "locked" position, gears 7 and 7.1 are fixed relative to the housing 1, and their angular backlash is equal to angle β. Figure 5 The gears rotate simultaneously with it, meaning they are stationary relative to housing 1, unless the aforementioned backlash is taken into account. The presence of backlash does not affect the operation of the device because its value is negligible.

[0242] Scheme 2 assumes that the operation of the protected device involves a rapid and reliable switching of the differential position from "unlocked" to "locked" during vehicle parking and movement, or vice versa. These switching can be performed upon receiving one of two control commands, "lock" or "unlock," from an external source. These commands are sent to the protected device, for example, as electrical signals. Figure 2 In this embodiment, control commands in the electromagnetic drive 17 are transmitted via a cable through the electrical connector 53. The switching on of voltage in the electromagnetic drive 17 is accomplished via a "lock" command, while the switching off of voltage according to an appropriate algorithm is accomplished via an "unlock" command.

[0243] According to embodiment 2 of the present invention, when locking or unlocking the differential, the movement of the locking clutch 3 along the differential housing 1 refers to the rotational movement of the locking clutch 3 relative to the housing 1 about the rotation axis 33 of the differential in a clockwise or counterclockwise direction.

[0244] The differential locking and unlocking of the devices in Examples 1 and 3 of Scheme 2 occur as follows.

[0245] When a new command is received while the vehicle is moving, the electromagnetic drive unit 17 moves along the rotation axis 33 of the differential towards the locking clutch 3 or away from the locking clutch 3 according to the received command.

[0246] If no voltage is applied to the electromagnet, the differential is in the "unlocked" position. Spring 25 is in the uncompressed position. In this case, the locking clutch 3 is in the first stable fixed position 50. Figure 32 , Figure 33 , Figure 34 , Figure 35 , Figure 45 And one surface segment of the locking element 4 is pressed by centrifugal force against the surface of the unlocking segment 31.2 of the type 2 groove. The radially opposite segments of the locking element 4 are located in the groove 12 of the first half-shaft gear 7. They do not interfere with its rotation relative to the housing 1. The spring 25 provides a stable position for the pins 20 and 26, and through them provides a stable position for the locking clutch 3. Figure 45 ).

[0247] When the command "lock" is received by applying voltage to the electromagnetic drive 17, the magnetic field generated by the electromagnetic drive 17 interacts with the steel structural elements surrounding the electromagnetic drive 17, and the electromagnetic drive 17 is attracted to the structural elements by a given force. In this case, the locking clutch 3 is such a structural element. Under the influence of this force, the electromagnetic drive 17 moves toward the locking clutch 3. At the same time, due to the presence of the stop 16, the electromagnetic drive 17 does not rotate relative to the rotation axis 33 of the differential, while the locking clutch 3 rotates with the housing relative to this axis. The frictional force between the locking clutch 3 and the electromagnetic drive 17 generated during mechanical contact reduces the rotational speed of the locking clutch 3. In this case, the locking clutch 3, lagging behind the housing 1, rotates relative to the housing about the rotation axis 33 of the differential in a direction dependent on the direction of vehicle movement. This causes the spring 25, which has pins 20 and 26 fixed to the locking clutch 3, to compress. Rotation occurs until it stops at the end edge of the cut 21 of the long pin 20. When the specified limit stop point is reached, the position of the locking clutch 3 corresponds to either the second fixed position 51.1 or the third fixed position 52.1. Furthermore, if the housing 1 rotates clockwise, then when viewed from the side of the electromagnetic drive device 17 (… Figure 2 The locking clutch 3 is in the second fixed position 51.1. If the housing 1 rotates counterclockwise, then the locking clutch 3 is in the third fixed position 52.1. Figure 46 and Figure 47 The positions of the spring 25 are shown when the locking clutch 3 is in the third fixed position 52.1 and the second fixed position 51.1, respectively. In this case, the long pin 20 rests against one of the end edges of the cutout 21. Figure 46 and Figure 47The positions of pins 20 and 26 are conditionally shown. In this configuration, one side of spring 25 rests against protrusion 22, and the other side rests against pins 20 and 26. This ensures that the locking clutch 3 is in a stable position when a "lock" command is issued. The frictional force between the electromagnetic drive 17 and the locking clutch 3 is selected to overcome the resistance of the return spring 25. The heat generated by the friction between the electromagnetic drive 17 and the locking clutch 3 does not exceed a value that would cause the device to malfunction under the claimed protection.

[0248] If the differential is in the "unlocked" position before the "lock" command is issued ( Figure 34 , Figure 35 Upon receiving a "lock" command, the locking clutch 3 begins to rotate relative to the first part 1.1 of the differential housing. Since the gear 7 rotates freely relative to the first part 1.1 of the differential housing, as the locking clutch 3 rotates, the element 4 is pushed into the designated recess along the hole 2 by the locking clutch 3 when the gear 7 and locking element 4 are opposite each other in recess 13 (for example 1) or recess 27 (for example 2). This allows the locking clutch 3 to rotate to the second fixed position 51.1 or the third fixed position 52.1. In this case, the locking element 4 on the locking clutch 3 moves from the unlocking section 31.2 of the type 2 recess to the locking section 31.1 of the type 2 recess. The presence of the locking element 4 in the locking section 31.1 of the type 2 recess prevents the gear 7 from continuing to rotate relative to the housing 1. Figure 39 , Figure 40 Because, for Example 1, the locking element 4 rests on surfaces 13.1 and 13.5 or 13.3 and 13.6 of the recess 13 of gear 7, or for Example 3, the locking element 4 rests on surfaces 27.1 and 27.5 or 27.3 and 27.6 of the recess 27 of gear 7. Therefore, the differential is switched to the "locked" position. In this position of the locked clutch 3, gear 7 cannot rotate relative to housing 1 because this is prevented by the locking element 4 located in the hole 2 of housing 1. Simultaneously, when an external force is applied to make gear 7, for example, move in direction 45 (… Figure 40 During rotation, the locking element 4 is pushed along the axis 34 of the hole 2 toward the surface of the locking section 31.1 of the type 2 groove. For Example 1, this pushing occurs using the surface 13.1 of the recess 13 of the gear 7; for Example 3, this pushing occurs using the surface 27.1 of the recess 27 of the gear 7. Due to the elasticity and viscosity of the locking clutch material, the locking element 4 sinks into it, reaching a depth ∆h. Figure 41 After the impact of the force terminates, the surface of the locking section 31.1 of the type 2 groove will recover due to the elasticity of the material of the locking clutch 3. For Example 1, in Figure 29The image shows the shape of contact point 29.2 under this interaction between the locking element 4 and the locking section 31.1 of the type 2 groove, while for example 3, in Figure 31 The shape of contact point 29.4 is shown in the diagram. Meanwhile, in... Figure 69 The modeling results of the surface of contact point 37 in Example 1 and the surface of contact point 36 in the prototype under rated load are shown. For Example 1, since the radius of the locking element 4 is equal to the radius of the cylindrical surface along which the surface of the locking segment 31.1 of the type 2 groove is circular, the surface of contact point 37 obtained during modeling of the surface of the locking segment 31.1 of the type 2 groove is not a circle centered on the contact point as in the prototype, but rather a surface extending along a circle forming a specific toroidal surface located in the plane of the differential's rotation axis 33. The increased length of contact point 37 compared to the prototype contact point 36 reduces the pressure per unit area within the boundary of contact point 29.2. This helps the differential with the claimed locking device to operate stably and reliably under static and shock loads significantly exceeding those of the prototype. Figure 70 The modeling data shown in the table confirms this. A simulation was performed on the ball-type locking element 4 with a radius R1 = 6 mm. The locking clutch 3 was made of AISI 4130 steel (Young's modulus 207 GPa, Poisson's ratio 0.33, yield strength 778 MPa, tensile strength 895 MPa), at a temperature of 20°C and a rated load of 3000 kg. The simulation results show that the maximum pressure at the center of the contact point of the protected device is significantly lower than that of the prototype. For the protected device, the depth to which the locking element 4 is immersed in the locking clutch material is significantly less than that of the prototype. This demonstrates that the problem of improving the load capacity of the protected device has been solved.

[0249] Another task addressed by a set of features of the claimed device is the ability to switch the differential from the "unlocked" position to the "locked" position when the rotational speed (ω) of the housing 1 relative to the gear 7 is higher than the value of the prototype. This high-speed relative rotation occurs when the vehicle makes a sharp turn or when one of the wheels slips. Figure 71 and Figure 72 The diagram shows the device for which protection is required ( Figure 71 ) and prototype device ( Figure 72 The movement trajectory of locking element 4 during the operation of switching the differential from the "unlocked" position to the "locked" position. The observation point in these figures is fixed relative to gear 7.

[0250] Consider this embodiment when the housing 1 rotates relative to the gear 7 in direction 64 (i.e., counterclockwise). In this case, the center of the locking element 4 moves relative to the gear 7 along a trajectory 59 located within the operating plane 47. Figure 71The diagram shows the position 57 of locking element 4 when the differential is in the "unlocked" position and a "lock" command is sent to locking element 4. The rotational speed (ω) of housing 1 relative to gear 7 is the maximum permissible rotational speed (ω) of the device to be protected. max1 Consider this example when it has direction 64. The locking clutch 3 begins to press element 4 into position 57 as it rotates on the surface of the unlocking section 31.2 of the type 2 groove (not shown in the figure), while simultaneously moving along trajectory 59 with the housing 1 to the bottom of groove 12.1. Upon reaching the edge of recess 13 or recess 27 of gear 7, element 4 begins to move along the hole 2 (not shown in the figure) of housing 1 towards the rotation axis 33 of the differential. Simultaneously, its movement trajectory follows line 60 located within the operating plane 47. Figure 71 (Passed.) For Example 1, the locking element 4 continues to move until it reaches position 58, where the locking element 4 has reached the bottom of the recess 13 of the gear 7, at which point it is stopped by the first spherical surface 13.1 of the recess 13 of the gear 7 and the second surface 13.5 of the extension of the recess 13 of the gear 7. Now, the gear 7 and the housing 1 are relatively stationary, and the differential is in the "locked" position. If the differential is in the "unlocked" position, and the rotational speed (ω) of the housing 1 relative to the gear 7 is greater (ω... max1 If the locking clutch 3 receives a "lock" command, then when the locking clutch 3 receives a "lock" command, the locking element 4 will not reach the bottom of the recess 13 of the gear 7, but will instead strike the boundary point between the bottom of the recess 13 of the gear 7 and the bottom of the groove 12.1 of the gear 7. After the impact, the locking clutch 3 will spring back, and the locking element 4 will return to track 59 and continue moving until the next recess 13 of the gear 7. The same applies to all cases in recess 27 in Example 3.

[0251] Figure 72 A schematic diagram of the movement of locking element 4 in the prototype is shown. Two scenarios are illustrated.

[0252] Case 1: Trajectory 62: The rotational speed of housing 1 relative to gear 7 is equal to the maximum permissible speed ω of the device to be protected. max1 (As considered in the previous embodiment) and in orientation 64. In this case, it can be seen that element 4 does not have time to reach the bottom of the recess of the gear, it hits its boundary (position 63), then bounces and returns to trajectory 59.

[0253] Case 2: Trajectory 61: The rotational speed of housing 1 relative to gear 7 is the maximum permissible rotational speed ω of the prototype device. max2 At this time, and in the orientation of direction 64. In this case, element 4 reaches the bottom of the recess, and the differential switches to the "locked" position.

[0254] Experiments show that, under the same conditions, (ω)max1 ) and (ω max2 The speed ratio is greater than 5. This confirms that the task has been solved, as the maximum permissible speed of the device to be protected is significantly higher than the speed of the prototype (ω). max2 ).

[0255] If the differential is in the "locked" position and an "unlock" command is sent to the protected device while the vehicle is moving, the magnetic field energized by the electromagnetic drive 17 disappears, and the braking of the locking clutch 3 stops. In this case, the spring 25 returns the locking clutch 3 to the first stable fixed position 50 via pins 20 and 26. Due to the centrifugal force, this causes the locking element 4 to pop out from the recess 13 of the gear 7 in Example 1 and the recess 27 in Example 2 along the cylindrical hole 2 to the surface of the unlocking section 31.2 of the type 2 groove 5.2. Figure 34 Now, gear 7 can rotate unimpeded in any direction relative to housing 1 about the rotation axis 33 of the differential. The differential has been switched to the "unlocked" position. Under the same conditions, if the rotational speed of housing 1 is low and the centrifugal force is insufficient, locking element 4 will be pushed out by one of the surfaces of recess 13 or recess 27 onto the surface of the unlocking section 31.2 of the type 2 groove. Figure 40 ).

[0256] Under impact loads on the differential containing the claimed locking device, the material of gear 7 deforms at the boundary between recess 13 or recess 27 and the bottom surface 12.1 of groove 12 of gear 7. This deformation is as follows: Figure 40 The rivet hardening shown in item 46. The presence of this rivet does not interrupt the operation of the device for which protection is claimed, because the presence of the groove 12 increases the distance from the rivet 46 to the first part 1.1 of the housing. Therefore, when the differential is "unlocked," the rotation of gear 7 is not disturbed, which facilitates the realization of the claimed technical achievement. In the prototype, due to the lack of this distance, the presence of this rivet would cause the gear to jam in the differential housing.

[0257] If the vehicle stops, the differential is in the "unlocked" position. Figure 34 ), and as Figure 34 , Figure 35 , Figure 36 and Figure 37When the "lock" command is issued for the position of gear 7, the locking clutch 3, since it does not rotate relative to the electromagnetic drive 17 in this situation, cannot move to the second fixed position 51 or the third fixed position 52, and therefore differential locking does not occur. Locking does not occur even when the vehicle begins to travel straight, because although the locking clutch 3 has begun to rotate relative to the electromagnetic drive 17, it is stationary relative to the housing 1, and therefore cannot push the locking element 4 out of the unlocking section 31.2 of the type 2 recess, as they abut against the bottom of the recess 12.1 of gear 7. Furthermore, gear 7 only begins to rotate relative to the housing 1 when the vehicle begins to turn or one of its wheels loses traction, and the locking element 4 is pushed into the recess 13 or recess 27 of gear 7 by the locking clutch 3, and the differential switches to the "locked" position. This is not a drawback of the claimed device, because a differential lock is not needed when the vehicle is stopped. A differential lock is also not needed when the vehicle is moving straight without loss of traction.

[0258] The presence of the first extended surface 13.4, the second extended surface 13.5, and the third extended surface 13.6 of the recess 13 of gear 7 increases the permissible wear value of the thrust washer 11.1, below which the protected device can operate. Wear of this washer causes gear 7 to shift, and thus causes the recess 13 of gear 7 to offset relative to the operating plane 47 along the rotation axis 33 of the differential. Figure 4 Without the first surface 13.4, the second surface 13.5, and the third surface 13.6 of the recess 13 of gear 7, even the slightest wear on the thrust washer 11 would require replacement, because the aforementioned offset would make it impossible to fully immerse the locking element 4 in the recess 13 of the half-shaft gear 7 (excluding the differential lock). The presence of these surfaces compensates for the thickness wear of the thrust washer 11.1 by L1, where L1 is the increase in width of the recess 13 of gear 7. Figure 4 Meanwhile, the presence of the first extended surface 13.4, the second extended surface 13.5, and the third extended surface 13.6 of the recess 13 of gear 7 allows for compensation of manufacturing errors. Therefore, the presence of the first surface 13.4, the second surface 13.5, and the third surface 13.6 extends the differential fail-safe function time and contributes to achieving the claimed technical achievement. The same applies to the recess 27 in Example 3; it should be remembered that in this case, L1 participates in the width L of surfaces 27.4, 27.5, and 27.6. 10 The composition is: L 10 = L9 + L1, where L9 is the available length of locking element 4.2, and L1 is the increase in width of recess 27 of gear 7, which determines the allowable wear of thrust washer 11.1. Figure 50 , Figure 51 )

[0259] The operation of Example 2 is similar to that of Example 1, except that the stopping of the locking clutch 3 in the second "locked" fixed position 51 or the third "locked" fixed position 52 is due to the presence of the limiting stop section 32.3 of the type 3 groove 5.3 of the locking clutch 3, rather than due to the presence of the cut in the annular groove, as in Examples 1 and 3, where the long pin 20 rests on the boundary of the cut in the annular groove. In this case, if the device is in the "unlocked" position and the electromagnetic drive device 17 receives the command "lock" ( Figure 2 If the voltage of the electromagnetic drive device 17 moves to the locking clutch 3, then the voltage of the electromagnetic drive device 17 moves to the locking clutch 3. Simultaneously, due to the presence of the stop member 16 ( Figure 38 Therefore, the electromagnetic drive 17 does not rotate relative to the rotation axis 33 of the differential. Simultaneously, the locking clutch 3 rotates with the housing 1 relative to this axis. The friction generated by the mechanical contact of the "locking clutch 3 - electromagnetic drive 17" pair slows the rotation of the locking clutch 3. In this situation, the locking clutch 3, lagging behind the rotating housing 1, rotates about the rotation axis 33 of the differential in a direction dependent on the vehicle's direction of motion. This causes the spring 25, with the pin 26 fixed to the locking clutch 3, to compress. Since the gear 7 rotates freely relative to the housing, when the locking clutch 3 rotates at the moment when the groove 13 is below the locking element 4, it is pushed out into the designated recess by the locking clutch 3. After reaching the bottom of the recess 13, as the locking clutch 3 rotates further relative to the housing 1, the locking element 4 abuts its opposite portion against the surface of the limiting stop section 32.3 of the type 3 groove 5.3 of the locking clutch 3. The locking element 4 begins to prevent further rotation of the locking clutch 3, and it is fixed in either the second "locked" fixed position 51.2 or the third "locked" fixed position 52.2. Therefore, the differential is switched to the "locked" position. The fixed position of the locking clutch 3 (i.e., the second position 51.2 or the third position 52.2) depends on the direction of rotation of the differential housing 1 relative to the differential crankcase 55. Furthermore, if the housing 1 rotates clockwise (from... Figure 39 If the electromagnetic drive device 17 is observed, the locking clutch 3 is fixed in the second fixed position 51.2; if the housing 1 is rotated counterclockwise, the locking clutch 3 is in the third fixed position 52.2. Figure 61 ).

[0260] Figure 66 The position of spring 25 is shown when the locking clutch 3 is in the second fixed position 51.2. Figure 67 The position of spring 25 is shown when the locking clutch 3 is in the third fixed position 52.2. Figure 66 and 67The position of pin 26 is conditionally shown. In this case, one side of spring 25 rests against protrusion 22, and the other side rests against pin 26. This ensures that the locking clutch 3 is in a stable position when a "lock" command is issued. The frictional force between electromagnetic drive 17 and locking clutch 3 is selected such that the force overcomes the resistance of return spring 25, but the heat generated by the friction between electromagnetic drive 17 and locking clutch 3 does not exceed a value that would cause the device to malfunction.

[0261] If the differential is in the "locked" position and an "unlock" command is sent to the device requiring protection while the vehicle is moving, the magnetic field energized by the electromagnetic drive 17 disappears, and the braking of the locking clutch 3 is terminated. In this case, the spring 25 returns the locking clutch 3 to the first stable fixed position 50 via the pin 26. Due to centrifugal force, this causes the locking element 4 to eject from the recess 13 of the gear 7 along the cylindrical hole 2.1 to the unlocking section 31.2 of the type 3 groove. Figure 59 , Figure 60 Now, gear 7 can rotate unimpeded in any direction about the differential's rotation axis 33 relative to the first part 1.1 of the housing. The differential has been switched to the "unlocked" position. If the rotational speed of housing 1.1 is very low and the centrifugal force is insufficient, the locking element 4 is pushed by the surface 13.1 or 13.3 of gear 7 to the unlocking section 32.2 of the type 3 groove. Figure 62 ).

[0262] If no voltage is applied to the electromagnet, the differential is in the "unlocked" position. Spring 25 is in the uncompressed position, while the locking clutch 3 is in the first stable fixed position 50. Figure 32 , Figure 33 , Figure 59 , Figure 60 , Figure 65 The locking element 4 is pressed by centrifugal force against the surface of the unlocking section 32.2 of the type 3 groove. Simultaneously, the radially opposite sections of the locking element 4 are located in the groove 12 of the first half-shaft gear 7, and they do not prevent its rotation relative to the first part 1.1 of the housing. Springs 25 provide a stable position for pins 26 and, through them, provide a stable position for the locking clutch 3. Figure 65 ).

[0263] Industrial application

[0264] The vehicle differential locking devices claimed in Schemes 1 and 2 can be used in any vehicle.

[0265] The advantages of the device to be protected are:

[0266] The load capacity of the differential locking mechanism has been enhanced;

[0267] Improved the reliability of the differential locking mechanism;

[0268] It extends the trouble-free operating cycle of the differential locking mechanism;

[0269] The operating speed of the differential locking system is improved, including a reduction in travel time due to the elimination of misalignment of the locking clutch of the differential locking mechanism relative to the differential housing (for option 1).

[0270] The rotational speed of the half-shaft gear relative to the differential housing in which differential locking is achieved is increased;

[0271] This expands the design range of existing vehicles in which the required protection devices can be applied;

[0272] The aforementioned technological achievement was realized by utilizing all the basic features of the device.

[0273] Information source

[0274] 1. Utility model patent RU154407U1 entitled "Vehicle differential with forced locking" (Patent holder: Tobikov Alexander Andreevich (Russia), published on August 20, 2015).

[0275] 2. Patent RU2040720C1 entitled “Vehicle Differential with Forced Locking” (published on July 25, 1995).

[0276] 3. Patent RU2304243C1 entitled “Vehicle Differential with Forced Locking” (published in August 2007).

[0277] 4. Patent RU2165043C1 entitled "Forced Locking Mechanism for Inter-Wheel Differential of Vehicle" (Patent holder: JSC "KAMAZ" (Russia), published on April 10, 2001).

[0278] 5. Patent RU2319875C2 entitled “Self-locking vehicle differential” (published in 2007).

[0279] 6. Patent RU2578082C1 entitled "Forced Locking Cone Differential for Automobiles" (Patent holder: Kozlov Georgy Leonidovich (Russia), published on March 20, 2016).

[0280] 7. Patent RU2653936C1 entitled "Forced Locking Differential for Vehicle Drive Axle" (Patent holder: Gostev Vasily Evgenievich (Russia), published on May 15, 2018).

[0281] 8. Utility model patent RU165845U1 entitled “Forced locking wheel differential” (Patent holder: LLC "Sarapulsky Systems" (Russia), published on October 11, 2016).

[0282] 9. Utility model patent RU142974U1 entitled "Automotive Differential" (Patent holder: George Leonidovich Kozlov (Russia), published on July 10, 2014. Ineffective).

[0283] 10. Russian Federation Patent RU2661248C2 entitled “Assembly Unit for Locking Differential” (Patent holder: EATON CORPORATION (USA), published on July 13, 2018).

[0284] 11. Russian Federation Patent RU2619742C2 entitled “Locking Differential with Short Stroke and Long Locking Engagement Length” (Patent holder: EATON CORPORATION (USA), published on May 17, 2017).

[0285] 12. GOST 22696-2013 Rolling bearings - Rollers - Specifications.

Claims

1. A vehicle differential locking device integrated into a differential, comprising a differential housing and a half-shaft gear located within the housing, the differential locking device being in a "locked" or "unlocked" position, comprising: Locking elements shaped as rotating bodies; A through-hole locking hole is formed in the differential housing, which allows the locking element to move within the locking hole along the axis of these holes; The recess of the half-shaft gear arranged on the surface of the half-shaft gear; An annular locking clutch is arranged around a locking hole with a locking element on the differential housing, and a locking clutch groove is provided on its inner surface to expand the contact point area of ​​the "locking clutch-locking element" pair. The locking clutch is connected to the drive unit, is rotatable about its axis of rotation relative to the differential housing, and is able to stop it in the "unlocked" and "locked" positions.

2. The differential locking device of claim 1, wherein the locking element is in the form of a long pin, which is capable of stopping the rotation of the locking clutch in one of two "locked" fixed positions according to the rotation direction of the differential housing relative to its crankcase and taking into account the return of the locking clutch to the "unlocked" fixed position.

3. The differential locking device as described in claim 1, characterized in that, The locking clutch includes a short pin for returning to the "unlocked" fixed position.

4. The differential locking device as described in claim 1, characterized in that, The groove of the locking clutch has two limiting stops for locking the locking clutch in the "locked" position, the stops restricting further rotation of the locking clutch relative to the differential housing in the "locked" position, and one of the stops restricting such rotation in one direction while the other restricts such rotation in the other direction.

5. The differential locking device as described in claim 1, characterized in that, The differential includes a spring mechanism for returning the locking clutch to the "unlocked" fixed position.

6. The differential locking device as described in claim 1, characterized in that, The groove of the locking clutch has a section for securing the locking element in the recess of the half-shaft gear when the device is in the "locked" position, which can increase the contact point area of ​​the "locking clutch-locking element" pair.

7. The differential locking device as described in claim 1, characterized in that, The groove of the locking clutch has a section for accommodating a portion of the locking element when the differential locking device is switched to the "unlocked" position, provided that the radially opposite portion of the locking element leaves the recess of the half-shaft gear.

8. The differential locking device according to claim 5, characterized in that, The spring mechanism for returning the locked clutch to the "unlocked" fixed position includes an annular groove on the differential housing end face on the locked clutch side, and a pair of protrusions for fixing the return spring and the return spring itself in the annular groove.

9. The differential locking device as described in claim 1, characterized in that, The drive unit is located on the housing next to the locking clutch, and the drive unit has a stop mechanism to prevent it from rotating relative to the differential crankcase.

10. The differential locking device as claimed in claim 1, characterized in that, The recess on the outer surface of the half-shaft gear: It extends along a line parallel to the outer surface of the half-shaft gear; It extends along the axis of rotation of the half-shaft gear.

11. The differential locking device as claimed in claim 1, characterized in that, It has an annular groove located on the outer surface of the half-shaft gear and oriented along a line parallel to the outer surface of the half-shaft gear.

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