Limited slip differential and vehicle

Abstract

The invention discloses a limited slip differential and a vehicle, and the limited slip differential comprises a first power assembly which comprises a first output shaft and a first connecting piece; the second power assembly comprises a second output shaft and a second connecting piece; the mounting shell comprises a driven shaft connected to the inner wall of the mounting shell, a slip limiting assembly and a third connecting piece, the slip limiting assembly and the third connecting piece are fixedly connected to the driven shaft, and the third connecting piece is engaged with the first connecting piece and the second connecting piece; the sliding limiting assembly further comprises a friction block, and the friction block abuts against the inner wall of the installation shell. According to the limited slip differential and the vehicle provided by the embodiment of the invention, when the third connecting piece and the driven shaft start to rotate, the friction block also starts to rotate around the driven shaft, so that the friction force between the friction block and the inner wall of the mounting shell is increased, the rigid connection between the first output shaft and the second output shaft is enhanced, and the transferred output power is increased; and the output power transmission proportion between the first output shaft and the second output shaft is changed along with the slipping degree.

Description

Technical Field

[0001] The present application relates to the technical field of automobile limited slip differentials, and in particular to a limited slip differential and a vehicle. Background Art

[0002] The existing mechanical limited-slip differential can ensure that the two wheels can run at different speeds when the speeds of the wheels on both sides are different. In addition, it can automatically lock when one of the wheels slips, transferring the output power of the slipping wheel to the non-slipping side to help the vehicle get out of trouble.

[0003] However, the existing mechanical limited slip differential can only further transfer the output power at a certain fixed ratio when the speed difference between the wheels on both sides increases. The transferred output power cannot change with the degree of slip. Therefore, it is not the best power distribution method that the mechanical limited slip differential can achieve. Summary of the invention

[0004] The embodiments of the present application provide a limited slip differential and a vehicle, which can realize that the output power transferred from the wheel on the high speed side to the wheel on the low speed side is proportional to the speed difference of the wheels connected to the two sides of the limited slip differential, and the output power transfer ratio can change with the degree of slip.

[0005] In the first aspect, according to an embodiment of the present application, a limited slip differential is provided, comprising: a first power assembly, comprising a first output shaft and a first connecting member fixedly connected to one end of the first output shaft; a second power assembly, comprising a second output shaft and a second connecting member fixedly connected to one end of the second output shaft; a mounting shell, sleeved on the first connecting member and the second connecting member, comprising a driven shaft connected to its inner wall, a limited slip assembly and a third connecting member, the limited slip assembly and the third connecting member fixedly connected to the driven shaft, the third connecting member respectively engaging with the first connecting member and the second connecting member; wherein the limited slip assembly also comprises a friction block, which abuts against the inner wall of the mounting shell.

[0006] According to one aspect of the embodiment of the present application, when the third connecting member is only in orbit around the first connecting member and the second connecting member together with the mounting shell, there is an interaction force between the friction block and the inner wall of the mounting shell.

[0007] According to one aspect of an embodiment of the present application, when the third connecting member revolves around the first connecting member and the second connecting member with the mounting shell and rotates around the driven shaft, the rotation speed of the third connecting member is greater than or equal to zero, and there is an interaction force between the friction block and the inner wall of the mounting shell.

[0008] According to one aspect of the embodiment of the present application, the driven shaft includes a first driven shaft and a second driven shaft, and the first driven shaft and the second driven shaft are arranged opposite to each other along the same axial direction.

[0009] According to one aspect of the embodiment of the present application, the friction block includes a first friction block and a second friction block, and the first friction block and the second friction block are arranged opposite to each other.

[0010] According to one aspect of an embodiment of the present application, the shape of the friction block away from the driven shaft matches the shape of the inner wall of the mounting shell, the mounting shell is cylindrical, the first driven shaft and the second driven shaft are arranged opposite to each other along the center axis of the cylinder, and the shape of the friction block away from the driven shaft is a cylindrical surface.

[0011] According to one aspect of the embodiment of the present application, the friction block further includes four friction sub-blocks, and the friction sub-blocks are evenly distributed around the inner wall of the mounting shell.

[0012] According to one aspect of an embodiment of the present application, the mounting shell further comprises a sliding assembly disposed on one side of its inner wall, the friction block abuts against the inner wall of the mounting shell via the sliding assembly, and the friction block is fixedly connected to the driven shaft via a spring.

[0013] According to one aspect of the embodiment of the present application, the first connecting member, the second connecting member and the third connecting member are bevel gears, the third connecting member is meshed with the first connecting member and the second connecting member, and the parameters of the limited slip differential satisfy the relationship:

[0014]

[0015] Among them, n_sun is the number of teeth of the first connecting member and the second connecting member, n_planet is the number of teeth of the third connecting member, μ is the friction coefficient of the inner wall of the mounting shell, m is the mass of the friction block, R is the distance between the center of mass of the friction block and the driven shaft, and r is the distance between the side of the friction block abutting the inner wall of the mounting shell and the driven shaft.

[0016] In a second aspect, according to an embodiment of the present application, a vehicle is provided, comprising the limited slip differential described in any one of the embodiments of the first aspect.

[0017] In the limited slip differential and vehicle provided by the embodiments of the present application, the mounting housing in the limited slip differential only drives the first output shaft and the second output shaft to revolve when the rotational speeds of the first output shaft and the second output shaft are the same; when the rotational speeds of the first output shaft and the second output shaft are inconsistent, the inconsistency in the rotational speeds of the first connecting member and the second connecting member drives the third connecting member and the driven shaft to start rotating, and the friction block fixedly connected to the driven shaft and abutting against the inner wall of the mounting housing also starts to rotate around the driven shaft, and the rotational speed of the driven shaft and the friction block increases as the rotational speed difference between the first output shaft and the second output shaft increases, and the centripetal force provided to the friction block by the inner wall of the mounting housing also increases, so that the reaction force, that is, the pressure provided to the inner wall of the mounting housing by the friction block increases, and then the friction between the friction block and the inner wall of the mounting housing increases, and the rigid connection between the first output shaft and the second output shaft is enhanced, so that the output power that the driven shaft can transfer between the first output shaft and the second output shaft increases, and the output power transmission ratio between the first output shaft and the second output shaft changes with the degree of slippage. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The features, advantages and technical effects of exemplary embodiments of the present application will be described below with reference to the accompanying drawings.

[0019] Figure 1 It is a schematic diagram of the working scene of the vehicle differential provided in the related art;

[0020] Figure 2 is a schematic diagram of a vehicle differential and a vehicle-related structure in the related art;

[0021] Figure 3 is a kinematic mechanism diagram of a limited slip differential provided by an embodiment of the first aspect of the present application;

[0022] Figure 4 yes Figure 3 A top view of the limited slip differential in FIG.

[0023] Figure 5 is a kinematic mechanism diagram of another limited slip differential provided by an embodiment of the first aspect of the present application;

[0024] Figure 6 yes Figure 3 Schematic diagram of working parameters of limited slip differential in FIG.

[0025] Figure 7 yes Figure 4 Schematic diagram of working parameters of limited slip differential in FIG.

[0026] Figure 8 It is a structural schematic diagram of a vehicle provided in an embodiment of the second aspect of the present application.

[0027] in:

[0028] 100-Limited Slip Differential;

[0029] 10-first power assembly; 10a-first output shaft; 10b-first connecting member;

[0030] 20-second power assembly; 20a-second output shaft; 20b-second connecting member;

[0031] 30-mounting housing; 31-driven shaft; 31a-first driven shaft; 31b-second driven shaft; 32-slip limit assembly; 321-friction block; 321a-first friction block; 321b-second friction block; 33-third connecting member; 34-sliding assembly; 35-spring;

[0032] 1000-Vehicles.

[0033] In the drawings, the same reference numerals are used for the same components. The drawings are not drawn to scale. DETAILED DESCRIPTION

[0034] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In the detailed description below, many specific details are proposed to provide a comprehensive understanding of the present application. However, it is obvious to those skilled in the art that the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating examples of the present application. In the accompanying drawings and the following description, at least some of the known structures and technologies are not shown to avoid unnecessary ambiguity in the present application; and, for clarity, the size of some structures may be exaggerated. In addition, the features, structures or characteristics described below may be combined in one or more embodiments in any suitable manner.

[0035] The directional words appearing in the following description are all directions shown in the figure, and do not limit the specific structure of the limited slip differential and vehicle of this application. In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0036] Figure 1 The working scene of the vehicle differential is shown. Figure 2 The vehicle differential and the vehicle-related structure in the related art are shown.

[0037] See also Figure 1 and Figure 2In the related art, the differential is a mechanism between the front wheels or rear wheels or between the axles on both sides of the vehicle, which is mainly used to enable the wheels on both sides to roll at different speeds to ensure that the wheels on both sides can perform pure rolling motion.

[0038] When driving in a straight line, the wheels on both sides of the vehicle only need to rotate at the same speed.

[0039] The power of input shaft A0 is transmitted from gear G1 on the input shaft to gear G2 on the differential, and gear G2 drives the differential housing to rotate. At this time, the entire differential, including gear G2, housing and internal structure, only performs orbital motion. By driving the differential housing to orbit, gear G3 connected to the differential housing drives gears G4 and G5 distributed on output shafts A1 and A2 on both sides to rotate, so that power is transmitted from output shafts A1 and A2 to wheels on both sides, driving the vehicle to travel in a straight line.

[0040] Since the output shafts A1 and A2 are both driven by the differential, the angular velocity of the output shafts A1 and A2 is the same as the angular velocity of the differential.

[0041] Under turning driving conditions, in the same time period, the wheels on the inside of the turning direction travel a shorter distance, while the wheels on the outside of the turning direction travel a longer distance. Therefore, the inner wheels need to have a lower speed, while the outer wheels need to have a higher speed.

[0042] Furthermore, under turning conditions, since the distances from the inner wheel and the outer wheel to the center axis of the vehicle body are the same, when the rotation speed of the inner wheel decreases by a certain amount, the rotation speed of the outer wheel increases by the same amount.

[0043] If there is no differential, the wheels on both sides are connected by a rigid rod. When turning, the speed of the inner wheel will be greater than the required speed, and the speed of the outer wheel will be less than the required speed, causing the inner and outer wheels to slip and unable to achieve pure rolling motion throughout the entire process. The driving experience is poor and there are potential risks to safety.

[0044] At this time, due to the speed difference between gears G4 and G5, the gear G3 inside the differential will be driven to start self-rotation. Since the self-rotation of gear G3 is driven by gears G4 and G5, when the number of teeth of gears G4 and G5 is the same, the output shaft and wheels on the inside reduce the speed by a certain amount, while the output shaft and wheels on the outside increase the speed by the same amount. The required certain speed is the product of the speed of gear G3 and the ratio of the number of teeth of G3 and G4, or G3 and G5.

[0045] Gears G4 and G5 generate a pair of driving torques on gear G3, causing gear G3 to start rotating. The reaction force of gear G3 on gears G4 and G5 is in the same direction as the driving force of the differential housing revolution for the inner gears and wheels, and in the opposite direction to the driving force of the differential housing revolution for the outer gears and wheels.

[0046] Therefore, under turning conditions, the differential transfers part of the power of the outer wheel to the inner wheel equally, while the inner wheel and the outer wheel can run at different speeds, thereby ensuring that the wheels on both sides of the vehicle can still perform pure rolling motion under turning conditions.

[0047] When the wheels on one side of the vehicle slip, it can be considered that the wheel speed on the slipping side of the vehicle is twice the orbital speed of the differential housing, while the wheel speed on the non-slipping side of the vehicle is zero. When the speed difference between the wheels on both sides reaches the maximum value, the wheel on one side cannot drive the vehicle, resulting in a slip condition.

[0048] The reason for the slipping condition is that the reaction force of gear G3 transferred from the wheel on the slipping side to the non-slipping side is still unable to make the wheel on the non-slipping side drive the vehicle forward.

[0049] In order to solve the problem of being unable to drive normally under slipping conditions, relevant technologies directly lock the differential or increase the internal friction of the differential, thereby directly forming a rigid connection between the output shafts A1 and A2 or increasing the output power from the slipping wheel to the non-slipping wheel to help the vehicle get out of trouble.

[0050] In the related art, a differential having only a differential function is called an open differential, and its power is limited under slipping conditions.

[0051] In slipping conditions, a differential that achieves output power transfer by manually directly locking the differential is called a locking differential. It cannot switch smoothly during the locking and unlocking process and is mostly used in off-road vehicle emergency escape scenarios, providing a poor user experience.

[0052] At the same time, under slipping conditions, the differential that automatically locks the differential or automatically increases the internal friction of the differential through mechanical structure coordination to achieve further output power transfer is called a mechanical limited slip differential.

[0053] Although the mechanical limited slip differential can automatically lock or increase the internal friction by using the mechanical structure when the speed difference between the wheels on both sides increases, it can only achieve the transfer of a certain fixed proportion of all or part of the transmission power, and the transferred transmission power cannot change according to the degree of slip, that is, the transferred transmission power does not change with the change of the speed difference between the wheels on both sides. Therefore, it is still not the best power distribution method that the mechanical limited slip differential can achieve.

[0054] Figure 3 The motion mechanism of the limited slip differential 100 provided in the first embodiment of the present application is shown.

[0055] See also Figure 3 In a first aspect, an embodiment of the present application provides a limited slip differential 100 , including a first power assembly 10 , a second power assembly 20 , and a mounting housing 30 .

[0056] The first power assembly 10 includes a first output shaft 10a and a first connecting member 10b fixedly connected to one end of the first output shaft 10a.

[0057] The second power assembly 20 includes a second output shaft 20a and a second connecting member 20b fixedly connected to one end of the second output shaft 20a.

[0058] The mounting shell 30 is sleeved on the first connecting member 10b and the second connecting member 20b, and includes a driven shaft 31 connected to its inner wall, a slip limiting assembly 32 and a third connecting member 33, the slip limiting assembly 32 and the third connecting member 33 are fixedly connected to the driven shaft 31, and the third connecting member 33 is respectively engaged with the first connecting member 10b and the second connecting member 20b.

[0059] The slip limiting assembly 32 further includes a friction block 321 , and the friction block 321 abuts against the inner wall of the mounting housing 30 .

[0060] In the limited slip differential 100 provided in the embodiment of the present application, the mounting housing 30 only drives the first output shaft 10a and the second output shaft 20a to revolve when the rotation speeds of the first output shaft 10a and the second output shaft 20a are the same; when the rotation speeds of the first output shaft 10a and the second output shaft 20a are inconsistent, the inconsistency in the rotation speeds of the first connecting member 10b and the second connecting member 20b drives the third connecting member 33 and the driven shaft 31 to start rotating, and the friction block 321 fixedly connected to the driven shaft 31 and abutting against the inner wall of the mounting housing 30 also starts to rotate around the driven shaft 31, and the rotation speeds of the driven shaft 31 and the friction block 321 increase with the rotation speeds of the first output shaft 10a and the second output shaft 20a. As the speed difference between the first output shaft 10a and the second output shaft 20a increases, the centripetal force provided by the inner wall of the mounting shell 30 to the friction block 321 also increases, so that the reaction force, that is, the pressure provided by the friction block 321 to the inner wall of the mounting shell 30 increases, and then the friction between the friction block 321 and the inner wall of the mounting shell 30 increases, and the rigid connection between the first output shaft 10a and the second output shaft 20a is enhanced, so that the output power that the driven shaft 31 can transfer between the first output shaft 10a and the second output shaft 20a increases, and the output power transmission ratio between the first output shaft 10a and the second output shaft 20a changes with the degree of slippage.

[0061] Optionally, in the first power assembly 10 and the second power assembly 20, the first output shaft 10a and the second output shaft 20a can serve as the same drive axle for the front wheels or the rear wheels of the vehicle 1000, and the end of the first output shaft 10a away from the first connecting member 10b can be used to connect to one of the front wheels or the rear wheels of the vehicle 1000, and the end of the second output shaft 20a away from the second connecting member 20b is used to connect to the other of the front wheels or the rear wheels of the vehicle 1000.

[0062] In these alternative embodiments, limited slip differential 100 functions as an inter-wheel differential.

[0063] Optionally, in the first power assembly 10 and the second power assembly 20, the first output shaft 10a and the second output shaft 20a can serve as transmission shafts between the front drive axle and the rear drive axle of the vehicle 1000, and the end of the first output shaft 10a away from the first connecting member 10b can be used to connect to the front drive axle in the vehicle 1000, and the end of the second output shaft 20a away from the second connecting member 20b can be used to connect to the rear drive axle in the vehicle 1000.

[0064] Alternatively, the end of the first output shaft 10a away from the first connecting member 10b can be used to connect to the rear drive axle in the vehicle 1000, and the end of the second output shaft 20a away from the second connecting member 20b is used to connect to the front drive axle in the vehicle 1000.

[0065] In these alternative embodiments, limited slip differential 100 functions as a center differential.

[0066] The mounting housing 30 is sleeved on the first connecting member 10b and the second connecting member 20b, and is engaged with the first connecting member 10b and the second connecting member 20b through the third connecting member 33, so that when the mounting housing 30 itself starts to revolve, it can drive the first connecting member 10b and the second connecting member 20b through the third connecting member 33, thereby driving the first output shaft 10a and the second output shaft 20a to rotate, so as to realize the normal operation of the limited slip differential 100 under the straight-line driving condition.

[0067] When in a turning driving condition, the rotational speeds of the first output shaft 10a and the second output shaft 20a are inconsistent, so that the first connecting member 10b and the second connecting member 20b drive the third connecting member 33 to start rotating. While the first connecting member 10b and the second connecting member 20b transfer a certain proportion of the transmission power, the first connecting member 10b and the second connecting member 20b can operate at different rotational speeds to achieve normal operation of the limited slip differential 100 in the turning driving condition.

[0068] The friction block 321 fixedly connected to the third connecting member 33 on the same driven shaft 31 abuts against the inner wall of the mounting shell 30. The abutment here can be understood as that the friction block 321 and the mounting shell 30 are precisely assembled so that the gap between the friction block 321 and the mounting shell 30 is very small, so as to ensure as much as possible that there are only friction and its reaction force generated by the relative sliding between the surface of the friction block 321 and the inner wall of the mounting shell 30, as well as the positive pressure and its reaction force perpendicular to the contact surface between the friction block 321 and the inner wall of the mounting shell 30 required to generate the friction force, so as to avoid other additional interaction forces between the friction block 321 and the mounting shell 30 due to bumps or collisions when the third connecting member 33 rotates to drive the limited slip assembly 32 to rotate due to assembly problems.

[0069] Optionally, the connecting component between the friction block 321 and the driven shaft 31 is always under pressure so that there is always a pair of interacting forces between the friction block 321 and the inner wall of the mounting shell 30, namely, a positive pressure and a reaction force perpendicular to the contact surface between the friction block 321 and the inner wall of the mounting shell 30.

[0070] The friction block 321 generates positive pressure on the mounting shell 30, and the reaction force of the inner wall of the mounting shell 30 acting on the friction block 321 is directed to the driven shaft 31. When the third connecting member 33 starts to rotate and drives the limited slip assembly 32 to start rotating, the reaction force of the inner wall of the mounting shell 30 acting on the friction block 321 can provide the required centripetal force for the friction block 321.

[0071] When the speed difference between the first output shaft 10a and the second output shaft 20a increases, the speed of the third connecting member 33 also increases, so that the centripetal force required by the friction block 321 increases. When the mounting shell 30 is stationary, the reaction force on the friction block 321 generated by the positive pressure of the friction block 321 on the mounting shell 30 is not sufficient to provide all the centripetal force, the positive pressure of the friction block 321 on the mounting shell 30 will be further increased, thereby further increasing the reaction force of the mounting shell 30 on the friction block 321.

[0072] Therefore, the friction between the friction block 321 and the mounting housing 30 will also increase further, and the internal friction of the differential will increase, thereby increasing the ratio of the transmission power that can be transmitted between the first output shaft 10a and the second output shaft 20a, and realizing that the output power transmission ratio between the first output shaft 10a and the second transmission shaft changes with the degree of slippage.

[0073] Optionally, when the third connecting member 33 is stationary, there is no interaction force between the friction block 321 and the inner wall of the mounting shell 30, and the connecting component between the friction block 321 and the driven shaft 31 is neither pulled nor compressed, and only bears the force generated by the deformation in the deflection direction to support the friction block 321.

[0074] When the third connecting member 33 starts to rotate, the friction block 321 starts to contact the inner wall of the mounting shell 30, and positive pressure and reaction force are generated. The reaction force provides the required centripetal force, and the connecting component between the friction block 321 and the driven shaft 31 is compressed.

[0075] When the speed difference between the first output shaft 10a and the second output shaft 20a increases, the reaction force of the mounting housing 30 on the friction block 321 is further increased, and the friction between the friction block 321 and the mounting housing 30 will also increase further. The internal friction of the differential increases, thereby increasing the ratio of the transmission power that can be transmitted between the first output shaft 10a and the second output shaft 20a, and realizing that the output power transmission ratio between the first output shaft 10a and the second transmission shaft changes with the degree of slippage.

[0076] Optionally, when the third connecting member 33 is stationary, there is no interaction force between the friction block 321 and the inner wall of the mounting shell 30, and the connecting component between the friction block 321 and the driven shaft 31 is neither pulled nor compressed, and only bears the force generated by the deformation in the deflection direction to support the friction block 321.

[0077] When the third connecting member 33 starts to rotate, the connecting member between the friction block 321 and the driven shaft 31 is first pulled, so that the force generated by the deformation of the connecting member in the axial direction acts as a centripetal force.

[0078] When the rotation speed of the third connecting member 33 gradually increases, the deformation of the connecting component causes the friction block 321 to start to contact the inner wall of the mounting shell 30. When the pulling force of the connecting component cannot provide all the centripetal force, the reaction force of the inner wall of the mounting shell 30 to the friction block 321 starts to provide centripetal force, and the connecting component between the friction block 321 and the driven shaft 31 starts to be compressed.

[0079] When the speed difference between the first output shaft 10a and the second output shaft 20a increases, the reaction force of the mounting housing 30 on the friction block 321 is further increased, and the friction between the friction block 321 and the mounting housing 30 will also increase further. The internal friction of the differential increases, thereby increasing the ratio of the transmission power that can be transmitted between the first output shaft 10a and the second output shaft 20a, and realizing that the output power transmission ratio between the first output shaft 10a and the second transmission shaft changes with the degree of slippage.

[0080] In these optional embodiments, when the friction block 321 contacts the inner wall of the mounting shell 30 and the reaction force of the positive pressure begins to provide centripetal force, the required rotational speed of the third connecting member 33 can be flexibly selected according to actual needs, so as to flexibly adjust the limited slip strategy of the limited slip component 32 according to the different rotational speed differences between the first connecting member 10b and the second connecting member 20b.

[0081] Optionally, when the speed difference between the first connecting member 10b and the second connecting member 20b is too large, in order to avoid the risk of burning due to friction between the friction block 321 and the inner wall of the mounting shell 30, the limited slip differential 100 is also provided with a locking structure, which can manually lock the rotational movement of the third connecting member 33 and transfer all the output power from one side to the other side.

[0082] In some embodiments, when the third connecting member 33 is only in orbit around the first connecting member 10 b and the second connecting member 20 b with the mounting housing 30 , there is an interaction force between the friction block 321 and the inner wall of the mounting housing 30 .

[0083] In these embodiments, the connecting component between the friction block 321 and the mounting shell 30 is always under pressure, and there is always a pair of interacting forces, namely, a positive pressure perpendicular to the contact surface between the friction block 321 and the inner wall of the mounting shell 30 and its reaction force, so as to always ensure the limited slip effect under various working conditions of the vehicle.

[0084] In some embodiments, when the third connecting member 33 revolves around the first connecting member 10b and the second connecting member 20b with the mounting shell 30 and rotates around the driven shaft, the rotation speed of the third connecting member 33 is greater than or equal to zero, and there is an interaction force between the friction block 321 and the inner wall of the mounting shell 30.

[0085] In these embodiments, when an interaction force is generated between the friction block 321 and the inner wall of the mounting shell 30, the rotational speed required by the third connecting member 33 can be flexibly selected according to actual needs, so that the slip-limiting strategy of the slip-limiting component 32 can be flexibly adjusted according to the different rotational speed differences between the first connecting member 10b and the second connecting member 20b.

[0086] When the third connecting member 33 is stationary, there is no interaction force between the friction block 321 and the inner wall of the mounting housing 30 .

[0087] Optionally, when the third connecting member 33 starts to rotate, the friction block 321 starts to contact the inner wall of the mounting shell 30 and generates an interaction force.

[0088] When the speed difference between the first output shaft 10 a and the second output shaft 20 a increases, the interaction force between the mounting housing 30 and the friction block 321 is further increased.

[0089] Optionally, when the third connecting member 33 starts to rotate, the connecting member between the friction block 321 and the driven shaft 31 is first pulled to provide the required centripetal force.

[0090] When the rotation speed of the third connecting member 33 gradually increases to a certain value, the deformation of the connecting component causes the friction block 321 to start to contact the inner wall of the mounting shell 30. When the pulling force of the deformation of the connecting component cannot provide all the centripetal force, the interaction force between the inner wall of the mounting shell 30 and the friction block 321 starts to provide centripetal force, and the connecting component between the friction block 321 and the driven shaft 31 starts to be compressed.

[0091] When the speed difference between the first output shaft 10 a and the second output shaft 20 a increases, the interaction force between the mounting housing 30 and the friction block 321 is further increased.

[0092] See also Figure 3 In some embodiments, the driven shaft 31 includes a first driven shaft 31 a and a second driven shaft 31 b , and the first driven shaft 31 a and the second driven shaft 31 b are arranged opposite to each other along the same axial direction.

[0093] In these embodiments, by arranging the first driven shaft 31a and the second driven shaft 31b which are relatively arranged along the same axial direction, the force between the first connecting member 10b and the second connecting member 20b is more evenly applied through the plurality of third connecting members 33. At the same time, when the mounting housing 30 revolves, the center of mass of the mounting housing 30 is also located on the rotating shaft, thereby avoiding additional shaking of the limited slip differential 100 during the orbital rotation.

[0094] Figure 4 Shows Figure 3 FIG. 1 is a top view of the limited slip differential 100 .

[0095] See also Figure 4 In some embodiments, the friction block 321 includes a first friction block 321a and a second friction block 321b, and the first friction block 321a and the second friction block 321b are arranged opposite to each other.

[0096] In these embodiments, by setting the first friction block 321a and the second friction block 321b relatively arranged, the third connecting member 33 can drive the limited slip assembly 32 to rotate when it rotates, and the center of mass of the limited slip assembly 32 is also located on the rotation axis, thereby avoiding additional shaking of the limited slip assembly 32 when the third connecting member 33 rotates.

[0097] See also Figure 4 In some embodiments, the shape of the friction block 321 away from the driven shaft 31 matches the shape of the inner wall of the mounting shell 30. The mounting shell 30 is cylindrical. The first driven shaft 31a and the second driven shaft 31b are arranged opposite to each other along the center axis of the cylinder. The shape of the friction block 321 away from the driven shaft 31 is a cylindrical surface.

[0098] In these embodiments, by setting the side of the friction block 321 away from the driven shaft 31 to be a cylindrical surface that matches the cylindrical mounting shell 30, the friction block 321 and the mounting shell 30 are further accurately assembled to ensure that only friction force and its reaction force, and positive pressure and its reaction force exist between the friction block 321 and the mounting shell 30, and other additional interaction forces are avoided.

[0099] In some embodiments, the friction block 321 further includes four friction sub-blocks, which are evenly distributed around the inner wall of the mounting housing 30 .

[0100] In these embodiments, the friction block 321 is divided into four smaller friction sub-blocks, which are evenly distributed around the inner wall of the mounting shell 30. This can help the interaction force between the friction block 321 and the inner wall of the mounting shell 30 to be more evenly distributed inside the entire mounting shell 30, thereby preventing the arrangement of the friction block 321 from causing uneven distribution of mass of the internal structure of the mounting shell 30, causing shaking and affecting the revolution of the entire mounting shell 30 around the first connecting member 10b and the second connecting member 20b, causing mechanical fatigue and affecting the service life of the limited slip differential 100.

[0101] Figure 5 Another motion mechanism of a limited slip differential provided by an embodiment of the first aspect of the present application is shown.

[0102] See also Figure 5 In some embodiments, the mounting shell 30 further includes a sliding assembly 34 disposed on one side of its inner wall, the friction block 321 abuts against the inner wall of the mounting shell 30 through the sliding assembly 34, and the friction block 321 is fixedly connected to the driven shaft 31 through a spring 35.

[0103] In these embodiments, the sliding assembly 34 can provide a portion of support for the friction block 321 in the deflection direction. The spring 35, as a connecting component between the friction block 321 and the driven shaft 31, can provide another portion of support for the friction block 321 for deformation in the deflection direction. In addition, the spring 35 can be compressed and stretched, and the compression and tension can produce sufficient deformation, so that the limited slip strategy of the limited slip assembly 32 can be flexibly adjusted according to the different rotational speed differences between the first connecting member 10b and the second connecting member 20b.

[0104] Optionally, the sliding assembly 34 is a slide rail that protrudes from one side of the inner wall of the mounting shell 30 toward the driven shaft 31. Adaptively, the friction block 321 also includes a groove that is adapted to the cross-sectional shape of the slide rail and abuts against the slide rail. The slide rail provides a certain degree of support in the deflection direction for the friction block 321.

[0105] Optionally, the sliding assembly 34 is a slide groove that is recessed on one side of the inner wall of the mounting shell 30 toward a direction away from the driven shaft 31. Adaptively, the friction block 321 also includes a protrusion that is adapted to the cross-sectional shape of the slide groove and abuts against the slide groove. The slide groove provides a certain degree of support in the deflection direction for the friction block 321.

[0106] When the sum of the natural length of the spring 35 and the thickness of the friction block 321 is greater than the distance between the driven shaft 31 and the inner wall of the mounting housing 30 , the spring 35 is compressed and deformed, and the friction block 321 is always compressed.

[0107] When the sum of the natural length of the spring 35 and the thickness of the friction block 321 is less than the distance between the driven shaft 31 and the inner wall of the mounting housing 30, the spring 35 is tensilely deformed when the third connecting member 33 rotates to drive the limited slip assembly 32 to rotate, and the friction block 321 is first tensilely deformed and then compressed.

[0108] When the sum of the natural length of the spring 35 and the thickness of the friction block 321 is consistent with the distance between the driven shaft 31 and the inner wall of the mounting housing 30, the spring 35 is almost not deformed, and when the third connecting member 33 rotates to drive the limited slip assembly 32 to rotate, the friction block 321 is compressed.

[0109] Figure 6 Shows Figure 3 The operating parameters of the limited slip differential 100 in FIG. Figure 7 Shows Figure 4 Working parameters of the limited slip differential 100 in FIG.

[0110] When the first connecting member 10b, the second connecting member 20b and the third connecting member 33 are gears, only one set of driven shafts 31 is considered, the third connecting member 33 starts to rotate and it is considered that all the centripetal force is provided by the reaction force of the inner wall of the mounting housing 30 on the friction block 321, and the first output shaft 10a side is the side with a faster rotation speed. The torque on the first output shaft 10a and the second output shaft 20a, that is, the transmission power can be expressed as:

[0111]

[0112] Among them, T1 represents the torque of the first output shaft 10a, T2 represents the torque of the second output shaft 20a, T0 represents the torque of the mounting shell 30, ω1 represents the rotational angular velocity of the first output shaft 10a, ω2 represents the rotational angular velocity of the second output shaft 20a, n_sun represents the number of teeth of the first connecting member 10b and the second connecting member 20b, n_planet represents the number of teeth of the third connecting member 33, m represents the total mass of the friction block 321, R represents the distance between the center of mass of the friction block 321 and the driven shaft 31, r represents the distance between the side of the friction block 321 abutting against the mounting shell 30 and the driven shaft 31, and μ represents the friction coefficient between the friction block 321 and the inner wall of the mounting shell 30.

[0113] In addition, ω0 represents the rotational angular velocity of the mounting shell 30 , F represents the normal pressure and reaction force between the friction block 321 and the inner wall of the mounting shell 30 , and f represents the friction force and reaction force between the friction block 321 and the inner wall of the mounting shell 30 .

[0114] It can also be known from the above formula that the ratio of torque transfer between the first output shaft 10a and the second output shaft 20a is proportional to the speed difference between the first output shaft 10a and the second output shaft 20a. The larger the speed difference, the more torque is transferred from the first output shaft 10a, and the more torque is transferred from the second output shaft 20a, so that the output power transmission ratio between the first output shaft 10a and the second output shaft changes with the degree of slippage.

[0115] The actual required limited slip strategy can be flexibly adjusted by designing various working parameters of the limited slip differential 100 .

[0116] See also Figure 6 and Figure 7 In some embodiments, the first connecting member 10b, the second connecting member 20b and the third connecting member 33 are bevel gears, the third connecting member 33 is meshed with the first connecting member 10b and the second connecting member 20b, and the parameters of the limited slip differential 100 satisfy the relationship:

[0117]

[0118] In these embodiments, the limited slip differential can transfer all the power of the slipping side to the locked side under the extreme operating condition that the tire on one side connected to the first power assembly 10 or the second power assembly 20 slips and the tire on the other side locks, thereby escaping from the extreme operating condition and ensuring safety.

[0119] When the maximum speed of the power motor is preset to be 15000rpm, the gear ratio of the main reducer is 10, the maximum torque of the power motor is 300N·m, and the friction coefficient of the inner wall of the mounting housing 30 is 0.8, in order to make one of ω1 or ω2 zero and the other 3000rpm, the side with a speed of 3000rpm transfers half of the maximum torque of 3000N·m at the tire position to the side with a speed of zero, the parameters of the limited slip differential need to satisfy the relationship:

[0120]

[0121] By satisfying the above relationship, the vehicle can transfer all the power on the slipping side to the locked side. When the vehicle falls into an extreme working condition where one side slips, all the power can be transmitted to the locked side in time to help the vehicle get out of trouble smoothly.

[0122] Optionally, each parameter value may be designed so that when the speed difference between the first connecting member 10b and the second connecting member 20b does not reach a maximum value, a rigid connection is formed between the first connecting member 10b and the second connecting member 20b, and all output power is transmitted from one side to the other side.

[0123] In some optional embodiments, the distance from the side of the friction block 321 abutting against the mounting housing 30 to the driven shaft 31 is 6.5 cm, and the distance from the center of mass of the friction block 321 to the driven shaft 31 is 6 cm.

[0124] In these optional embodiments, in order to ensure that the output power of one side of the first connecting member 10b and the second connecting member 20b can be fully transferred to the other side, and taking into account the actual assembly situation, a set of optional parameters are: the distance r from the side where the friction block 321 abuts against the mounting shell 30 to the driven shaft 31 is 6.5 cm, and the distance R from the center of mass of the friction block 321 to the driven shaft 31 is 6 cm.

[0125] In some optional embodiments, the friction block 321 is a block with uniformly distributed mass, and the distance from the side where the friction block 321 abuts against the inner wall of the mounting shell 30 to the center of mass of the friction block 321 is half of the thickness of the friction block 321.

[0126] In these optional embodiments, by setting the friction block 321 as a block with uniform mass distribution, a relationship between the distance r from the side where the friction block 321 abuts the mounting shell 30 to the driven shaft 31 and the distance R from the center of mass of the friction block 321 to the driven shaft 31 can be established. After selecting one of R or r, the other can be directly obtained by calculation.

[0127] In some optional embodiments, the mass of the friction block 321 is 2.5 kg.

[0128] In these optional embodiments, in order to ensure that the output power of one side of the first connecting member 10b and the second connecting member 20b can be fully transferred to the other side, and taking into account the actual assembly situation, a set of optional parameters is that the mass m of the friction block 321 is 2.5 kg.

[0129] In some optional embodiments, the gear ratio of the third connecting member 33 to the first connecting member 10b and the second connecting member 20b is 17:43:43.

[0130] In these optional embodiments, in order to ensure that the output power of one side of the first connecting member 10b and the second connecting member 20b can be fully transferred to the other side, and considering the actual assembly situation, a set of optional parameters is that the gear ratio of the third connecting member 33 to the first connecting member 10b and the second connecting member 20b is:

[0131] n_planet:n_sun:n_sun=17:43:43.

[0132] Figure 8 A vehicle 1000 provided in an embodiment of the second aspect of the present application is shown.

[0133] See also Figure 8 In a second aspect, an embodiment of the present application provides a vehicle 1000, comprising the limited slip differential 100 described in any embodiment of the first aspect.

[0134] The vehicle 1000 provided in the embodiment of the present application includes the limited slip differential 100 provided in any one of the first aspect embodiments, and thus has the beneficial effects of the limited slip differential 100 provided in any one of the first aspect embodiments, which will not be elaborated herein.

[0135] Although the present application has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced with equivalents without departing from the scope of the present application. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

[0136] Although the present application has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced with equivalents without departing from the scope of the present application. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A limited slip differential, characterized in that: include: A first power assembly includes a first output shaft and a first connecting member fixedly connected to one end of the first output shaft; A second power assembly includes a second output shaft and a second connecting member fixedly connected to one end of the second output shaft; The mounting housing is sleeved on the first connecting member and the second connecting member, and comprises a driven shaft connected to the inner wall thereof, a slip-limiting assembly and a third connecting member, wherein the slip-limiting assembly and the third connecting member are fixedly connected to the driven shaft, and the third connecting member is respectively engaged with the first connecting member and the second connecting member; Wherein, the slip limiting assembly further includes a friction block, and the friction block abuts against the inner wall of the mounting shell.

2. The limited slip differential according to claim 1, characterized in that: When the third connecting member is only in orbit around the first connecting member and the second connecting member together with the mounting shell, there is an interaction force between the friction block and the inner wall of the mounting shell.

3. The limited slip differential according to claim 1, characterized in that: When the third connecting member revolves around the first connecting member and the second connecting member together with the mounting housing and rotates around the driven shaft, the rotation speed of the third connecting member is greater than or equal to zero, and there is an interaction force between the friction block and the inner wall of the mounting housing.

4. The limited slip differential according to claim 1, characterized in that: The driven shaft includes a first driven shaft and a second driven shaft, and the first driven shaft and the second driven shaft are arranged opposite to each other along the same axial direction.

5. The limited slip differential according to claim 2, characterized in that: The friction block includes a first friction block and a second friction block, and the first friction block and the second friction block are arranged opposite to each other.

6. The limited slip differential according to claim 4, characterized in that: The shape of the friction block away from the driven shaft matches the inner wall shape of the mounting shell. The mounting shell is cylindrical. The first driven shaft and the second driven shaft are arranged opposite to each other along the center axis of the cylinder. The shape of the friction block away from the driven shaft is a cylindrical surface.

7. The limited slip differential according to claim 1, characterized in that: The friction block further includes four friction sub-blocks, and the friction sub-blocks are evenly distributed around the inner wall of the mounting shell.

8. The limited slip differential according to claim 1, characterized in that: The mounting shell further comprises a sliding assembly arranged on one side of its inner wall, the friction block abuts against the inner wall of the mounting shell via the sliding assembly, and the friction block is fixedly connected to the driven shaft via a spring.

9. The limited slip differential according to claim 1, characterized in that: The first connecting member, the second connecting member and the third connecting member are bevel gears, the third connecting member is meshed with the first connecting member and the second connecting member, and the parameters of the limited slip differential satisfy the relationship: Among them, n_sun is the number of teeth of the first connecting member and the second connecting member, n_planet is the number of teeth of the third connecting member, μ is the friction coefficient of the inner wall of the mounting shell, m is the mass of the friction block, R is the distance between the center of mass of the friction block and the driven shaft, and r is the distance between the side of the friction block abutting the inner wall of the mounting shell and the driven shaft.

10. A vehicle, characterized in that: The limited slip differential comprises the limited slip differential as claimed in any one of claims 1 to 9.

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