Coaxial face gear transmission double differential mechanism

Abstract

The invention provides a coaxial face gear transmission double differential mechanism, which belongs to the technical field of mechanical transmission and comprises an input shaft, a transmission shaft, a sleeve, an output shaft and the like. A first bevel gear is assembled on the input shaft, a first face gear and a second face gear are assembled on the transmission shaft I, a third face gear and a fourth face gear are assembled on the transmission shaft II, and a second bevel gear, a third bevel gear and a fourth bevel gear are assembled on the output shaft. The first bevel gear and the fourth bevel gear are meshed with the first face gear and the fourth face gear respectively, and the second bevel gear and the third bevel gear are meshed with the second face gear and the third face gear respectively. Compared with the prior art, the invention has the beneficial effects of compact structure, high transmission efficiency, strong bearing capacity, low noise and the like. The method can be widely applied to new energy automobiles and has a wide application prospect.

Description

Technical Field

[0001] The present invention relates to the field of mechanical transmission technology, and specifically consists of two pairs of helical gears and two pairs of opposite gears, in particular to a face gear differential for a vehicle, and is suitable for a power system of a new energy vehicle. Background Art

[0002] As a core component of the automobile transmission system, the key function of the differential is to allow the left and right wheels to rotate at different speeds when turning, so as to adapt to changes in the vehicle's driving trajectory. This is extremely important for vehicle handling stability and driving safety.

[0003] Traditional differentials mostly use helical gears or bevel gear structures. Although they have been developed and applied for many years, they still have many limitations. The traditional differential structure is complex and consists of many gears, bearings, housings and other auxiliary components, each of which requires precision processing and assembly. This complex structure not only raises the manufacturing cost, but also makes the assembly prone to errors, affecting the performance and reliability of the differential. Under high loads or extreme working conditions, errors will increase wear and shorten the service life of the differential. Its manufacturing involves multiple complex processes such as cutting, grinding, and heat treatment, which consumes a lot of manpower and material resources, and has high requirements for processing equipment, resulting in high production costs. Cost control is even more critical during large-scale production.

[0004] In terms of transmission efficiency, when the traditional gear differential is working, there will be energy loss due to gear friction and meshing clearance, which will affect the effective transmission of power and cause waste of fuel or electricity. In new energy vehicles, the output characteristics of the motor and the battery life have stricter requirements on transmission efficiency, and the low efficiency of the traditional differential has become an important factor restricting performance improvement. In addition, the noise and vibration generated by the operation of the traditional differential cannot be ignored. Gear meshing often produces large mechanical noise and vibration due to friction and impact, which affects driving comfort and interferes with the surrounding environment. In the field of new energy vehicles, consumers have higher requirements for noise and vibration control, and the noise level of traditional differentials is significantly different from the quietness standards of modern cars. At the same time, the adaptability of traditional differentials is poor, and the design is mostly for specific vehicles and road conditions, making it difficult to respond flexibly to different working conditions. On slippery or uneven roads, it may not be possible to effectively adjust the left and right wheel speeds, resulting in insufficient grip, affecting vehicle safety and passing ability. This is particularly prominent in the application of new energy vehicles, because such vehicles often need to operate under a variety of complex working conditions, and flexible power distribution strategies are crucial to ensure performance.

[0005] In summary, the existing differential technology has shortcomings in terms of structural complexity, manufacturing cost, transmission efficiency, noise control and adaptability, which limits its widespread application in new energy vehicles. New differential designs are urgently needed to meet technical challenges and meet the high performance, high efficiency and low noise requirements of modern vehicles. Summary of the invention

[0006] The purpose of the present invention is to provide a coaxial face gear transmission double differential, which realizes efficient and stable transmission and flexible differential function through a unique structural design, and effectively solves some problems that may exist in the existing differential in terms of transmission performance, stability, etc.

[0007] The novel face gear differential design of the present invention is designed for this purpose, which can improve transmission efficiency, reduce noise and enhance adaptability, and has broad application prospects.

[0008] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0009] A coaxial face gear transmission double differential comprises an input shaft, a transmission shaft I, a transmission shaft II, a sleeve and an output shaft, wherein the input shaft is equipped with a first bevel gear, the transmission shaft I is equipped with a first face gear and a second face gear, the transmission shaft II is equipped with a third face gear and a fourth face gear, and the output shaft is equipped with a fourth bevel gear, one end of the input shaft is connected to an external motor, and the other end is connected to the first bevel gear, the first bevel gear is meshed with the first face gear and the fourth face gear, the fourth bevel gear is meshed with the first face gear and the fourth face gear, and the output shaft is equipped with a second bevel gear and a third bevel gear, and the second bevel gear and the third bevel gear are respectively meshed with the second face gear and the third face gear.

[0010] One end of the input shaft is connected to the external motor for receiving power input, and the other end is connected to the first bevel gear to form a gear shaft structure to ensure that power can be smoothly transmitted from the external motor to the internal gear transmission system of the differential.

[0011] Furthermore, the transmission shaft I is connected to the first face gear and the second face gear 5 through a deep groove ball bearing. The transmission shaft I and the transmission shaft II are of the same size and shape and are coaxially arranged. They are welded together with the sleeve to form a stable overall structure, which ensures the stable rotation of the two transmission shafts during the transmission process and provides reliable support for subsequent gear transmission.

[0012] Furthermore, the transmission shaft II is connected to the third face gear and the fourth face gear through deep groove ball bearings. The sleeve is provided with a through hole, and the output shaft passes through both sides of the sleeve and is connected through deep groove ball bearings, so that the output shaft can rotate stably under the support of the sleeve, ensuring that power is accurately transmitted from the inside of the differential to the external connection parts.

[0013] Furthermore, the transmission shaft I and the transmission shaft II are of the same size and shape, and are coaxially arranged, and are both welded together with the sleeve to form a whole, so that they can rotate stably during the transmission process.

[0014] Furthermore, the first face gear and the fourth face gear have the same module and the same number of teeth, and the second face gear and the third face gear have the same module and the same number of teeth, and are symmetrically arranged on both sides of the output shaft.

[0015] Furthermore, the output shaft is coaxial with the input shaft, one end close to the input shaft is connected to the first helical gear through a deep groove ball bearing but not fixed, and the other end is connected to the outside. One end close to the input shaft is connected to the first helical gear through a deep groove ball bearing but not fixed so that the state can be flexibly adjusted according to different transmission conditions during the differential process, and the other end is connected to the outside to output the power after differential processing to drive corresponding equipment (such as vehicle wheels, etc.).

[0016] Furthermore, the second bevel gear is meshed with the second face gear and the third face gear, and is connected to the output shaft via a deep groove ball bearing.

[0017] Furthermore, the third bevel gear meshes with the second face gear and the third face gear, and is connected to the output shaft through a deep groove ball bearing. The sleeve has a through hole, and the output shaft passes through both sides of the sleeve and is connected with deep groove ball bearings to ensure that the output shaft can rotate stably.

[0018] Furthermore, the fourth bevel gear is meshed with the first face gear and the fourth face gear, and is connected to the output shaft via a deep groove ball bearing.

[0019] Furthermore, the first helical gear and the fourth helical gear have the same modulus and the same number of teeth, and the second helical gear and the third helical gear have the same modulus and the same number of teeth. They are connected to the output shaft through a deep groove ball bearing and work together with the second helical gear to achieve the distribution and adjustment of power to meet the differential requirements under different working conditions.

[0020] The meshing effect between the gears is further optimized to ensure smooth power transmission and accurate differential function. The modulus and number of teeth of the second face gear and the third face gear are the same and exactly the same, and are arranged symmetrically on both sides of the output shaft. This symmetrical arrangement and the same modulus and number of teeth setting help to achieve a more balanced power distribution during the transmission process and improve the working stability and transmission efficiency of the differential.

[0021] The face gear adopts a special tooth shape design, and its tooth surface profile is optimized, so that the contact stress distribution of the tooth surface is more uniform during the torque transmission process, which effectively reduces the possibility of tooth surface wear and fatigue damage compared to the traditional bevel gear differential; the meshing clearance between the helical gear and the face gear can be accurately adjusted by a fine-tuning device, ensuring good transmission accuracy and stability, and reducing vibration and noise caused by poor meshing.

[0022] The present invention has the following beneficial effects due to the adoption of the above technical solution:

[0023] (1) The present invention has the advantages of compact structure, high transmission efficiency, strong load-bearing capacity, low noise, etc. It can be widely used in new energy vehicles and has broad application prospects. Deep groove ball bearings are used for connection at multiple component connection points, which plays a vital role in the stable operation of the differential. Among them, the transmission shaft I is connected to the first face gear and the second face gear through deep groove ball bearings, so that the face gear can rotate flexibly on the transmission shaft, reducing the friction resistance during the rotation process, ensuring that the meshing accuracy between the gears is not affected during the power transmission process, thereby improving the transmission efficiency and transmission stability.

[0024] (2) The transmission shaft II is connected to the third and fourth face gears through deep groove ball bearings, which also reduces friction and ensures meshing accuracy, making the transmission process smoother and helping the differential to accurately realize the differential function under different working conditions. The output shaft is connected to the second, third and fourth helical gears through deep groove ball bearings. This connection method not only ensures that the helical gears can rotate stably on the output shaft, but also can be flexibly adjusted according to different speed requirements during the differential process, ensuring that the output shaft can accurately output the power after differential processing to the external device, maintaining the stability and reliability of the entire transmission system. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a three-dimensional schematic diagram of a divertable face gear reducer;

[0026] Figure 2 It is a structural cross-sectional view of a divertable face gear reducer;

[0027] Figure 3 is a three-dimensional schematic diagram of the first helical gear;

[0028] Figure 4 is a three-dimensional schematic diagram of the second helical gear;

[0029] Figure 5 is a three-dimensional schematic diagram of the third face gear;

[0030] Figure 6 It is a three-dimensional schematic diagram of the fourth face gear. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and preferred embodiments. However, it should be noted that many details listed in the specification are only for the purpose of enabling the reader to have a thorough understanding of one or more aspects of the present invention, and these aspects of the present invention can be implemented even without these specific details.

[0032] like Figure 1-2As shown, a coaxial face gear transmission double differential includes an input shaft 1, a transmission shaft I7, a transmission shaft II6, a sleeve 8 and an output shaft 13 and other components.

[0033] One end of the input shaft 1 is connected to the external motor, and the other end is connected to the first bevel gear 2 to form a whole, forming a gear shaft.

[0034] The first bevel gear 2 is meshed with the first face gear 4 and the fourth face gear 10 .

[0035] The transmission shaft I7 is precisely equipped with a first face gear 4 and a second face gear 5, and is connected to the two face gears via a deep groove ball bearing.

[0036] The transmission shaft II6 is also equipped with a third face gear 9 and a fourth face gear 10, and connected to it by means of a deep groove ball bearing. It is worth noting that the transmission shaft I7 and the transmission shaft II6 are exactly the same in size and shape, and the two are coaxially arranged. Subsequently, they are firmly combined with the sleeve 8 through a welding process to form a stable integral structure.

[0037] The sleeve 8 is provided with a through hole of a suitable size, through which the output shaft 13 passes, and is connected to the sleeve 8 via deep groove ball bearings on both sides of the sleeve 8 .

[0038] The output shaft 13 is arranged coaxially with the input shaft 2, and one end close to the input shaft is designed to be connected to the first helical tooth through a deep groove ball bearing but not fixed; the other end of the output shaft 13 is connected to external related equipment such as the driving wheel of the vehicle, so as to effectively output the power processed by the differential and drive the external equipment to operate normally.

[0039] The second bevel gear 3 is precisely assembled on the output shaft 13 and forms a good meshing relationship with the second face gear 5 and the third face gear 9. At the same time, it is connected to the output shaft 13 through a deep groove ball bearing.

[0040] The modules and the numbers of teeth of the first face gear 4 and the fourth face gear 10 are designed to be the same and completely consistent values, and they are symmetrically arranged on both sides of the output shaft 13 .

[0041] The modules and the number of teeth of the second face gear 5 and the third face gear 9 are also identical and completely the same, and are also symmetrically arranged on both sides of the output shaft 13 .

[0042] The third bevel gear 11 is also assembled on the output shaft 13, and is also meshed with the second face gear 5 and the third face gear 9, and is also connected to the output shaft 13 via a deep groove ball bearing.

[0043] The fourth helical gear 12 is assembled on the output shaft 13 in a similar manner to the above-mentioned helical gears. It meshes with the first face gear 4 and the fourth face gear 10 and is connected to the output shaft 13 via a deep groove ball bearing.

[0044] The module and the number of teeth of the first helical gear 2 and the fourth helical gear 12 are also set to the same and completely identical values, and the module and the number of teeth of the second helical gear 3 and the third helical gear 11 are also the same.

[0045] When the vehicle is in a straight-line driving state and the resistances experienced by the wheels on both sides are substantially the same, the specific implementation method is as follows: the power from the external motor is first transmitted to the first bevel gear 2 integrated therewith through the input shaft 1. Since the first bevel gear 2 is in meshing state with the first face gear 4 and the fourth face gear 10, the power is evenly transmitted to the two face gears. Then, the first face gear 4 and the fourth face gear 10 transmit the power to the output shaft 13 through their respective meshing relationships with the related bevel gears on the output shaft 13, such as the fourth bevel gear 12, and indirectly transmitted to the second bevel gear 3 and the third bevel gear 11 through the second face gear 5 and the third face gear 9. Under this working condition, the transmission relationship between the gears and the rotation characteristics of the transmission shaft enable the power received by both sides of the output shaft 13 to remain balanced, thereby driving the wheels on both sides of the vehicle to rotate at the same speed, and realizing the straight-line driving of the vehicle.

[0046] When the resistance of the wheels on both sides is different, taking the vehicle turning left as an example, the specific implementation of the differential is as follows: the power is still transmitted from the external motor to the first bevel gear 2 through the input shaft 1. However, due to the difference in the resistance of the wheels on both sides, after the first bevel gear 2 transmits the power to the first face gear 4 and the fourth face gear 10, through the complex and precise meshing relationship between the gears and the rotation characteristics of the transmission shaft Ⅰ7 and the transmission shaft Ⅱ6, the speed of the output shaft part connected to the outer wheel, such as the right output shaft part, will be relatively increased, while the speed of the output shaft part connected to the inner wheel, such as the left output shaft part, will be relatively reduced. Specifically, through the meshing relationship between the second bevel gear 3, the third bevel gear 11 and the second face gear 5, the third face gear 9 and the meshing relationship between the fourth bevel gear 12 and the first face gear 4, the fourth face gear 10, the output shaft 13 is realized to rotate at different speeds on both sides, thereby driving the wheels on both sides of the vehicle to rotate at different speeds, meeting the differential requirements when the vehicle turns, and ensuring that the vehicle can turn smoothly.

[0047] In order to ensure accurate meshing and stable power transmission between the gears, the meshing clearance between the helical gears and the face gears needs to be precisely adjusted after the differential is assembled. The meshing clearance between the helical gears and the face gears is adjusted to the optimal state by using a special fine-tuning device. During the daily operation of the differential, the meshing clearance also needs to be regularly checked and adjusted as necessary to ensure that the transmission accuracy and stability are always maintained at a high level.

[0048] Through the above specific implementation methods, the new face gear differential of the present invention can achieve efficient and stable power transmission and precise differential function under different driving conditions, such as straight driving and turning, thereby meeting the actual needs of vehicles and other equipment for power transmission and differential control.

[0049] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A coaxial face gear transmission double differential, characterized in that: The invention comprises an input shaft (1), a transmission shaft I (7), a transmission shaft II (6), a sleeve (8) and an output shaft (13), wherein the input shaft (1) is equipped with a first bevel gear (2), the transmission shaft I (7) is equipped with a first face gear (4) and a second face gear (5), the transmission shaft II (6) is equipped with a third face gear (9) and a fourth face gear (10), and the output shaft (13) is equipped with a fourth bevel gear (12). One end of the input shaft (1) is connected to an external The first end of the gear (12) is connected to the motor, and the other end is connected to the first bevel gear (2). The first bevel gear (2) is meshed with the first face gear (4) and the fourth face gear (10). The fourth bevel gear (12) is meshed with the first face gear (4) and the fourth face gear (10). The output shaft (13) is equipped with a second bevel gear (3) and a third bevel gear (11). The second bevel gear (3) and the third bevel gear (11) are respectively meshed with the second face gear (5) and the third face gear (9).

2. The coaxial face gear transmission double differential according to claim 1, characterized in that: The transmission shaft I (7) is connected to the first face gear (4) and the second face gear (5) via deep groove ball bearings.

3. The coaxial face gear transmission double differential according to claim 1, characterized in that: The transmission shaft II (6) is connected to the third face gear (9) and the fourth face gear (10) via deep groove ball bearings.

4. The coaxial face gear transmission double differential according to claim 1, characterized in that: The transmission shaft I (7) and the transmission shaft II (6) are of the same size and shape and are coaxially arranged. They are both welded together with the sleeve (8) to form a whole, so that they can rotate stably during the transmission process.

5. The coaxial face gear transmission double differential according to claim 1, characterized in that: The first face gear (4) and the fourth face gear (10) have the same module and the same number of teeth, and the second face gear (5) and the third face gear (9) have the same module and the same number of teeth, and are symmetrically arranged on both sides of the output shaft (13).

6. The coaxial face gear transmission double differential according to claim 1, characterized in that: The output shaft (13) is coaxial with the input shaft (2), one end close to the input shaft is connected to the first helical gear through a deep groove ball bearing but is not fixed, and the other end is connected to the outside.

7. The coaxial face gear transmission double differential according to claim 1, characterized in that: The second bevel gear (3) meshes with the second face gear (5) and the third face gear (9), and is connected to the output shaft (13) via a deep groove ball bearing.

8. The coaxial face gear transmission double differential according to claim 1, characterized in that: The third bevel gear (11) meshes with the second face gear (5) and the third face gear (9), and is connected to the output shaft (13) via a deep groove ball bearing. The sleeve (8) is provided with a through hole, and the output shaft (13) passes through the sleeve (8) and is connected with deep groove ball bearings on both sides to ensure that the output shaft (13) can rotate stably.

9. The coaxial face gear transmission double differential according to claim 1, characterized in that: The fourth bevel gear (12) meshes with the first face gear (4) and the fourth face gear (10), and is connected to the output shaft (13) via a deep groove ball bearing.

10. The coaxial face gear transmission double differential according to claim 1, characterized in that: The first helical gear (2) and the fourth helical gear (12) have the same module and the same number of teeth, and the second helical gear (3) and the third helical gear (11) have the same module and the same number of teeth.

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