Centrifugal control device for limited slip differential lock of integrated axle of vehicle

Abstract

The invention discloses a vehicle integrated axle slip-limiting differential lock centrifugal control device which comprises an integrated axle transmission shaft (1) and a driven shaft (2), and a first gear (3) and a second gear (4) are connected to the integrated axle transmission shaft (1) and the driven shaft (2) respectively. An open differential mechanism (5) is mounted at the middle joint of the integrated axle transmission shaft (1); an electric control limited slip differential lock (6) is mounted at the middle joint of the driven shaft (2); centrifugal devices are mounted on two sides of the driven shaft (2); a connecting rod (7) capable of sliding left and right is connected between the centrifugal devices, a deflector rod (8) is arranged in the middle of the connecting rod (7), and a travel switch (9) is arranged above the deflector rod (8); the two ends of the connecting rod (7) are connected with discs (10), and the two ends of each disc (10) are provided with bearings (11); the electric control limited slip differential lock (6) is electrically connected with the time delay relay (12), and the travel switch (9) is electrically connected with the time delay relay (12). The device can help the vehicle to escape easily under the condition of wheel slipping, can effectively solve the problem of escape under the condition of single-wheel slipping of the integrated axle driven vehicle, and has the characteristics of simple structure, low manufacturing cost, small energy consumption loss, high reliability and strong universality.

Description

Technical Field

[0001] The invention relates to a centrifugal control device for a vehicle integrated bridge limited slip differential lock, belonging to the technical field of automobile manufacturing. Background Art

[0002] When a vehicle passes through potholes or slippery roads, it is easy for the wheels to slip and lose power, which can cause the wheel vehicle to be unable to get out of trouble. When a vehicle equipped with an open differential is running, if one side of the wheel slips, the power will flow completely to the slipping wheel without control. However, since the wheel on the slipping side has lost effective friction with the ground, continuing to send power to that side will only increase the degree of slippage, causing the vehicle to fall into deeper trouble. Relatively speaking, the wheels that have not slipped still maintain good grip, but due to the characteristics of the differential, they cannot obtain sufficient power support and can only watch the vehicle fall into trouble without playing their due role. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a centrifugal control device for a vehicle integrated bridge limited slip differential lock, which can help the vehicle to get out of trouble better when the vehicle slips, thereby overcoming the shortcomings of the above-mentioned prior art.

[0004] In order to solve the above technical problems, the present invention is implemented through the following technical solutions:

[0005] A centrifugal control device for a vehicle integrated bridge limited slip differential lock comprises an integrated bridge transmission shaft and a driven shaft, wherein a gear 1 is fixedly connected to the integrated bridge transmission shaft, a gear 2 is fixedly connected to the driven shaft, and the integrated bridge transmission shaft and the driven shaft are connected through the meshing of the gear 1 and the gear 2; an open differential is installed at the middle connection of the integrated bridge transmission shaft, and wheels are connected at both ends of the integrated bridge transmission shaft; the open differential is connected to a main transmission shaft, and the main transmission shaft is connected to an engine; an electronically controlled limited slip differential lock is installed at the middle connection of the driven shaft; a set of centrifugal devices is installed on both sides of the driven shaft; a connecting rod that can slide left and right is connected between the two sets of centrifugal devices, a shifting rod is arranged in the middle of the connecting rod, and a travel switch is arranged above the shifting rod; a disc is connected to both ends of the connecting rod, the disc is connected to the driven shaft, and bearings are installed at both ends of the disc; the electronically controlled limited slip differential lock is electrically connected to a time delay relay through a wire, and the travel switch is electrically connected to the time delay relay through a wire.

[0006] As a preferred embodiment, the centrifugal device includes a centrifugal swing arm mechanism, a swing arm fulcrum, a centrifugal tension spring and a centrifugal counterweight, wherein the intermediate support of the centrifugal swing arm mechanism is connected to the swing arm fulcrum, the centrifugal counterweight is connected to the end of the centrifugal swing arm mechanism, and the other end of the centrifugal swing arm mechanism is fixedly connected to a bearing; the centrifugal tension spring is connected to the centrifugal swing arm mechanism.

[0007] As a preferred embodiment, it further comprises a manual switch, and the manual switch is electrically connected to the electronically controlled limited slip differential lock via a wire.

[0008] Beneficial effects: Compared with the prior art, when a vehicle passes through a pothole road condition, when a single-side wheel slips, power is lost in the slipping wheel, and the vehicle cannot get out of trouble, the present invention can help the vehicle get out of trouble easily, and can effectively solve the problem of getting out of trouble when a single wheel of a vehicle driven by an integrated bridge slips. Moreover, the present invention has a simple structure, low manufacturing cost, cost advantage, small energy loss, and high reliability. Under normal circumstances, it has no side effects on vehicle driving, and can be manually locked under special circumstances, greatly increasing the vehicle's passability. The present invention can adjust the delay time of the delay relay to increase the length of time the vehicle locks the differential lock after slipping to increase the vehicle's passability, greatly improving the versatility of the device on different low-adhesion roads. The present invention can set the mass of the counterweight block of different sizes according to the performance and needs of the vehicle, so as to flexibly set the sensitivity of determining the speed difference between the wheels of the vehicle as slipping. The present invention can amplify the torque through the gear ratio of gear one and gear two, so that the differential lock only needs a small locking force to achieve a large torque lock at the wheel end. Moreover, compared with vehicles that brake the idling wheel to prevent slipping, the wear of the brake can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 It is a structural principle diagram of the present invention;

[0010] Figure 2 for Figure 1 A-direction view. DETAILED DESCRIPTION

[0011] Example 1: Figure 1 As shown, a centrifugal control device for a vehicle integrated bridge limited slip differential lock of the present invention comprises an integrated bridge transmission shaft 1 and a driven shaft 2, wherein a gear 1 3 is fixedly connected to the integrated bridge transmission shaft 1, and a gear 2 4 is fixedly connected to the driven shaft 2, and the integrated bridge transmission shaft 1 and the driven shaft 2 are connected through the meshing of the gear 1 3 and the gear 2 4; an open differential 5 is installed at the middle connection of the integrated bridge transmission shaft 1, and both ends of the integrated bridge transmission shaft 1 are connected to wheels 18; the open differential 5 is connected to a main transmission shaft 19, and the main transmission shaft 19 is connected to an engine.

[0012] An electronically controlled limited slip differential lock 6 is installed at the middle connection of the driven shaft 2; a set of centrifugal devices are installed on both sides of the driven shaft 2; each set of centrifugal devices is composed of two centrifugal swing arm mechanisms 13, two swing arm fulcrums 14, a centrifugal tension spring 15 and two centrifugal counterweights 16, the middle supports of the two centrifugal swing arm mechanisms 13 are respectively connected to the two swing arm fulcrums 14, the two centrifugal counterweights 16 are respectively connected to the ends of the two centrifugal swing arm mechanisms 13, and the other ends of the two centrifugal swing arm mechanisms 13 are respectively fixedly connected to two bearings 11; the two ends of the centrifugal tension spring 15 are respectively connected to the two centrifugal swing arm mechanisms 13.

[0013] A connecting rod 7 that can slide left and right is connected between the two sets of centrifugal devices, a lever 8 is arranged in the middle of the connecting rod 7, and a travel switch 9 is arranged above the lever 8; a disc 10 is connected to both ends of the connecting rod 7, the disc 10 is connected to the driven shaft 2, and bearings 11 are installed at both ends of the disc 10; the electronically controlled limited slip differential lock 6 is electrically connected to the delay relay 12 through a wire, and the travel switch 9 is electrically connected to the delay relay 12 through a wire.

[0014] In order to facilitate manual locking, a manual switch 17 is also provided, and the manual switch 17 is electrically connected to the electronically controlled limited slip differential lock 6 via a wire.

[0015] Working principle: When the integrated bridge transmission shaft 1 rotates, the driven shaft 2 is driven to rotate through the meshing of gear 1 3 and gear 2 4, thereby driving the centrifugal device connected to the driven shaft 2 to rotate and generate centrifugal force. The centrifugal force overcomes the tension of the centrifugal tension spring 15 and acts on the disc 10 through the bearing 11, so that the centrifugal forces at both ends act on each other on the connecting rod 7, allowing the connecting rod 7 to move to the side with greater force. The centrifugal force F of the centrifugal device = mv2 / R, where m is the mass of the centrifugal device, v is the speed of the centrifugal device, and R is the radius of the centrifugal device. Among them, m and R can be regarded as quantitative, and the main variable is v, that is, when the wheel 18 does not slip, the speeds of both sides are consistent or the speed difference is not large, the centrifugal force difference overcomes the tension of the centrifugal spring 15 and fails to move the connecting rod 7 to the position where the lever 8 can toggle the travel switch 9. When the vehicle passes through a pothole, the wheel on one side slips and spins, and the power is lost in the slipping wheel. The power cannot be transmitted to the wheel end with adhesion. When the vehicle cannot get out of trouble, when the speed difference on both sides reaches a certain threshold, that is, when the difference in the centrifugal force generated reaches a certain size, the difference in the centrifugal force generated by the centrifugal devices on both sides increases, overcoming the resistance and pushing the connecting rod 7 to move. The connecting rod 7 slides to allow the lever 8 to toggle the travel switch 9. The travel switch 9 energizes the delay relay 12 and then energizes the electronically controlled limited slip differential lock 6, turning on the electronically controlled limited slip differential lock 6, so that the electronically controlled limited slip differential lock 6 is locked. The vehicle can then transmit power to the wheel end with adhesion and get out of trouble. At this time, the wheel speeds at both ends are consistent, the connecting rod 7 returns to the middle position, and after the delay relay 12 delays for a short time, the delay relay 12 disconnects the circuit, the electronically controlled limited slip differential lock 6 is decoupled and disconnected, and the vehicle resumes normal driving. In special cases, the electronically controlled limited slip differential lock 6 can also be directly locked in advance through the manual switch 17.

[0016] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the attached claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claims involved.

Claims

1. A vehicle integrated bridge limited slip differential lock centrifugal control device, characterized in that: The invention comprises an integrated bridge transmission shaft (1) and a driven shaft (2); a gear 1 (3) is fixedly connected to the integrated bridge transmission shaft (1), and a gear 2 (4) is fixedly connected to the driven shaft (2); the integrated bridge transmission shaft (1) and the driven shaft (2) are connected through the meshing of the gear 1 (3) and the gear 2 (4); an open differential (5) is installed at the middle connection of the integrated bridge transmission shaft (1), and the two ends of the integrated bridge transmission shaft (1) are connected to wheels (18); the open differential (5) is connected to a main transmission shaft (19), and the main transmission shaft (19) is connected to an engine; an electric motor is installed at the middle connection of the driven shaft (2). A limited slip differential lock (6); a set of centrifugal devices are installed on both sides of the driven shaft (2); a connecting rod (7) that can slide left and right is connected between the two sets of centrifugal devices, a shifting rod (8) is arranged in the middle of the connecting rod (7), and a travel switch (9) is arranged above the shifting rod (8); a disc (10) is connected to both ends of the connecting rod (7), the disc (10) is connected to the driven shaft (2), and bearings (11) are installed at both ends of the disc (10); the electronically controlled limited slip differential lock (6) is electrically connected to a time delay relay (12) through a wire, and the travel switch (9) is electrically connected to the time delay relay (12) through a wire.

2. The vehicle integrated bridge limited slip differential lock centrifugal control device according to claim 1, characterized in that: The centrifugal device comprises a centrifugal swing arm mechanism (13), a swing arm fulcrum (14), a centrifugal tension spring (15) and a centrifugal counterweight (16); the middle support of the centrifugal swing arm mechanism (13) is connected to the swing arm fulcrum (14); the centrifugal counterweight (16) is connected to the end of the centrifugal swing arm mechanism (13); the other end of the centrifugal swing arm mechanism (13) is fixedly connected to a bearing (11); and the centrifugal tension spring (15) is connected to the centrifugal swing arm mechanism (13).

3. The vehicle integrated bridge limited slip differential lock centrifugal control device according to claim 1, characterized in that: It also includes a manual switch (17), wherein the manual switch (17) is electrically connected to the electronically controlled limited slip differential lock (6) via a wire.

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