Hydraulic damping automatic interlocking differential mechanism and vehicle transmission system

Abstract

The invention discloses a hydraulic damping automatic interlocking differential mechanism and a vehicle transmission system.The differential mechanism comprises an assembling machine shell, an oil storage cavity, a hydraulic damping oil pump, a hydraulic damping oil pump, a hydraulic damping oil pump and a hydraulic damping oil pump, and the assembling machine shell is internally provided with an oil storage cavity; the driving bevel gear is rotationally assembled on the assembling machine shell; the differential case is rotationally assembled on the assembly case, a driven gear ring meshed with the driving bevel gear is fixed on the differential case, and a transmission cavity and a parallel damping cavity are formed in the differential case; the differential transmission gear set synchronously rotates along with the differential case; the half axle gear is meshed with the differential transmission gear set, and the half axle gear is in transmission connection with a driving half axle used for being connected with wheels; and the damping control gear set is arranged in the parallel damping cavity. Differential limiting is carried out in a hydraulic damping mode, self-adaptive damping force control can be formed, the response is rapid, torque balanced distribution is automatically achieved, and the repair and maintenance cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of differential technology, and in particular to a hydraulically damped automatic interlock differential and a vehicle transmission system. Background Technology

[0002] The differential is one of the core components of a car's power transmission system. It is used to transmit torque from the drive shaft to a pair of output shafts, allowing the left and right (or front and rear) drive wheels to rotate at different speeds. A traditional differential mainly consists of left and right half-shaft gears, two planetary gears, and a gear carrier. When the car is turning or driving on uneven roads, it allows the left and right wheels to roll at different speeds, ensuring that the drive wheels on both sides perform pure rolling motion.

[0003] Existing limited-slip differentials mostly employ friction plate differentials, electronic limited-slip differentials, and Torsen differentials. Friction plate differentials form a clutch structure through multiple stacked friction plates and clutch plates. Prolonged use can lead to overheating and failure. Furthermore, the friction dust generates oil contamination, requiring frequent oil changes and resulting in high maintenance and repair costs. Electronic limited-slip differentials, on the other hand, suffer from complex control, high safety risks, and slow response times. Torsen differentials require high machining precision and are expensive, and are also prone to gear jamming and failure under adverse conditions such as insufficient lubrication. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, the present invention aims to provide a hydraulically damped automatic interlock differential and a vehicle transmission system, which has the advantages of reducing overheating failure, rapid response and low cost.

[0005] The objective of this invention is achieved through the following technical solution: According to a first aspect of the present disclosure, a hydraulically damped automatic interlock differential is provided, comprising: An assembly housing is provided, wherein an oil reservoir for encapsulating damping lubricating oil is formed within the assembly housing. A rotating bevel gear is mounted on the assembly housing and is used to connect to the power transmission shaft to transmit driving force. The power transmission shaft is connected to the power output end of the gearbox. A differential housing is rotatably mounted on the assembly housing. A driven gear ring that meshes with the driving bevel gear is fixed on the differential housing. A transmission cavity is formed in the middle of the differential housing, and parallel damping cavities are formed on both sides of the transmission cavity. A differential transmission gear set is mounted on the differential housing and located within the transmission cavity; the differential transmission gear set rotates synchronously with the differential housing. Symmetrically arranged on both sides of the differential gear set and meshing with the differential gear set, the half-shaft gears are drive-connected to a drive half-shaft for connection with a wheel; and, The damping control gear set disposed in the parallel damping cavity includes: a main damping gear fixed to the drive half shaft, and multiple sets of parallel damping gears arranged around and meshing with the main damping gear. The parallel damping cavity has several oil inlets on one side and several damping oil outlets on the other side. During the transmission process of the main damping gear driving the parallel damping gears, a negative pressure is generated to draw damping lubricating oil from the oil storage chamber through the oil inlet into the parallel damping cavity and to discharge it into the assembly housing through the damping oil outlet. When a wheel speed difference occurs, a speed difference is formed between the differential housing and the drive half shaft. The damping lubricating oil circulates in the parallel damping cavity on the low-speed side to form a high-pressure damping force and circulates in the parallel damping cavity on the high-speed side to form a negative-pressure traction force.

[0006] To achieve the above technical solution, during vehicle operation, the engine's driving force is converted by the gearbox and transmitted to the drive bevel gear via the power transmission shaft. The drive bevel gear meshes with the driven gear ring, driving the differential housing to rotate synchronously. The differential transmission gear set rotates synchronously with the differential housing. During rotation, the half-shaft gears on both sides mesh to transmit power, which is ultimately distributed to the tires on both sides through the drive half-shaft. Simultaneously, the drive half-shaft rotation drives the main damping gear to rotate synchronously. At the same time, the main damping gear meshes with the parallel damping gear for synchronous transmission. Within the parallel damping cavity, the meshing transmission of the main damping gear and the parallel damping gear creates a pumping function similar to a gear pump, generating negative pressure to draw damping lubricating oil from the oil reservoir. This oil then drains through the damping oil outlet into the assembly housing, forming an oil circulation. When the parallel damping cavity is filled with damping lubricating oil, a certain damping force is generated. When a vehicle travels on icy, muddy, or potholed roads, or when turning, causing uneven wheel speeds on both sides, the differential gear set rotates on its own axis while revolving with the differential housing, creating a speed difference. This results in different speeds for the main damping gears on both sides, leading to different flow rates of damping lubricating oil circulating in the parallel damping chambers. Due to the limited flow rate at the damping outlet, different damping forces are generated in the parallel damping chambers, achieving differential transmission between the wheels and limiting slip. Differential limiting via hydraulic damping allows for adaptive damping force control, resulting in rapid response, simple and convenient control, and no wear debris, effectively reducing maintenance costs. Furthermore, the damping lubricating oil can also serve as a heat dissipation medium, effectively improving heat dissipation efficiency and preventing overheating failure.

[0007] In some exemplary embodiments, the differential housing includes a first housing and a second housing that are opposed to each other, both of which have the parallel damping cavity formed therein, and the transmission cavity is formed between the first housing and the second housing.

[0008] The above technical solution facilitates the installation of the differential by setting up the first and second housings.

[0009] In some exemplary embodiments, the differential transmission gear set includes: a loading frame fixed to the first housing and / or the second housing, and at least two sets of opposing transmission bevel gears, the transmission bevel gears being rotatably connected to the loading frame, and each of the transmission bevel gears meshing with the half-shaft gear.

[0010] To achieve the above technical solution, the loading frame provides a basis for the rotational mounting of the transmission bevel gears, and stable power transmission can be achieved through two sets of opposing transmission bevel gears.

[0011] In some exemplary embodiments, the loading frame is cross-shaped, and the drive bevel gears are arranged in a circular array on the loading frame, with adjacent drive bevel gears meshing with each other.

[0012] Implementing the above technical solution can further improve the stability of power transmission.

[0013] In some exemplary embodiments, the first housing is provided with a first docking sleeve, and the second housing is provided with a second docking sleeve, the first docking sleeve and the second docking sleeve being sleeved and fixed to each other; the end faces of the first docking sleeve and the second docking sleeve are provided with clamping grooves adapted to the loading frame, and the loading frame is inserted into the clamping grooves.

[0014] To achieve the above technical solution, the first and second docking sleeves are connected to each other, which facilitates the installation and docking of the two and makes it easy to fix the loading frame.

[0015] In some exemplary embodiments, the parallel damping cavity is a contoured cavity adapted to the main damping gear and the parallel damping gear, and each of the oil inlets and damping outlets is disposed on the differential housing at the meshing position of the parallel damping gear and the main damping gear, and the oil inlet is located on the negative pressure forming side and the damping outlet is located on the oil extrusion side. The damping oil outlet is connected to the transmission cavity, and the first housing and / or the second housing are provided with a circulating oil drain port that connects the transmission cavity and the oil storage chamber.

[0016] To achieve the above technical solution, the conformal cavity design allows the damping lubricating oil to more easily generate effective damping force on the main damping gear and parallel damping gear during circulation. During the meshing transmission, the main damping gear and parallel damping gear will form a pumping state similar to a gear pump. At this time, a negative pressure state is formed on one side of the meshing point of the main damping gear and parallel damping gear, which is the negative pressure forming side. The oil inlet is located on this side to draw in the damping lubricating oil, while the other side is used to receive the drawn-in damping lubricating oil and form a squeezing force, which is the oil squeezing side. The damping oil outlet is located on this side to discharge the damping lubricating oil. After being discharged from the damping oil outlet, the damping lubricating oil enters the transmission gearbox, thereby lubricating the differential transmission gear set and half-shaft gear. Finally, it flows out from the circulation drain port to the oil storage chamber, forming a circulating flow of oil.

[0017] In some exemplary embodiments, both the first housing and the second housing are sealed with end caps. The end caps are provided with a plurality of oil inlet channels communicating with the oil inlet. The assembly housing is provided with an oil inlet annular cavity corresponding to the oil inlet end of the oil inlet channel, and the assembly housing is provided with an oil inlet guide port communicating with the oil inlet annular cavity. The oil inlet end of the oil inlet guide port is located near the bottom of the assembly housing.

[0018] To achieve the above technical solution, the end cap makes the installation of the damping control gear set more convenient. By connecting the oil inlet ring cavity with the oil inlet channel, the damping lubricating oil can be introduced through the oil inlet guide port when the differential housing rotates to any angle.

[0019] In some exemplary embodiments, the assembly housing includes: a first half-shell and a second half-shell that are opposed to each other, and a connecting shell that is sealed and fixed to the first half-shell or the second half-shell, wherein the first housing is rotatably assembled to the first half-shell, the second housing is rotatably assembled to the second half-shell, and the connecting shell is used to load the drive bevel gear.

[0020] To achieve the above technical solution, the assembly housing serves as the basis for the installation and packaging of various components. By configuring it as a first half-shell, a second half-shell, and a connecting shell, the assembly of various components can be facilitated.

[0021] According to a second aspect of the present disclosure, a vehicle transmission system is provided, including a hydraulically damped automatic interlock differential as described in the first aspect, the hydraulically damped automatic interlock differential being connected to the front wheels or the rear wheels of the vehicle.

[0022] The above technical solutions are implemented to meet the application requirements of both front-wheel drive and rear-wheel drive vehicle systems.

[0023] According to a third aspect of the present disclosure, a vehicle transmission system is provided, including three sets of hydraulically damped automatic interlock differentials as described in the first aspect. The three sets of hydraulically damped automatic interlock differentials are: a first differential connected to the front wheels, a second differential connected to the rear wheels, and a central differential. The drive bevel gear of the central differential is connected to the gearbox, and the half-shaft gears on both sides of the central differential are respectively connected to the drive bevel gears of the first differential and the second differential.

[0024] To achieve the above technical solution and meet the application requirements of the vehicle's four-wheel drive system, the central differential is used to distribute power to the first differential and the second differential. The first differential is used to distribute power to the left front wheel and the right front wheel, and the second differential is used to distribute power to the left rear wheel and the right rear wheel.

[0025] In summary, compared with the prior art, the present invention has the following beneficial effects: This invention provides a hydraulically damped automatic interlock differential and a vehicle transmission system. During vehicle operation, the engine's driving force is converted by the gearbox and transmitted to the drive bevel gear via the power transmission shaft. The drive bevel gear meshes with the driven gear ring, driving the differential housing to rotate synchronously. The differential transmission gear set rotates synchronously with the differential housing. During rotation, the half-shaft gears on both sides mesh to transmit power, which is ultimately distributed to the tires on both sides via the drive half-shaft. Simultaneously, the drive half-shaft rotation drives the main damping gear to rotate synchronously. At the same time, the main damping gear meshes with the parallel damping gear for synchronous transmission. When the main damping gear and the parallel damping gear mesh in the parallel damping chamber, a pumping function similar to a gear pump is formed, i.e., negative pressure is generated to draw damping lubricating oil from the oil reservoir, and then it flows out through the damping oil outlet into the assembly housing to form an oil circulation. When the parallel damping chamber is full of damping lubricating oil... A certain damping force is generated. When the vehicle travels on icy, muddy, or potholed roads, or when turning, causing the wheel speeds on both sides to be inconsistent, the differential transmission gear set will rotate on its own axis while following the differential housing's revolution, creating a speed difference. At this time, the main damping gears on both sides will generate different speeds, resulting in different flow rates of damping lubricating oil circulating in the parallel damping chambers on both sides. Due to the limited flow rate of the damping oil outlet, different damping forces can be generated in the parallel damping chambers on both sides, thereby realizing differential transmission between the two wheels and achieving the effect of limited slip. Differential speed limitation through hydraulic damping can form adaptive damping force control, which is fast-responding, simple and convenient to control, and does not generate wear debris, effectively reducing maintenance and repair costs. In addition, the damping lubricating oil can also serve as a heat dissipation medium, effectively improving heat dissipation efficiency and preventing overheating failure. Attached Figure Description

[0026] Figure 1This is a schematic diagram of the hydraulic damping automatic interlock differential in Embodiment 1 of the present invention.

[0027] Figure 2 This is a schematic diagram of the hydraulic damping automatic interlock differential after removing part of the assembly housing in Embodiment 1 of the present invention.

[0028] Figure 3 This is an exploded schematic diagram of the hydraulic damping automatic interlock differential in Embodiment 1 of the present invention.

[0029] Figure 4 This is an exploded view of the hydraulic damping automatic interlock differential in Embodiment 1 of the present invention from another perspective.

[0030] Figure 5 This is a schematic diagram of the differential transmission gear set in Embodiment 1 of the present invention.

[0031] Figure 6 This is a cross-sectional view of the hydraulically damped automatic interlock differential in Embodiment 1 of the present invention.

[0032] Figure 7 This is a schematic diagram of the structure of the first casing in Embodiment 1 of the present invention.

[0033] Figure 8 This is a structural schematic diagram of the first casing from another perspective in Embodiment 1 of the present invention.

[0034] Figure 9 This is a schematic diagram of the structure of the second casing in Embodiment 1 of the present invention.

[0035] Figure 10 This is a structural schematic diagram of the second casing from another perspective in Embodiment 1 of the present invention.

[0036] Figure 11 This is a schematic diagram of the meshing structure of the main damping gear and the parallel damping gear in Embodiment 1 of the present invention, used to show the value of the thickness L.

[0037] Figure 12 This is a schematic diagram of the end cap structure in Embodiment 1 of the present invention.

[0038] Figure 13 This is a structural schematic diagram of the end cap from another perspective in Embodiment 1 of the present invention.

[0039] Figure 14 This is a schematic diagram of the structure of the first half-shell in Embodiment 1 of the present invention.

[0040] Figure 15 This is a schematic diagram of the connection structure of the vehicle transmission system in Embodiment 3 of the present invention.

[0041] Figure 16 This is a schematic diagram of the connection structure of another real-time mode of the vehicle transmission system in Embodiment 3 of the present invention.

[0042] The numbers and letters in the diagram represent the names of the corresponding components: 10. Assembly housing; 11. Oil inlet ring cavity; 12. Oil inlet guide port; 13. First half-shell; 14. Second half-shell; 15. Connecting shell; 16. Oil reservoir; 17. End cap; 20. Drive bevel gear; 21. Power transmission shaft; 30. Differential housing; 31. Driven gear ring; 311. Connecting flange; 32. Transmission cavity; 33. Parallel damping cavity; 34. Oil inlet; 35. Damping oil outlet; 36. First housing; 361. First mating sleeve; 3 62. Clamping slot; 37. Second housing; 371. Second docking sleeve; 38. Circulating oil drain port; 39. End cover; 391. Oil inlet channel; 392. Oil inlet plug; 40. Differential transmission gear set; 41. Loading frame; 42. Transmission bevel gear; 50. Half-shaft gear; 51. Drive half-shaft; 60. Damping control gear set; 61. Main damping gear; 62. Parallel damping gear; 71. Central differential; 72. First differential; 73. Second differential. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example 1

[0044] like Figures 1 to 14 As shown, this embodiment of the invention provides a hydraulically damped automatic interlock differential, comprising: an assembly housing 10, wherein an oil reservoir 16 for encapsulating damping lubricating oil is formed within the assembly housing 10; a drive bevel gear 20 rotatably mounted on the assembly housing 10 for connection to a power transmission shaft 21 to transmit driving force, the power transmission shaft 21 being connected to the power output end of a gearbox; and a differential housing 30 rotatably mounted on the assembly housing 10, wherein a driven gear ring 31 meshing with the drive bevel gear 20 is fixed on the differential housing 30, and the differential... A transmission cavity 32 is formed in the middle of the housing 30, and parallel damping cavities 33 are formed on both sides of the transmission cavity 32; a differential transmission gear set 40 is carried on the differential housing 30 and located in the transmission cavity 32, and the differential transmission gear set 40 rotates synchronously with the differential housing 30; half-shaft gears 50 are symmetrically arranged on both sides of the differential transmission gear set 40 and mesh with the differential transmission gear set 40, and the half-shaft gears 50 are connected to the drive half-shaft 51 for connecting to the wheel; and a damping control gear set 60 is arranged in the parallel damping cavity 33.

[0045] Specifically, the damping control gear set 60 includes: a main damping gear 61 fixed to the drive half-shaft 51, and multiple sets of parallel damping gears 62 arranged around the main damping gear 61 and meshing with the main damping gear 61. The parallel damping cavity 33 has several oil inlets 34 on one side and several damping oil outlets 35 on the other side. During the transmission process of the main damping gear 61 driving the parallel damping gears 62, a negative pressure is formed to draw damping lubricating oil from the oil storage chamber 16 through the oil inlets 34 to the parallel damping cavity 33, and to discharge from the damping oil outlets 35 into the assembly housing 10. When a wheel speed difference occurs, a speed difference is formed between the differential housing 30 and the drive half-shaft 51. The damping lubricating oil circulates in the parallel damping cavity 33 on the low-speed side to form a high-pressure damping force, and circulates in the parallel damping cavity 33 on the high-speed side to form a negative pressure traction force.

[0046] The parallel damping cavity 33 is a contoured cavity adapted to the main damping gear 61 and the parallel damping gear 62. It can be understood that the contoured cavity is open in the meshing area of ​​the parallel damping gear 62 and the main damping gear 61, while in other areas it is an arc shape that matches the outer contour of the main damping gear 61 and the parallel damping gear 62. Of course, it is necessary to ensure that there is a certain gap between the outer contour of the main damping gear 61 and the parallel damping gear 62 and the inner wall of the parallel damping cavity 33.

[0047] Each oil inlet 34 and damping oil outlet 35 is located on the differential housing 30 at the meshing position of the parallel damping gear 62 and the main damping gear 61. The oil inlet 34 is located on the negative pressure forming side, and the damping oil outlet 35 is located on the oil extrusion side. Typically, several sets of oil inlets 34 and damping oil outlets 35 are evenly arranged around the circumference of the parallel damping cavity 33. It can be understood that each set of oil inlets 34 and damping oil outlets 35 corresponds to a set of parallel damping gears 62. The number of oil ports 35 is the same as the number of parallel damping gears 62. The oil inlet 34 and the damping oil outlet 35 are arranged in the same way on the first housing 36 and the second housing 37, which will not be described in detail here. The damping oil outlet 35 is connected to the transmission cavity 32. The first housing 36 and / or the second housing 37 are provided with a circulating oil drain port 38 that connects the transmission cavity 32 and the oil storage chamber 16. Multiple circulating oil ports are evenly arranged along the circumference so that the oil draining circulation can be carried out continuously during the rotation of the differential housing 30.

[0048] The contoured cavity design allows the damping lubricating oil to more easily generate effective damping force on the main damping gear 61 and the parallel damping gear 62 during circulation. During the meshing transmission, the main damping gear 61 and the parallel damping gear 62 form a pumping state similar to a gear pump. At this time, a negative pressure is formed on one side of the meshing point of the main damping gear 61 and the parallel damping gear 62, which is the negative pressure forming side. The oil inlet 34 is located on this side to draw in the damping lubricating oil, while the other side is used to receive the drawn-in damping lubricating oil and form a squeezing force, which is the oil squeezing side. The damping oil outlet 35 is located on this side to discharge the damping lubricating oil. After being discharged from the damping oil outlet 35, the damping lubricating oil enters the transmission gearbox, thereby lubricating the differential transmission gear set 40 and the half-shaft gear 50. Finally, it flows out from the circulation drain port 38 to the oil storage chamber 16, forming a circulating flow of oil.

[0049] Typically, the main damping gear 61 and the parallel damping gears 62 have the same thickness. The gear thickness and the number of parallel damping gears 62 are selected according to the actual required damping force. For example, consider the following specific instance: Figure 11 As shown, six sets of parallel damping gears 62 are set. The thickness L of the main damping gear 61 and the parallel damping gears 62 is 17mm, the tooth width B is 50mm, the radius R of the main damping gear 61 is 50mm, and the design damping pressure P is 50MPa. Here, the thickness L refers to half the distance between the intersection points of the outer contours of the main damping gear 61 and the parallel damping gears 62, the tooth width B is the distance between the two end faces of the main damping gear 61, the force-bearing area S = L * B, and the maximum damping force F = P * S = 50 * 10 6 *0.017*0.05=42500N, torque T=F*R=42500*0.05=2125 N·m, total torque Ttotal=T*6=2125*6=12750 N·m, which can fully meet the torque distribution requirements during driving.

[0050] Since there is no pipeline connection during the pressurization process, the pressure difference in the parallel damping chamber 33 is proportional to the speed difference. When the wheel rotates, the speed difference will decrease, and the pressure will also drop rapidly. Therefore, the maximum pressure that the main damping gear 61 and the parallel damping gear 62 bear is the pressure during the starting process or when the wheel is stalled, and the time is short, about 1-2 seconds. After that, automatic pressure relief adjustment will be formed. The pressure that various gears on the vehicle bear is usually designed to be 1500MPa~2000MPa, so it can withstand the pressure generated by the damping lubricating oil. In practical applications, the design damping pressure of the damping lubricating oil can also be set to 100-200MPa.

[0051] In some embodiments, oil can be drained by forming a certain oil drain gap between the drive shaft of the main damping gear 61 and the parallel damping gear 62 and the differential housing 30, that is, oil is drained synchronously through the damping oil outlet 35 and all oil drain gaps; of course, in other embodiments, the damping oil outlet 35 can be omitted and the size of the oil drain gap can be increased, that is, the damping oil outlet 35 can be replaced by the oil drain gap, in which case the oil drain gap is the damping oil outlet 35, and the circulation of damping lubricating oil is realized through the oil drain gap.

[0052] The differential housing 30 includes a first housing 36 and a second housing 37 that are connected to each other. Parallel damping cavities 33 are formed in both the first housing 36 and the second housing 37. A transmission cavity 32 is formed between the first housing 36 and the second housing 37. The separation of the first housing 36 and the second housing 37 facilitates the installation of the differential, especially the installation of the differential transmission gear set 40.

[0053] The differential transmission gear set 40 includes: a loading frame 41 fixed to the first housing 36 and / or the second housing 37, and at least two sets of oppositely arranged transmission bevel gears 42. The transmission bevel gears 42 are rotatably connected to the loading frame 41, and each transmission bevel gear 42 meshes with the half-shaft gear 50. The loading frame 41 can be fixed to the first housing 36 and / or the second housing 37 by means of screw connection. The configuration of the loading frame 41 provides a basis for the rotational installation of the transmission bevel gears 42. Stable power transmission can be achieved through the two sets of oppositely arranged transmission bevel gears 42.

[0054] In this embodiment, the loading frame 41 is cross-shaped, and the transmission bevel gears 42 are arranged in a circular array on the loading frame 41, with adjacent transmission bevel gears 42 meshing with each other. The loading frame 41 has four vertically arranged mounting shafts, and the transmission bevel gears 42 are rotatably connected to the mounting shafts through bearings, thereby further improving the stability of power transmission.

[0055] A first mating sleeve 361 is provided on the first housing 36, and a second mating sleeve 371 is provided on the second housing 37. The first mating sleeve 361 and the second mating sleeve 371 are fitted together and fixed. The end faces of the first mating sleeve 361 and the second mating sleeve 371 are provided with clamping grooves 362 that are adapted to the loading frame 41. The loading frame 41 is inserted into the clamping grooves 362. The first mating sleeve 361 and the second mating sleeve 371 are locked together and fixed by bolts. Usually, through holes are opened on two symmetrical mounting shafts of the loading frame 41. The bolts pass through the through holes. While locking the first mating sleeve 361 and the second mating sleeve 371, the loading frame 41 is locked to the first housing 36 and the second housing 37. The first mating sleeve 361 and the second mating sleeve 371 are connected to each other, which facilitates the installation and docking of the two and the fixing of the loading frame 41. The circulating oil drain port 38 is usually provided on the first mating sleeve 361 and / or the second mating sleeve 371.

[0056] End caps 39 are sealed and connected to both the first housing 36 and the second housing 37. The end caps 39 are provided with a plurality of oil inlet channels 391 that communicate with the oil inlet 34. The assembly housing 10 is provided with an oil inlet annular cavity 11 corresponding to the oil inlet end of the oil inlet channel 391. The assembly housing 10 is also provided with an oil inlet guide port 12 that communicates with the oil inlet annular cavity 11. The oil inlet end of the oil inlet guide port 12 is located near the bottom of the assembly housing 10. The end cap 39 makes the installation of the damping control gear set 60 more convenient. The oil inlet ring cavity 11 is connected to the oil inlet channel 391, so that the differential housing 30 can be introduced into the damping lubricating oil through the oil inlet guide port 12 when it is rotated to any angle. When machining the oil inlet guide port 12, it is usually made to pass through the oil inlet ring cavity 11 from one side of the differential housing 30, and a plug 17 is provided at the end of the oil inlet guide port 12 for sealing. Similarly, when machining the oil inlet channel 391, a hole can be drilled from the side of the end cap 39 to guide the oil inlet 34, and the oil inlet plug 392 is provided for sealing.

[0057] Furthermore, the assembly housing 10 includes: a first half-shell 13 and a second half-shell 14 that are connected to each other, and a connecting shell 15 that is sealed and fixed to the first half-shell 13 or the second half-shell 14. The first housing 36 is rotatably assembled to the first half-shell 13, and the second housing 37 is rotatably assembled to the second half-shell 14. The connecting shell 15 is used to load the drive bevel gear 20. In this embodiment, the first half-shell 13 and the second half-shell 14 are locked and fixed by bolts to form a sealed state, and the connecting shell 15 is locked and fixed to the first half-shell 13 by bolts. The assembly housing 10 serves as the base for the installation and packaging of each component. The arrangement of the first half-shell 13, the second half-shell 14, and the connecting shell 15 facilitates the assembly of each component.

[0058] The driven gear ring 31 can be fixed to the first half-shell 13 or the second half-shell 14 by screws as needed. A connecting flange 311 is usually provided on the first half-shell 13 or the second half-shell 14. The connecting flange 311 is used to lock with the driven gear ring 31. The meshing direction and type of the driving bevel gear 20 and the driven gear ring 31 can be selected according to actual needs. In this embodiment, the driving bevel gear 20 and the driven gear ring 31 are perpendicular to each other and mesh with each other by bevel teeth or helical teeth. In other embodiments, the driving bevel gear 20 and the driven gear ring 31 can also be spur gears. In this case, the driving bevel gear 20 and the driven gear ring 31 are arranged in parallel. Only enough rotation space needs to be provided for the driving bevel gear 20 in the connecting shell.

[0059] During vehicle operation, the engine's driving force is converted by the transmission and transmitted to the drive bevel gear 20 via the power transmission shaft 21. The drive bevel gear 20 meshes with the driven gear ring 31, driving the differential housing 30 to rotate synchronously. The differential transmission gear set 40 rotates synchronously with the differential housing 30. During rotation, the half-shaft gears 50 on both sides mesh to transmit power, which is ultimately distributed to the tires on both sides via the drive half-shaft 51. During the rotation of the drive half-shaft 51, the main damping gear 61 rotates synchronously. At the same time, the main damping gear 61 meshes with the parallel damping gear 62 for synchronous transmission. When the main damping gear 61 and the parallel damping gear 62 mesh and transmit power in the parallel damping cavity 33, they form an oil pumping function similar to a gear pump, that is, generating negative pressure to draw oil from the oil reservoir 16. The damping lubricating oil then flows through the damping oil outlet 35 into the assembly housing 10 to form an oil circulation. When the parallel damping cavity 33 is filled with damping lubricating oil, it will generate a certain damping force. When the vehicle travels on ice, snow, mud, potholes, or turns, causing the wheel speeds on both sides to be inconsistent, the differential transmission gear set 40 will rotate on its own axis while following the differential housing 30 to revolve, thus creating a speed difference. At this time, the main damping gears 61 on both sides will generate different speeds, which in turn will cause the damping lubricating oil to circulate at different flow rates in the parallel damping cavities 33 on both sides. Due to the limited flow rate of the damping oil outlet 35, different damping forces can be generated in the parallel damping cavities 33 on both sides, thereby realizing the differential transmission of the wheels on both sides and achieving the effect of limited slip.

[0060] Regarding the change in rotational speed, let the rotational speed of the differential housing 30 be D. 传 The low-speed side speed is D 低 The high-speed side rotation speed is D 高 The three satisfy relation D 低 +D 高 =2*D 传 D 低 and D 高 According to the inverse proportional synchronous change, D 低 and D 高 With D 传 The speed difference between them is ΔD, that is, D 低 = D 传 -△D,D 高 = D 传+△D; On the low-speed side, the rotational speed of the differential housing 30 is greater than that of the drive half-shaft 51. The speed difference between the two causes the differential housing 30 to drive the parallel damping gear 62 to revolve around the main damping gear 61 at a speed greater than that of the main damping gear 61. During the meshing transmission process, the main damping gear 61 and the parallel damping gear 62 utilize the repulsive force of the damping lubricating oil to form a high-pressure damping state. When the design deviation threshold is reached, self-locking is formed, thereby limiting the speed limit range on the low-speed side and achieving the function of limiting slip. On the high-speed side, the rotational speed of the differential housing 30 is less than that of the drive half-shaft 51. The speed difference between the two causes the differential housing 30 to drive the parallel damping gear 62 to revolve around the main damping gear 61 at a speed less than that of the main damping gear 61. The attraction force of the damping lubricating oil forms a negative pressure traction force, realizing the interlocking linkage of the drive half-shafts 51 on both sides. Of course, it is understandable that when driving in a straight line, the rotation speed on both sides is the same, that is, there will be no high pressure damping force and negative pressure traction force, forming an automatic cycle interlock state.

[0061] Regarding the change in torque, high-pressure damping force can prevent the torque on the low-speed side transmission from decreasing, while negative-pressure traction force can prevent the torque on the high-speed side transmission from increasing. Let the torque transmitted from the power transmission shaft be T. 传 The actual torque distributed on the low-speed side is T. 低 The actual torque distributed on the high-speed side is T. 高 The three satisfy the relationship T 低 +T 高 ≤T 传 Due to torque losses occurring during transmission, slippage, and interlocking, the torque losses on both sides are denoted as T. 损1 and T 损2 T 损1 ≠T 损2 It satisfies (T) 低 + T 损1 )+(T 高 + T 损2 )=T 传 The purpose of the high-pressure damping force and negative-pressure traction force in this invention is to make the torque distributed on both sides as even as possible, that is, to achieve T 低 ≈T 高 This makes it easier to achieve the goal of limiting slippage.

[0062] T 低 = (T 传 +△T) / 2, T 高 = (T 传 -△T) / 2,△T= T 低 -T 高 △T is the limiting torque generated inside the differential, which usually prioritizes the distribution of torque to the side with lower speed and higher adhesion.

[0063] Differential limiting via hydraulic damping enables adaptive damping force control, resulting in rapid response, simple and convenient control, and no wear debris, effectively reducing maintenance and repair costs. Furthermore, the damping lubricant can also serve as a cooling medium, effectively improving heat dissipation efficiency and preventing overheating failure. It also allows for a balanced distribution of drive torque and limited-slip differential to the drive half-shaft 51, achieving anti-slip, anti-lock braking, and rapid vehicle extrication, making the vehicle more stable during driving. In extreme situations such as tire blowouts, it also helps prevent vehicle yaw. Example 2

[0064] This invention provides a vehicle transmission system, including a hydraulically damped automatic interlock differential as described in the first aspect. The hydraulically damped automatic interlock differential is connected to the front wheel or the rear wheel of the vehicle, thereby adapting to the application requirements of front-wheel drive and rear-wheel drive systems. Example 3

[0065] This invention provides a vehicle transmission system, such as... Figure 15 and 16 As shown, it includes three sets of hydraulically damped automatic interlock differentials as described in the first aspect. The three sets of hydraulically damped automatic interlock differentials are: a first differential 72 connected to the front wheels, a second differential 73 connected to the rear wheels, and a central differential 71. The drive bevel gear 20 of the central differential 71 is connected to the gearbox, and the half-shaft gears 50 on both sides of the central differential 71 are respectively connected to the drive bevel gear 20 of the first differential 72 and the drive bevel gear 20 of the second differential 73.

[0066] Understandably, during the connection process, it is necessary to confirm the meshing transmission direction of the driving bevel gear 20 and the driven ring gear 31 to ensure that the rotation direction of each drive half-shaft 51 is consistent. The vehicle transmission system of this embodiment can adapt to the application requirements of a vehicle four-wheel drive system. The central differential 71 is used to distribute power to the first differential 72 and the second differential 73. The first differential 72 is used to distribute power to the left front wheel and the right front wheel, and the second differential 73 is used to distribute power to the left rear wheel and the right rear wheel.

[0067] Figure 14 This diagram shows the connection structure between the driving bevel gear 20 and the driven gear ring 31 in the hydraulically damped automatic interlock differential and the gearbox. Figure 15 A schematic diagram of the connection structure between the driving bevel gear 20 and the driven gear ring 31 in the hydraulic damping automatic interlock differential and the gearbox is shown.

[0068] During the transmission process, let the input speed of the first differential 72 be D. 前 The input speed of the second differential 73 is D.后 The input speed of the central differential 71 is D. 中 The three satisfy relation D 前 +D 后 =2*D 中 D 前 and D 后 According to the inverse proportional synchronous change, D 前 and D 后 With D 中 The speed difference between them is ΔD. Taking rear wheel slippage as an example, the rear wheel is the high-speed wheel at this time, and D 前 = D 中 -△D,D 后 = D 中 +△D.

[0069] The torque distribution of the central differential 71 is the same as described above. Let the torque transmitted from the gearbox be T. 总 The actual torque distributed to the front wheels is T. 前 The actual torque distributed to the rear wheels is T. 后 The three satisfy the relationship T 前 +T 后 ≤T 总 Due to torque loss during transmission, slippage, and interlocking, the torque loss between the front and rear wheels is denoted as T. 损A and T 损B T 损A ≠T 损B It satisfies (T) 前 + T 损A )+(T 后 + T 损B )=T 传 The purpose of the high-pressure damping force and negative-pressure traction force in this invention is to make the torque distributed on both sides as even as possible, that is, to achieve T 前 ≈T 后 This makes it easier to achieve the goal of limiting slippage.

[0070] During normal cornering, the distance between the front and rear wheels creates a certain angle and arc difference. At this time, the center differential 71 will adaptively adjust the speed during the circulation of the damping lubricating oil. When the vehicle is traveling on icy, slippery, or muddy roads and experiences body skidding, D... 前 ≠ D 后 When the difference is greater than the design deviation threshold, self-locking is achieved, thereby enabling four-wheel interlock drive and effectively maintaining grip.

[0071] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that, for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present invention. These are all equivalent modifications and improvements made to the above embodiments based on the essential technology of the present invention, and all of these fall within the protection scope of the present invention.

Claims

1. A hydraulically damped automatic interlock differential, characterized in that, include: An assembly housing is provided, wherein an oil reservoir for encapsulating damping lubricating oil is formed within the assembly housing. A rotating bevel gear is mounted on the assembly housing and is used to connect to the power transmission shaft to transmit driving force. The power transmission shaft is connected to the power output end of the gearbox. A differential housing is rotatably mounted on the assembly housing. A driven gear ring that meshes with the driving bevel gear is fixed on the differential housing. A transmission cavity is formed in the middle of the differential housing, and parallel damping cavities are formed on both sides of the transmission cavity. A differential transmission gear set is mounted on the differential housing and located within the transmission cavity; the differential transmission gear set rotates synchronously with the differential housing. A half-shaft gear is symmetrically arranged on both sides of the differential transmission gear set and meshes with the differential transmission gear set. The half-shaft gear is connected to a drive half-shaft for connecting to the wheel. as well as, The damping control gear set disposed in the parallel damping cavity includes: a main damping gear fixed to the drive half shaft, and multiple sets of parallel damping gears arranged around and meshing with the main damping gear. The parallel damping cavity has several oil inlets on one side and several damping oil outlets on the other side. During the transmission process of the main damping gear driving the parallel damping gears, a negative pressure is generated to draw damping lubricating oil from the oil storage chamber through the oil inlet into the parallel damping cavity and to discharge it into the assembly housing through the damping oil outlet. When a wheel speed difference occurs, a speed difference is formed between the differential housing and the drive half shaft. The damping lubricating oil circulates in the parallel damping cavity on the low-speed side to form a high-pressure damping force and circulates in the parallel damping cavity on the high-speed side to form a negative-pressure traction force.

2. The hydraulically damped automatic interlock differential according to claim 1, characterized in that, The differential housing includes a first housing and a second housing that are connected to each other. The parallel damping cavity is formed in both the first housing and the second housing, and the transmission cavity is formed between the first housing and the second housing.

3. The hydraulically damped automatic interlock differential according to claim 2, characterized in that, The differential transmission gear set includes: a loading frame fixed to the first housing and / or the second housing, and at least two sets of oppositely arranged transmission bevel gears, wherein the transmission bevel gears are rotatably connected to the loading frame, and each of the transmission bevel gears meshes with the half-shaft gear.

4. The hydraulically damped automatic interlock differential according to claim 3, characterized in that, The loading frame is cross-shaped, and the drive bevel gears are arranged in a circular array on the loading frame, with adjacent drive bevel gears meshing with each other.

5. The hydraulically damped automatic interlock differential according to claim 4, characterized in that, The first housing is provided with a first docking sleeve, and the second housing is provided with a second docking sleeve. The first docking sleeve and the second docking sleeve are fitted together and fixed. The end faces of the first docking sleeve and the second docking sleeve are provided with clamping grooves that are adapted to the loading frame, and the loading frame is inserted into the clamping grooves.

6. The hydraulically damped automatic interlock differential according to claim 2, characterized in that, The parallel damping cavity is a contoured cavity adapted to the main damping gear and the parallel damping gear. Each of the oil inlets and damping outlets is located on the differential housing at the meshing position of the parallel damping gear and the main damping gear, and the oil inlet is located on the negative pressure forming side and the damping outlet is located on the oil extrusion side. The damping oil outlet is connected to the transmission cavity, and the first housing and / or the second housing are provided with a circulating oil drain port that connects the transmission cavity and the oil storage chamber.

7. The hydraulically damped automatic interlock differential according to claim 2, characterized in that, Both the first and second housings are sealed with end caps. The end caps are provided with a plurality of oil inlet channels communicating with the oil inlet. The assembly housing is provided with an oil inlet annular cavity corresponding to the oil inlet end of the oil inlet channel. The assembly housing is also provided with an oil inlet guide port communicating with the oil inlet annular cavity. The oil inlet end of the oil inlet guide port is located near the bottom of the assembly housing.

8. The hydraulically damped automatic interlock differential according to claim 2, characterized in that, The assembly housing includes: a first half-shell and a second half-shell that are connected to each other, and a connecting shell that is sealed and fixed to the first half-shell or the second half-shell. The first housing is rotatably assembled to the first half-shell, and the second housing is rotatably assembled to the second half-shell. The connecting shell is used to load the drive bevel gear.

9. A vehicle transmission system, characterized in that, Includes a hydraulically damped automatic interlock differential as described in any one of claims 1-8, wherein the hydraulically damped automatic interlock differential is connected to the front wheel or the rear wheel of the vehicle.

10. A vehicle transmission system, characterized in that, The system includes three sets of hydraulically damped automatic interlock differentials as described in any one of claims 1-8. The three sets of hydraulically damped automatic interlock differentials are: a first differential connected to the front wheels, a second differential connected to the rear wheels, and a central differential. The driving bevel gear of the central differential is connected to the gearbox, and the half-shaft gears on both sides of the central differential are respectively connected to the driving bevel gears of the first differential and the second differential.

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