Differential automatic locking device

Abstract

The invention discloses a differential automatic locking device, and relates to the technical field of differential locks, the differential automatic locking device comprises a detection mechanism, and the outer surface wall of the detection mechanism is movably sleeved with a locking mechanism. Multiple signals such as vibration and rotating speed differences of middle and rear axles and left and right wheels in the running process of a vehicle are collected in real time, algorithm cross validation is conducted through a controller, the slip state of the wheels is accurately judged, and the rigid meshing process of a clamping ring and a connecting sleeve is accurately controlled in combination with a resistance displacement detection loop. The locking response time is greatly shortened, the dependence on cross-country experience and operation skills of a driver is reduced, the risk of getting out of trouble caused by manual judgment delay or misoperation is avoided, the passing efficiency and safety of the vehicle on low-adhesion road surfaces such as muddy and sand are remarkably improved, and the safety of the vehicle is improved. And the dynamic property, the trafficability and the driving safety of the vehicle under the non-highway complex working condition are comprehensively enhanced.

Description

Technical Field

[0001] This invention relates to the field of differential lock technology, specifically to an automatic differential locking device. Background Technology

[0002] A differential lock is a mechanical or electronic device used in four-wheel drive vehicles. Its core function is to eliminate the speed difference between the left and right drive wheels or the front and rear drive axles by forcibly locking the internal components of the differential under specific driving conditions. This allows the two locked wheels or axles to rotate at the same speed. When the vehicle is stuck in low-traction surfaces such as mud, sand, snow, or climbing steep slopes, it distributes power evenly to the two drive wheels or the front and rear axles, preventing power loss due to slippage on one side of the wheel. This ensures that the wheel or axle with traction on the other side still receives enough torque to propel the vehicle out of trouble or continue driving.

[0003] Currently, the design of off-highway heavy trucks relies mainly on the driver's subjective judgment to activate the locking device. Although it can adapt to complex terrain through manual intervention, the road conditions change rapidly in extreme working conditions. Inexperienced drivers may lose steering control due to locking too early or get stuck due to locking too late. They may even cause collision risks due to distracted operation. In scenarios such as mines or construction sites, vehicles need to frequently change driving routes. Each time the road conditions change, manual locking or unlocking is required, which will lead to interruption of the operation process and reduced efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide an automatic differential locking device to solve the problem mentioned in the background art that manual activation of the differential lock can easily affect the normal operation of heavy trucks.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a differential automatic locking device, comprising: a detection mechanism, wherein a locking mechanism is movably sleeved on the outer wall of the detection mechanism;

[0006] Testing institutions include:

[0007] The gearbox housing consists of a gearbox housing and three mounting sleeves. The outer wall of the gearbox housing is equipped with a vibration detector to determine whether slippage occurs based on vehicle vibration. A connecting rod and an output shaft are movably inserted inside the gearbox housing. A speed detector is fixedly installed on one side of the outer wall of the connecting rod, and a speed detector is fixedly installed on one side of the outer wall of the output shaft for real-time detection of the wheel speeds on both sides. Each of the three mounting sleeves has two mounting cavities inside. A contact point is fixedly inserted into the inner wall of each of the two mounting cavities. Each of the three mounting sleeves has two sets of movable holes on the inner wall of each of the six sets of movable holes. A contact point is movably inserted into the inner wall of each of the six sets of movable holes.

[0008] The locking mechanism includes:

[0009] The threaded sleeve and the copper clip are provided. The outer wall of the threaded sleeve is fixedly fitted with a resistor ring and a copper ring. One side of the outer wall of the resistor ring is fixedly connected to one side of the outer wall of the copper ring. The outer wall of the copper clip is movably fitted onto the outer wall of the resistor ring.

[0010] Preferably, a driven gear is fixedly installed on one side of the outer wall of the reducer housing, a driving gear is meshed with the outer wall of the driven gear, a drive shaft is fixedly inserted into the inner wall of the driving gear, a connecting sleeve is fixedly installed on one side of the outer wall of the reducer housing, a gear frame is movably inserted into the inner wall of the reducer housing, the outer walls of the connecting rod and the output shaft are both fixedly inserted into the inside of the gear frame, half-shaft gears are fixedly sleeved on the outer walls of the connecting rod and the output shaft, and three planetary gears are movably inserted into the inner wall of the gear frame.

[0011] Preferably, the outer walls of the three planetary gears are movably inserted into the interior of the reducer housing, the outer walls of the three planetary gears are meshed with the outer walls of the two half-shaft gears, the outer walls of the gear carrier are movably fitted with three mounting sleeves, the outer walls of the three mounting sleeves are fixedly connected to the outer walls of the reducer housing, and the inner walls of the three mounting sleeves are all provided with sliding grooves.

[0012] Preferably, the inner surface of each of the three slide grooves is movably fitted with a slip ring, the three slip rings are fixedly sleeved on the outer surface of the gear frame, and a set of extrusion columns are fixedly installed on the outer surface of each of the three slip rings.

[0013] Preferably, a fixing ring is fixedly inserted into the inner wall of each of the six sets of movable holes, a spring is fixedly installed on one side of the outer wall of each of the six sets of fixing rings, a pressing rod is fixedly installed on one side of the outer wall of each of the six sets of springs, and the outer wall of each of the six sets of contact points is located on one side of the outer wall of the pressing rod.

[0014] Preferably, an axial ring is movably sleeved on the outer wall of the connecting rod, and a retaining ring is fixedly installed on one side of the outer wall of the axial ring. The outer wall of the retaining ring is movably inserted into the inside of the connecting sleeve. The outer wall of the retaining ring has three mounting grooves, and three sets of springs are fixedly installed at the bottom of each of the three mounting grooves. A retaining block is fixedly installed between the outer walls of each of the three sets of springs.

[0015] Preferably, the outer walls of the three locking blocks are movably inserted into the interior of the connecting sleeve, the outer wall of the axial ring is movably fitted with a shift fork, the outer wall of the shift fork is movably fitted with a mounting shell, the interior of the mounting shell is movably inserted with a threaded rod, and the outer wall of the threaded rod is fixedly fitted with a worm gear.

[0016] Preferably, a motor is fixedly mounted on the top of the mounting housing, a worm is fixedly mounted on the output end of the motor, the outer wall of the worm is movably inserted into the interior of the mounting housing, the outer wall of the worm is meshed with the inner wall of the worm wheel, and a threaded sleeve is threadedly connected to the outer wall of the threaded rod.

[0017] Preferably, the threaded sleeve is fixedly installed on one side of the outer wall of the shift fork, a spring three is fixedly installed on one side of the outer wall of the shift fork, one side of the outer wall of the spring three is fixedly connected to one side of the inner wall of the mounting shell, and the outer wall of the copper clip is fixedly connected to the inner wall of the mounting shell.

[0018] Preferably, a spring four is fixedly installed between the outer walls of the copper card, an interface one is provided on the outer wall of the copper ring, and an interface two is provided on the outer wall of the copper card. The outer walls of the interface one and the interface two are movably inserted into the interior of the mounting shell.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] 1. In this invention, the intelligent differential lock system integrates multi-dimensional sensing devices to collect multiple signals in real time, such as vibrations during vehicle operation and speed differences between the middle and rear axles and the left and right wheels. The controller performs algorithm cross-verification to accurately determine the wheel slippage state. Combined with a resistance displacement detection circuit, it precisely controls the rigid engagement process of the retaining ring and the connecting sleeve. Compared with the traditional manual locking method, it not only greatly shortens the locking response time and reduces the dependence on the driver's off-road experience and operating skills, but also avoids the risk of failure to get out of trouble due to delays in human judgment or operational errors. It significantly improves the vehicle's passability and safety on low-traction surfaces such as mud and sand, and comprehensively enhances the vehicle's power, passability, and driving safety in complex off-road conditions.

[0021] 2. In this invention, the device adopts an axial sliding engagement method between the retaining ring and the connecting sleeve. When the retaining ring contacts the inclined surface of the retaining block, the retaining block is squeezed and contracted. After aligning with the positioning hole, the spring force is used to instantly complete the insertion and locking. This solves the problem of tooth alignment in traditional toothed differential locks and avoids the hard collision and wear of teeth caused by the difference in rotation speed on both sides in traditional structures. This greatly improves the success rate of locking and the service life of the actuator.

[0022] 3. In this invention, the worm gear transmission mechanism used in the system utilizes the inherent self-locking characteristics of helical gear meshing to eliminate the risk of accidental unlocking caused by torque reversal under extreme off-road conditions. This ensures that the power transmission chain remains rigidly connected when the vehicle is under heavy load, significantly improving the system's impact resistance and durability in harsh off-road environments. Attached Figure Description

[0023] Figure 1This is a schematic diagram of the structure of a differential automatic locking device according to the present invention;

[0024] Figure 2 This is a side view of the structure of a differential automatic locking device according to the present invention;

[0025] Figure 3 This is a structural exploded view of the detection mechanism in a differential automatic locking device according to the present invention;

[0026] Figure 4 This is a cross-sectional view of a differential automatic locking device according to the present invention;

[0027] Figure 5 This is a cross-sectional exploded view of the detection mechanism in a differential automatic locking device of the present invention;

[0028] Figure 6 For Figure 4 An enlarged view of structure A shown;

[0029] Figure 7 This is a schematic diagram of the locking mechanism in a differential automatic locking device according to the present invention;

[0030] Figure 8 This is a sectional perspective view of the locking mechanism in a differential automatic locking device according to the present invention;

[0031] Figure 9 This is a schematic diagram of the internal structure of the locking mechanism in a differential automatic locking device of the present invention.

[0032] In the diagram: 1. Detection mechanism; 11. Drive shaft; 12. Driving gear; 13. Driven gear; 14. Reducer housing; 15. Vibration detector; 16. Connecting sleeve; 17. Gear frame; 18. Half-shaft gear; 19. Connecting rod; 110. Speed ​​detector one; 111. Planetary gear; 112. Output shaft; 113. Speed ​​detector two; 114. Mounting sleeve; 115. Slide groove; 116. Mounting cavity; 117. Movable hole; 118. Slip ring; 119. Extrusion column; 120. Contact point one; 21. Fixed ring; 122. Spring 1; 123. Compression ball; 124. Contact 2; 2. Locking mechanism; 21. Axial ring; 22. Snap ring; 23. Mounting groove; 24. Spring 2; 25. Snap block; 26. Shift fork; 27. Mounting housing; 28. Threaded rod; 29. ​​Worm gear; 210. Motor; 211. Worm; 212. Threaded sleeve; 213. Spring 3; 214. Resistance ring; 215. Copper ring; 216. Interface 1; 217. Copper clip; 218. Interface 2; 219. Spring 4. Detailed Implementation

[0033] 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.

[0034] Reference Figures 1-9 As shown, the present invention provides a differential automatic locking device, including: a detection mechanism 1, and a locking mechanism 2 movably sleeved on the outer wall of the detection mechanism 1.

[0035] Under normal driving conditions, the differential device inside the detection mechanism 1 continues to perform its basic function. Its core gear set structure allows the left and right drive wheels to rotate at different speeds. When the vehicle turns, the inner wheel automatically reduces its speed due to the smaller turning radius, while the outer wheel maintains a higher speed to ensure that the tire contact surface with the ground always maintains optimal grip. When the vehicle enters low-traction surfaces such as mud, sand, snow, or steep slopes, the sensors in the detection mechanism 1 immediately start real-time monitoring. If these sensors detect that the speed of one wheel is continuously higher than that of the other side exceeding a set threshold, or if the drive torque cannot be effectively transmitted to the ground, the system determines that the vehicle is in trouble. At this time, the detection mechanism 1 sends an electronic control signal to the locking mechanism 2. After receiving the activation command, the locking mechanism 2 moves the locking structure towards the detection mechanism 1, completely locking the degree of freedom of the differential device through a mechanical hard connection. At this time, the left and right drive wheels are forced to rotate synchronously, and the power transmission path switches from the differential distribution mode to the rigid connection mode, ensuring the vehicle's passability in complex road conditions. Ultimately, this enables off-highway heavy trucks to operate continuously in extreme environments, significantly improving construction efficiency and safety.

[0036] In some instances, refer to Figures 1-5 As shown, testing organization 1 includes:

[0037] The reducer housing 14 and three mounting sleeves 114 are provided. The outer wall of the reducer housing 14 is equipped with a vibration detector 15 to determine whether slippage occurs based on the vibration of the vehicle. A connecting rod 19 and an output shaft 112 are movably inserted inside the reducer housing 14. A speed detector 110 is fixedly installed on one side of the outer wall of the connecting rod 19, and a speed detector 113 is fixedly installed on one side of the outer wall of the output shaft 112 for real-time detection of the speed of the wheels on both sides. Each of the three mounting sleeves 114 has two mounting cavities 116 inside. A contact 120 is fixedly inserted into the inner wall of each of the two mounting cavities 116. Each of the three mounting sleeves 114 has two sets of movable holes 117 inside. A contact 124 is movably inserted into the inner wall of each of the six sets of movable holes 117.

[0038] A driven gear 13 is fixedly installed on one side of the outer wall of the reducer housing 14. A driving gear 12 is meshed with the outer wall of the driven gear 13. A drive shaft 11 is fixedly inserted into the inner wall of the driving gear 12. A connecting sleeve 16 is fixedly installed on one side of the outer wall of the reducer housing 14. A gear carrier 17 is movably inserted into the inner wall of the reducer housing 14. The outer walls of the connecting rod 19 and the output shaft 112 are both fixedly inserted into the inside of the gear carrier 17. Half-shaft gears 18 are fixedly sleeved on the outer walls of the connecting rod 19 and the output shaft 112. Three planetary gears 111 are movably inserted into the inner wall of the gear carrier 17. The outer walls of the three planetary gears 111 are movably inserted into the inside of the reducer housing 14, and the outer walls of the three planetary gears 111 mesh with the outer walls of the two half-shaft gears 18. The gear frame 17 is connected to the gear housing 14. The outer wall of the gear frame 17 is movably fitted with three mounting sleeves 114. The outer walls of the three mounting sleeves 114 are fixedly connected to the outer wall of the gear reducer housing 14. The inner wall of each of the three mounting sleeves 114 is provided with a sliding groove 115. The inner wall of each of the three sliding grooves 115 is movably fitted with a sliding ring 118. The three sliding rings 118 are fixedly fitted on the outer wall of the gear frame 17. The outer wall of each of the three sliding rings 118 is fixedly installed with a set of extrusion columns 119. The inner wall of each of the six sets of movable holes 117 is fixedly inserted with a fixing ring 121. The outer wall of each of the six sets of fixing rings 121 is fixedly installed with a spring 122. The outer wall of each of the six sets of springs 122 is fixedly installed with an extrusion rod 123. The outer wall of each of the six sets of contacts 124 is located on the outer wall of the extrusion rod 123.

[0039] When the car is in normal driving condition, after the engine starts, its output rotational power is transmitted to the drive gear 12 through the drive shaft 11. This gear forms an external meshing structure with the driven gear 13. The rotation of the drive gear 12 directly drives the driven gear 13 to perform synchronous circular motion. The driven gear 13 is fixedly connected to the side wall of the reducer housing 14. Therefore, the reducer housing 14 rotates synchronously with the driven gear 13, forming the initial power input of the differential assembly. When the reducer housing 14 rotates, the gear carrier 17 encapsulated inside it begins to revolve. The three planetary gears 111 evenly distributed on the gear carrier 17 form a meshing transmission chain with the half-shaft gears 18 on both sides. At this time, the two half-shaft gears 18 are connected to the output shaft 112 through the connecting rod 19, respectively, transmitting power to the left and right drive shafts. The wheels keep the vehicle moving in a straight line while turning. When the car enters a turning condition, due to the difference in the driving radius of the inner and outer wheels, the rotational speed requirements of the left connecting rod 19 and the right output shaft 112 are different. At this time, the half-shaft gear 18 on the side with a faster rotational speed will drive the planetary gear 111 to rotate, while the half-shaft gear 18 on the side with a slower rotational speed will apply reverse resistance to the planetary gear 111. Under the constraint of the gear carrier 17, the planetary gear 111 allows the two half-shaft gears 18 to generate a speed difference through dynamic adjustment of its rotational speed, thereby ensuring that the inner and outer wheels rotate at different speeds and avoiding tire slippage or understeer caused by forced synchronization. During this process, the slip ring 118 sleeved on the outer wall of the planetary gear 111 and the sliding groove 11 on the inner wall of the reducer housing 14 interact. 5. A sliding guide structure is formed, which restricts the axial displacement of the planetary gear 111 while allowing it to rotate freely around its own axis. When the off-highway heavy truck is in motion, the speed detectors 110 and 113 installed on the outer wall of the connecting rod 19 and the output shaft 112 continuously monitor the speed difference between the two wheels. However, relying solely on the wheel speed difference method is prone to missing detection when there is slight slippage on wet and slippery roads (small wheel speed difference but power is already affected) or when the gears inside the differential are worn (no obvious wheel speed difference but abnormal vibration). On bumpy roads (short-term wheel speed fluctuations do not require locking), it is prone to misjudgment. The system simultaneously activates a multi-dimensional monitoring mechanism. The vibration detector 15 located on the surface of the reducer housing 14 collects microscopic data such as the vibration frequency, amplitude, and impact of the differential in real time, accurately capturing the vibration. The system detects high-frequency vibrations caused by abnormal gear meshing and asymmetrical vibrations from unilateral slippage. It can also distinguish between random vibrations from bumpy roads and regular vibrations from slippage scenarios. Complementing wheel speed data, it makes locking judgments more accurate. When the planetary gear 111 rotates at high speed under continuous slippage, the slip ring 118 on its outer wall drives the upper and lower extrusion columns 119 to rotate synchronously. A set of extrusion rods 123 are respectively provided on the right side of the upper extrusion column 119 and the left side of the lower extrusion column 119. The tail of the extrusion rod 123 is installed in the movable hole 117 through a spring 122, and the head is rigidly connected to the contact point 120. When the planetary gear 111 rotates, it begins to drive the extrusion column 119 to rotate through the slip ring 118, forcing the extrusion rod 123 in contact with it to compress the spring 122 and move backward.Contact point 120 is brought into contact with the fixedly installed contact point 124 to form a closed circuit. Because the upper and lower compression pins 119 contact with the compression rod 123 at different positions, if the upper contact closes first, the right wheel slips; if the lower contact closes first, the left wheel slips. Simultaneously, the controller can further accurately determine the rotational speed of the slipping wheel by measuring the time interval between the two circuit switches. This mechanism integrates a multi-dimensional sensing intelligent differential lock actuator assembly through multiple sensing mechanisms, fully understanding information such as wheel vibration and rotational speed during vehicle operation. After cross-validation using algorithms, it determines that the vehicle is in a slipping state and triggers the differential lock pre-start command. This not only quickly locks the wheel when it slips, reducing the requirements for the driver's off-road experience and operating skills, but also comprehensively improves the vehicle's passability, safety, and reliability in off-road scenarios, and prevents the risk of tire slippage or transmission rod breakage caused by forced synchronization of the differential lock at high speeds.

[0040] In some instances, refer to Figures 2-3 as well as Figures 7-9 As shown, the locking mechanism 2 includes:

[0041] The threaded sleeve 212 and the copper clip 217 are provided. The outer wall of the threaded sleeve 212 is fixedly fitted with a resistor ring 214 and a copper ring 215. One side of the outer wall of the resistor ring 214 is fixedly connected to one side of the outer wall of the copper ring 215. The outer wall of the copper clip 217 is movably fitted on the outer wall of the resistor ring 214.

[0042] An axial ring 21 is movably fitted onto the outer wall of the connecting rod 19. A retaining ring 22 is fixedly installed on one side of the outer wall of the axial ring 21. The outer wall of the retaining ring 22 is movably inserted into the interior of the connecting sleeve 16. The outer wall of the retaining ring 22 has three mounting slots 23. Three sets of springs 24 are fixedly installed at the bottom of each of the three mounting slots 23. A retaining block 25 is fixedly installed between the outer walls of each of the three sets of springs 24. The outer walls of the three retaining blocks 25 are movably inserted into the interior of the connecting sleeve 16. A shift fork 26 is movably fitted onto the outer wall of the axial ring 21. A mounting shell 27 is movably fitted onto the outer wall of the shift fork 26. A threaded rod 28 is movably inserted into the interior of the mounting shell 27. A worm gear 29 is fixedly fitted onto the outer wall of the threaded rod 28. A motor 210 is fixedly installed on the top of the mounting shell 27. The output end of the motor 210 is fixed. A worm gear 211 is installed, with its outer wall movably inserted into the interior of the mounting housing 27. The outer wall of the worm gear 211 meshes with the inner wall of the worm wheel 29. A threaded sleeve 212 is threadedly connected to the outer wall of the threaded rod 28. The threaded sleeve 212 is fixedly installed on one side of the outer wall of the shift fork 26. A spring 3 213 is fixedly installed on one side of the outer wall of the shift fork 26. One side of the outer wall of the spring 3 213 is fixedly connected to one side of the inner wall of the mounting housing 27. The outer wall of the copper clip 217 is fixedly connected to the inner wall of the mounting housing 27. A spring 4 219 is fixedly installed between the outer walls of the copper clip 217. An interface 1 216 is provided on the outer wall of the copper ring 215. An interface 2 218 is provided on the outer wall of the copper clip 217. The outer walls of interface 1 216 and interface 2 218 are movably inserted into the interior of the mounting housing 27.

[0043] When the vehicle encounters complex road conditions requiring differential lock activation, motor 210 starts operating. Its output drives worm 211 to rotate in a specific direction. Worm 211 and worm wheel 29 employ a high-precision helical gear meshing design, and the self-locking mechanism they form has unidirectional transmission characteristics. This ensures that the locking structure will not accidentally unlock due to external impact when subjected to huge torque, providing mechanical protection for subsequent rigid connections. When worm wheel 29 rotates, it drives the internal threaded rod 28 to rotate, causing the threaded sleeve 212 on the outer wall of the threaded rod 28 to move smoothly axially. The outer wall of the threaded sleeve 212 is connected to the shift fork 26. During its movement, the spring 213 is first compressed. The axial movement of the fork 26 drives the internally inserted axial ring 21 to move synchronously. The axial ring 21 drives the retaining ring 22 to move. When the retaining ring 22 moves towards the connecting sleeve 16, it first contacts the inclined surface of the retaining block 25. When the inclined surface of the retaining block 25 is squeezed, it contracts into the mounting groove 23. At the same time, the spring 24 is compressed to store elastic potential energy. When the retaining ring 22 continues to move so that the retaining block 25 is aligned with the positioning hole of the connecting sleeve 16, the spring 24 releases energy instantaneously, pushing the retaining block 25 to quickly pop out and embed into the positioning hole, forming a mechanical interlocking structure. Compared to traditional toothed differential locks, this design avoids the problem of teeth misalignment between the differential housing and the engagement sleeve due to speed differences by axially sliding the retaining ring 22 and the connecting sleeve 16, thus improving the locking effect and speed. Interface 1 216 and Interface 2 218 are connected to the positive and negative terminals of the power supply, forming a detection circuit. Current is transmitted between them through the resistance ring 214, copper ring 215, and copper retainer 217. When the threaded sleeve 212 moves, the copper retainer 217 is fixed in position, causing the resistance ring 214 to slide relative to the copper retainer 217. At this time, the resistance value in the detection circuit changes with the movement of the copper retainer 217 and the copper ring. The length of the resistance coil 214 between 215 changes – the closer the two are, the smaller the effective resistance and the larger the current. The controller can accurately calculate the movement distance of the retaining ring 22 by monitoring the current value in real time, and then determine whether the locking is fully in place. When the retaining ring 22 is completely rigidly connected to the connecting sleeve 16, the differential loses its differential function, and the engine torque is directly transmitted to both half shafts, so that the left and right wheels rotate at the same speed. At this time, even if one wheel is suspended in the air, the other wheel can still get the full torque output, which significantly improves the vehicle's ability to get out of trouble on low-traction surfaces such as mud and sand.

[0044] The wiring diagrams of the vibration detector 15, speed detector 110, speed detector 213 and motor 210 in this invention are common knowledge in the field, and their working principles are known technologies. The appropriate model is selected according to actual use. Therefore, the control methods and wiring arrangements of the vibration detector 15, speed detector 110, speed detector 213 and motor 210 will not be explained in detail.

[0045] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A differential automatic locking device, characterized in that, include: The outer wall of the testing mechanism (1) is movably fitted with a locking mechanism (2). Testing institutions (1) include: The gearbox housing (14) and three mounting sleeves (114) are provided. The outer wall of the gearbox housing (14) is provided with a vibration detector (15) to determine whether slippage occurs based on the vibration of the vehicle. The gearbox housing (14) is movably inserted with a connecting rod (19) and an output shaft (112). A speed detector (110) is fixedly installed on one side of the outer wall of the connecting rod (19), and a speed detector (113) is fixedly installed on one side of the outer wall of the output shaft (112) for real-time detection of the speed of the wheels on both sides. Each of the three mounting sleeves (114) has two mounting cavities (116) inside. The inner wall of each of the two mounting cavities (116) is fixedly inserted with a contact point (120). The inner wall of each of the three mounting sleeves (114) has two sets of movable holes (117), and the inner wall of each of the six sets of movable holes (117) is movably inserted with a contact point (124). The locking mechanism (2) includes: The threaded sleeve (212) and the copper clip (217) are provided. The outer wall of the threaded sleeve (212) is fixedly fitted with a resistor ring (214) and a copper ring (215). One side of the outer wall of the resistor ring (214) is fixedly connected to one side of the outer wall of the copper ring (215). The outer wall of the copper clip (217) is movably fitted on the outer wall of the resistor ring (214).

2. The differential automatic locking device according to claim 1, characterized in that: A driven gear (13) is fixedly installed on one side of the outer wall of the reducer housing (14). A driving gear (12) is meshed with the outer wall of the driven gear (13). A transmission shaft (11) is fixedly inserted into the inner wall of the driving gear (12). A connecting sleeve (16) is fixedly installed on one side of the outer wall of the reducer housing (14). A gear frame (17) is movably inserted into the inner wall of the reducer housing (14). The outer walls of the connecting rod (19) and the output shaft (112) are both fixedly inserted into the inside of the gear frame (17). Half-shaft gears (18) are fixedly sleeved on the outer walls of the connecting rod (19) and the output shaft (112). Three planetary gears (111) are movably inserted into the inner wall of the gear frame (17).

3. The differential automatic locking device according to claim 2, characterized in that: The outer walls of the three planetary gears (111) are movably inserted into the interior of the reducer housing (14). The outer walls of the three planetary gears (111) mesh with the outer walls of the two half-shaft gears (18). The outer wall of the gear carrier (17) is movably fitted with three mounting sleeves (114). The outer walls of the three mounting sleeves (114) are fixedly connected to the outer wall of the reducer housing (14). The inner surface of each of the three mounting sleeves (114) is provided with a sliding groove (115).

4. The differential automatic locking device according to claim 3, characterized in that: The inner surface of each of the three slide grooves (115) is movably fitted with a slip ring (118), and the three slip rings (118) are fixedly sleeved on the outer surface of the gear frame (17). A set of extrusion columns (119) are fixedly installed on the outer surface of each of the three slip rings (118).

5. The differential automatic locking device according to claim 1, characterized in that: A fixing ring (121) is fixedly inserted into the inner wall of each of the six sets of movable holes (117). A spring (122) is fixedly installed on one side of the outer wall of each of the six sets of fixing rings (121). A pressing rod (123) is fixedly installed on one side of the outer wall of each of the six sets of springs (122). One side of the outer wall of each of the six sets of contact points (124) is located on one side of the outer wall of the pressing rod (123).

6. The differential automatic locking device according to claim 1, characterized in that: An axial ring (21) is movably fitted on the outer wall of the connecting rod (19). A retaining ring (22) is fixedly installed on one side of the outer wall of the axial ring (21). The outer wall of the retaining ring (22) is movably inserted into the inside of the connecting sleeve (16). The outer wall of the retaining ring (22) has three mounting grooves (23). Three sets of springs (24) are fixedly installed at the bottom of each of the three mounting grooves (23). A retaining block (25) is fixedly installed between the outer walls of each of the three sets of springs (24).

7. A differential automatic locking device according to claim 6, characterized in that: The outer walls of the three locking blocks (25) are movably inserted into the inside of the connecting sleeve (16). The outer wall of the axial ring (21) is movably fitted with a shift fork (26). The outer wall of the shift fork (26) is movably fitted with a mounting shell (27). The inside of the mounting shell (27) is movably inserted with a threaded rod (28). The outer wall of the threaded rod (28) is fixedly fitted with a worm gear (29).

8. A differential automatic locking device according to claim 7, characterized in that: A motor (210) is fixedly installed on the top of the mounting housing (27). A worm (211) is fixedly installed on the output end of the motor (210). The outer wall of the worm (211) is movably inserted into the interior of the mounting housing (27). The outer wall of the worm (211) meshes with the inner wall of the worm wheel (29). A threaded sleeve (212) is threadedly connected to the outer wall of the threaded rod (28).

9. A differential automatic locking device according to claim 8, characterized in that: The threaded sleeve (212) is fixedly installed on one side of the outer wall of the shift fork (26). A spring three (213) is fixedly installed on one side of the outer wall of the shift fork (26). One side of the outer wall of the spring three (213) is fixedly connected to one side of the inner wall of the mounting shell (27). The outer wall of the copper clip (217) is fixedly connected to the inner wall of the mounting shell (27).

10. A differential automatic locking device according to claim 9, characterized in that: Spring four (219) is fixedly installed between the outer walls of the copper card (217), and the outer wall of the copper ring (215) is provided with interface one (216). The outer wall of the copper card (217) is provided with interface two (218). The outer walls of interface one (216) and interface two (218) are movably inserted into the interior of the mounting shell (27).

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