A fully mechanically lockable limited slip differential

Abstract

This invention discloses a fully mechanically lockable limited-slip differential, comprising a differential housing, a drive unit, a first output connection, a second output connection, a differential transmission mechanism, and a mechanical locking assembly. The differential transmission mechanism includes a first gear assembly and a second gear assembly, achieving limited-slip differential transmission through the meshing reaction between the gears and the frictional resistance of the gear surfaces. The mechanical locking assembly includes a locking mechanism for establishing a rigid locking connection between the first and second gear assemblies in the locked state, ensuring synchronous rotation of the first and second output connections. This invention combines limited-slip differential transmission with full locking functionality, improving vehicle stability and traction in complex road conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle transmission system technology, and more specifically to a limited-slip differential that can be fully mechanically locked. Background Technology

[0002] In a vehicle's drivetrain, the differential assembly, located within the drive axle between the wheels, distributes input torque to the opposite wheels and allows for a certain speed difference between the two wheels when the vehicle is turning or when road surface adhesion conditions are inconsistent, thereby ensuring smooth driving and handling stability. Therefore, the differential assembly's differential capability, limited-slip capability, and locking capability directly affect the vehicle's overall driving performance under normal road conditions, slippery road conditions, and extreme low-traction conditions.

[0003] One type of differential structure in existing technology focuses more on the full locking function, which can usually form a rigid connection between the outputs of the two opposite ends when needed, thereby meeting the needs of getting out of trouble in extreme conditions such as mud, snow, sand, and single-wheel suspension. However, this type of structure usually lacks effective automatic limited-slip capability. When the vehicle is turning normally, driving on curves, or driving on wet or snowy roads, it is difficult to adaptively limit relative rotation according to the difference in wheel speed and traction conditions. This can easily lead to problems such as insufficient driving stability, abnormal tire wear, and reduced handling, making it difficult to meet the needs of daily road conditions.

[0004] Another type of differential structure in existing technology focuses more on limited-slip differential function. This type of structure can utilize the meshing reaction and friction between internal gears to limit relative rotation when there is a speed difference between the two ends, thereby improving vehicle driving stability and safety in daily highway driving, cornering, and wet and slippery road conditions. However, this type of structure can usually only achieve a limited degree of limited slip effect and is difficult to establish a reliable and complete locking connection under extremely low traction conditions. When the vehicle is stuck in mud, sand, or one wheel is suspended in the air, power may still be lost to the low-resistance side, resulting in insufficient vehicle extrication ability.

[0005] In summary, existing technologies struggle to simultaneously meet the demands of limited-slip differential operation under normal driving conditions, full locking under extreme low-traction conditions, and the reliability requirements of the locking mechanism. Therefore, there is an urgent need to provide a fully mechanically lockable limited-slip differential that, while ensuring limited-slip differential transmission capability, achieves reliable full locking, thereby balancing vehicle stability and off-road capability. Summary of the Invention

[0006] The primary objective of this invention is to provide a fully mechanically lockable limited-slip differential to address the problem that existing differential components struggle to simultaneously achieve smooth differential transmission and limited-slip differential transmission when the vehicle is turning normally or when there is a speed difference between the corresponding wheels, and that they are unable to establish reliable locking in a timely manner under extremely low adhesion conditions, thus affecting the vehicle's ability to get out of trouble.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A fully mechanically lockable limited-slip differential includes a differential housing, a drive unit for transmission connection with an external input transmission component, a first output connection unit and a second output connection unit disposed at opposite ends of the differential housing, and a differential transmission mechanism and a mechanical locking assembly disposed within the differential housing.

[0009] The differential transmission mechanism includes a first gear assembly and a second gear assembly that are respectively connected to the first output connection and the second output connection. The first gear assembly includes a first main gear and a plurality of first auxiliary gears disposed around the first main gear. The second gear assembly includes a second main gear and a plurality of second auxiliary gears disposed around the second main gear.

[0010] The plurality of first auxiliary gears and the plurality of second auxiliary gears cooperate with each other and establish a coupled meshing transmission relationship with the first main gear and the second main gear respectively, so that when there is a speed difference between the first output connection part and the second output connection part, the relative rotation is restricted by the meshing reaction between each gear and the tooth surface friction resistance, thereby realizing the limited slip differential transmission;

[0011] The mechanical locking assembly is used to switch between an unlocked state and a locked state under the driving action of the drive assembly, and to establish a rigid locking connection between the first gear assembly and the second gear assembly in the locked state, so that the first output connection part and the second output connection part rotate synchronously; the drive assembly is an electromagnetic drive, a lead screw drive or a cylinder drive.

[0012] Furthermore, the first output connection portion and the second output connection portion are respectively disposed at opposite ends of the differential housing, and the first main gear and the second main gear are coaxially disposed.

[0013] Furthermore, the first main gear is splined or integrally connected to the first output connection part, and the second main gear is splined or integrally connected to the second output connection part to improve the stability of power transmission.

[0014] Furthermore, both the first auxiliary gear and the second auxiliary gear are helical gears, so as to regulate the relative rotation between the first gear assembly and the second gear assembly through the interaction force and tooth surface friction resistance generated when the helical teeth mesh.

[0015] Furthermore, the plurality of first auxiliary gears and the plurality of second auxiliary gears are distributed at circumferential intervals along the corresponding main gears; preferably, there are three first auxiliary gears and three second auxiliary gears.

[0016] Furthermore, the mechanical locking assembly includes a locking mechanism and an electromagnetic drive. The locking mechanism includes a locking link, an axial drive, a locking member, and a reset member. The electromagnetic drive generates a driving force upon receiving a control signal. The axial drive is coaxially arranged with the electromagnetic drive and transmits the driving force generated by the electromagnetic drive along a predetermined direction. The locking member switches between an unlocked state and a locked state. The reset member restores the locking member to the unlocked state after the electromagnetic drive releases its driving force.

[0017] Furthermore, the mechanical locking assembly includes a locking mechanism, a lead screw drive, and a shift fork. The locking mechanism includes a locking link, an axial drive, and a locking member. The lead screw drive is used to drive the shift fork to move axially, and the axial drive is used to transmit the driving force generated by the shift fork to the locking member in a predetermined direction. The locking member is used to switch between an unlocked state and a locked state.

[0018] Furthermore, the mechanical locking assembly includes a locking mechanism and a cylinder drive component. The locking mechanism includes a locking linkage, an axial drive component, a locking component, and a reset component. The cylinder drive component generates a driving force after air is supplied. The axial drive component is coaxially arranged with the cylinder and is used to transmit the driving force generated by the cylinder to the locking component. The locking component is used to switch between an unlocked state and a locked state. The reset component is used to restore the locking component to the unlocked state after the cylinder drive component releases the driving force.

[0019] Furthermore, the locking member is used to establish a rigid locking connection relationship between the first gear assembly and the second gear assembly without relative rotation in the locked state, so as to realize the synchronous rotation of the first output connection part and the second output connection part.

[0020] Furthermore, the locking member is connected to the first gear assembly and / or the second gear assembly by a spline connection, so as to establish a stable rigid locking connection relationship in the locked state and restore the limited-slip differential transmission state in the unlocked state.

[0021] Furthermore, the locking component includes a locking link, the outer peripheral surface of which is provided with a gear-shaped groove structure, so that the surface contact friction between the locking link and the corresponding guide mating part is changed to line contact friction, and a lubrication channel for the lubricating medium to flow is formed, thereby reducing the frictional resistance during the axial movement of the locking component and reducing the risk of the locking mechanism jamming, seizing or burning.

[0022] Compared with the prior art, the present invention has the following significant advantages:

[0023] Firstly, the present invention provides a differential transmission mechanism consisting of a first primary gear, a second primary gear, and multiple first auxiliary gears and second auxiliary gears within the differential housing. This mechanism enables the first output connection and the second output connection to restrict relative rotation through the meshing reaction between the gears and the frictional resistance of the tooth surfaces when there is a speed difference. This achieves limited-slip differential transmission while meeting the normal turning differential requirements of the vehicle, thereby improving the vehicle's driving stability in complex road conditions such as wet and muddy conditions.

[0024] Secondly, the present invention is equipped with a mechanical locking component, and the locking mechanism is driven by an electromagnetic drive, a lead screw drive, or a cylinder drive to switch between an unlocked state and a locked state. This allows a rigid locking connection with no relative rotation to be established between the first gear assembly and the second gear assembly when needed, so as to realize the synchronous rotation of the first output connection and the second output connection. Therefore, it can improve the vehicle's ability to get out of trouble under conditions such as single-wheel slippage, wheel suspension, or extremely low adhesion.

[0025] Thirdly, by setting the locking mechanism with an axial drive component, a locking component, and a reset component working together, the present invention enables the locking action to have the characteristics of fast response, direct control, and timely reset. While ensuring the reliability of locking under complex road conditions, it can also quickly return to the limited-slip differential transmission state after the working condition is released, thus taking into account both the ability to get out of trouble and the smoothness of driving on normal roads.

[0026] Fourth, the present invention establishes a rigid locking connection between the locking component and the first gear assembly and / or the second gear assembly by means of a spline fit. The specific locking form can be flexibly selected according to the overall vehicle layout space, output torque requirements and processing and assembly conditions. Therefore, it has good structural adaptability and engineering application suitability.

[0027] Fifth, the present invention includes a locking link as the locking component, and the outer peripheral surface of the locking link is provided with a gear-shaped groove structure, which changes the traditional surface contact friction between the locking link and the corresponding guide mating part to line contact friction, and forms a lubrication channel for the flow of lubricating medium. This reduces the frictional resistance during the axial movement of the locking component, reduces the risk of jamming, seizing or burning of the locking mechanism, and further improves the long service life and operational reliability of the mechanical full locking mechanism.

[0028] Sixth, the present invention uses multiple first auxiliary gears and multiple second auxiliary gears distributed circumferentially at intervals along the corresponding main gear, preferably three in total, which can improve the circumferential force balance and transmission smoothness while ensuring structural compactness, thereby helping to improve the overall torque transmission stability of the differential assembly. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the structure of a fully mechanically lockable limited-slip differential according to the present invention.

[0030] Figure 2 This is a side view schematic diagram of a fully mechanically lockable limited-slip differential according to the present invention.

[0031] Figure 3 This is a cross-sectional view of a fully mechanically lockable limited-slip differential according to the present invention.

[0032] Figure 4 This is a cross-sectional view of the unlocked state of a limited-slip differential that can be fully mechanically locked according to the present invention.

[0033] Figure 5 for Figure 4 A magnified view of a portion of the image.

[0034] Figure 6 This is a cross-sectional view of the locked state of a limited-slip differential that can be fully mechanically locked according to the present invention.

[0035] Figure 7 for Figure 6 A magnified view of a portion of the image.

[0036] Figure 8 This is a schematic diagram of the differential transmission mechanism of a fully mechanically lockable limited-slip differential when the differential housing is removed.

[0037] Figure 9 for Figure 8 A magnified view of a portion of the image.

[0038] Figure 10 This is a schematic diagram of the connection between the first gear assembly and the second gear assembly of a fully mechanically lockable limited-slip differential according to the present invention.

[0039] Figure 11 This is a schematic diagram of the differential transmission mechanism of a fully mechanically lockable limited-slip differential when the differential housing is removed.

[0040] Figure 12 for Figure 11 A magnified view of a portion of the image.

[0041] Figure 13 This is a side view of the gear-shaped groove structure.

[0042] A fully mechanically lockable limited-slip differential 100;

[0043] Differential housing 1;

[0044] Drive unit 2;

[0045] First output connection part 3;

[0046] Second output connection part 4;

[0047] Differential transmission mechanism 5; first gear assembly 51; first main gear 511; second protrusion 5111; first auxiliary gear 512; second gear assembly 52; second main gear 521; second auxiliary gear 522; first friction plate 531; second friction plate 532; third friction plate 533; rotating housing 54; first groove 541; third gear 55; rotating housing rear cover 56;

[0048] Mechanical locking assembly 6; locking mechanism 61; locking link 611; gear-shaped groove structure 6111; axial drive component 612; locking component 613; first protrusion 6131; second groove 6132; reset component 614; electromagnetic drive component 62; lead screw drive component 63; shift fork 64;

[0049] 7. Ten-byte byte; 8. First bearing; 9. Second bearing.

[0050] The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0051] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. Example 1:

[0052] like Figure 1-13 As shown, this embodiment proposes a fully mechanically lockable limited-slip differential 100, including a differential housing 1, a drive unit 2, a first output connection 3 and a second output connection 4 disposed at opposite ends of the differential housing 1, and a differential transmission mechanism 5 and a mechanical locking assembly 6 disposed within the differential housing 1; the first output connection 3 and the second output connection 4 are respectively disposed at opposite ends of the differential housing 1 and are respectively connected to the corresponding half-shafts via a cross 7, so as to transmit the torque output by the fully mechanically lockable limited-slip differential 100 to the corresponding wheel; the differential transmission mechanism 5 is rotatably connected to the differential housing 1 via a first bearing 8, and the first output connection 3 and the second output connection 4 are rotatably connected to the differential housing 1 via second bearings 9 on both sides.

[0053] The differential transmission mechanism 5 is disposed inside the differential housing 1. The differential transmission mechanism 5 includes a first gear assembly 51 and a second gear assembly 52, a first friction plate 531, a second friction plate 532, a third friction plate 533, a rotating housing 54, and a third gear 55. The first friction plate 531 is disposed between the first gear assembly 51 and the rear cover 56 of the rotating housing. The second friction plate 532 is disposed between the first gear assembly 51 and the second gear assembly 52. ​​The third friction plate 533 is disposed between the second gear assembly 52 and the inner end face of the rotating housing 54. The first gear assembly 51 is drivenly connected to the first output connection part 3, and the second gear assembly 52 is drivenly connected to the second output connection part 4. Specifically, the first gear assembly 51 includes a first main gear 511 and a plurality of first auxiliary gears 512 disposed around the first main gear 511, and the second gear assembly 52 includes a second main gear 521 and a plurality of second auxiliary gears 522 disposed around the second main gear 521; the first main gear 511 and the second main gear 521 are coaxially arranged and are splined or integrally connected to the corresponding output connection part to ensure the stability of power transmission.

[0054] The drive unit 2 is disposed on the differential housing 1, and a third gear 55 is disposed on the rotating housing 54. The drive unit 2 is provided with a gear that meshes with the third gear 55 to transmit power, thereby driving the rotating housing 54 to rotate, and thus transmitting power to the differential transmission mechanism 5.

[0055] Multiple first auxiliary gears 512 and multiple second auxiliary gears 522 cooperate with each other and establish coupled meshing transmission relationships with the first main gear 511 and the second main gear 521, respectively. Preferably, both the first auxiliary gears 512 and the second auxiliary gears 522 adopt helical gear structures, which restrict relative rotation through gear meshing reaction and tooth surface friction resistance, thereby realizing self-limiting slip differential transmission. Further, the multiple first auxiliary gears 512 and multiple second auxiliary gears 522 are distributed circumferentially at intervals along the corresponding main gears; in this embodiment, three first auxiliary gears 512 and three second auxiliary gears 522 are preferably provided to balance force distribution, structural compactness, and transmission smoothness.

[0056] The mechanical locking assembly 6 is disposed inside the differential housing 1 and cooperates with the differential transmission mechanism 5. The mechanical locking assembly 6 includes a locking mechanism 61 and an electromagnetic drive component 62. The locking mechanism 61 includes a locking link 611, an axial drive component 612, a locking component 613, and a reset component 614. The electromagnetic drive component 62 generates driving force upon receiving a control signal. The axial drive component 612 is coaxially arranged with the electromagnetic drive component 62 and transmits the driving force generated by the electromagnetic drive component 62 along a predetermined direction. The locking component 613 switches between an unlocked state and a locked state. The reset component 614 restores the locking component 613 to the unlocked state after the electromagnetic drive component 62 releases its driving force.

[0057] In this embodiment, the locking member 613 is preferably splined with the corresponding gear assembly and the rotating housing 54. The locking member 613 is provided with a first protrusion 6131, and the rotating housing 54 is provided with a first groove 541. The first protrusion 6131 and the first groove 541 are engaged in both the unlocked and locked states. The first main gear 511 is provided with a second protrusion 5111, and the locking member 613 is provided with a second groove 6132. In the unlocked state, the second protrusion 5111 and the second groove 6132 are separated. In the locked state, the second protrusion 5111 and the second groove 6132 are engaged, thereby establishing a rigid locking connection relationship without relative rotation between the first gear assembly 51 and the second gear assembly 52, so as to realize the synchronous rotation of the first output connection part 3 and the second output connection part 4.

[0058] The outer peripheral surface of the locking link 611 is provided with a gear-shaped groove structure 6111. The gear-shaped groove structure 6111 changes the traditional surface contact friction between the locking link 611 and the corresponding guide mating part to line contact friction, and forms a lubrication channel for the flow of lubricating medium. This facilitates the entry of lubricating oil into the mating gap, reduces the frictional resistance during the axial movement of the locking part 613, reduces the risk of the locking mechanism 61 jamming, seizing, or burning, and improves the long-term operational reliability of the locking mechanism 61.

[0059] The working process of this embodiment is as follows: Figure 4-5As shown, when the vehicle is in normal road driving condition and the adhesion conditions of the corresponding wheels at both ends are basically the same, the mechanical locking assembly 6 is in the unlocked state, the locking member 613 remains separated from the corresponding gear assembly under the action of the reset member 614, and the differential transmission mechanism 5 is in the normal limited-slip differential transmission state. At this time, the drive unit 2 drives the differential transmission mechanism 5 to rotate, and the first main gear 511, the second main gear 521, and multiple first auxiliary gears 512 and second auxiliary gears 522 jointly participate in the transmission. When there is a speed difference between the first output connection part 3 and the second output connection part 4, the meshing reaction between each gear and the tooth surface friction resistance restrict the relative rotation, thereby providing limited-slip capability while allowing differential speed.

[0060] When the vehicle is in mud, snow, gravel roads, with one wheel suspended in the air, or other extremely low-traction conditions, if the limited-slip function of the differential transmission mechanism 5 alone is insufficient to meet the needs of getting out of trouble, a locking control signal is sent to the electromagnetic drive component 62. Figure 6-7 As shown, the electromagnetic drive 62 drives the axial drive 612 to move; after the locking member 613 moves to the locked state, it forms a locking engagement with the first gear assembly 51 and / or the second gear assembly 52, establishing a rigid locking connection relationship between the first gear assembly 51 and the second gear assembly 52 without relative rotation. At this time, the first output connection part 3 and the second output connection part 4 rotate synchronously, and the input torque can be stably transmitted to the wheels at both ends, thereby enhancing the vehicle's ability to get out of trouble.

[0061] When the extreme working condition is removed, the electromagnetic drive 62 is deactivated, the reset member 614 pushes the locking member 613 to move in the opposite direction, causing it to disengage from the locking engagement, the mechanical locking assembly 6 returns to the unlocked state, and the fully mechanically locked limited-slip differential 100 returns to the limited-slip differential transmission state. Example 2:

[0062] like Figure 1-10As shown, this embodiment proposes a fully mechanically lockable limited-slip differential 100, including a differential housing 1, a drive unit 2, a first output connection 3 and a second output connection 4 disposed at opposite ends of the differential housing 1, and a differential transmission mechanism 5 and a mechanical locking assembly 6 disposed within the differential housing 1; the first output connection 3 and the second output connection 4 are respectively disposed at opposite ends of the differential housing 1 and are respectively connected to the corresponding half-shafts via a cross 7, so as to transmit the torque output by the fully mechanically lockable limited-slip differential 100 to the corresponding wheel; the differential transmission mechanism 5 is rotatably connected to the differential housing 1 via a first bearing 8, and the first output connection 3 and the second output connection 4 are rotatably connected to the differential housing 1 via second bearings 9 on both sides.

[0063] The differential transmission mechanism 5 is disposed inside the differential housing 1. The differential transmission mechanism 5 includes a first gear assembly 51 and a second gear assembly 52, a first friction plate 531, a second friction plate 532, a third friction plate 533, a rotating housing 54, and a third gear 55. The first friction plate 531 is disposed between the first gear assembly 51 and the rear cover 56 of the rotating housing. The second friction plate 532 is disposed between the first gear assembly 51 and the second gear assembly 52. ​​The third friction plate 533 is disposed between the second gear assembly 52 and the inner end face of the rotating housing 54. The first gear assembly 51 is drivenly connected to the first output connection part 3, and the second gear assembly 52 is drivenly connected to the second output connection part 4. Specifically, the first gear assembly 51 includes a first main gear 511 and a plurality of first auxiliary gears 512 disposed around the first main gear 511, and the second gear assembly 52 includes a second main gear 521 and a plurality of second auxiliary gears 522 disposed around the second main gear 521; the first main gear 511 and the second main gear 521 are coaxially arranged and are splined or integrally connected to the corresponding output connection part to ensure the stability of power transmission.

[0064] The drive unit 2 is disposed on the differential housing 1, and a third gear 55 is disposed on the rotating housing 54. The drive unit 2 is provided with a gear that meshes with the third gear 55 to transmit power, thereby driving the rotating housing 54 to rotate, and thus transmitting power to the differential transmission mechanism 5.

[0065] Multiple first auxiliary gears 512 and multiple second auxiliary gears 522 cooperate with each other and establish coupled meshing transmission relationships with the first main gear 511 and the second main gear 521, respectively. Preferably, both the first auxiliary gears 512 and the second auxiliary gears 522 adopt helical gear structures, which restrict relative rotation through gear meshing reaction and tooth surface friction resistance, thereby realizing self-limiting slip differential transmission. Further, the multiple first auxiliary gears 512 and multiple second auxiliary gears 522 are distributed circumferentially at intervals along the corresponding main gears; in this embodiment, three first auxiliary gears 512 and three second auxiliary gears 522 are preferably provided to balance force distribution, structural compactness, and transmission smoothness.

[0066] The mechanical locking assembly 6 is disposed inside the differential housing 1 and cooperates with the differential transmission mechanism 5. The mechanical locking assembly 6 includes a locking mechanism 61, a lead screw drive 63, and a shift fork 64. The locking mechanism 61 includes a locking link 611, an axial drive 612, and a locking member 613. The lead screw drive 63 drives the shift fork 64 to move axially, and the axial drive 612 transmits the driving force generated by the shift fork 64 to the locking member 613 in a predetermined direction. The locking member 613 switches between an unlocked state and a locked state. Example 3:

[0067] like Figure 1-10 As shown, this embodiment proposes a fully mechanically lockable limited-slip differential 100, including a differential housing 1, a drive unit 2, a first output connection 3 and a second output connection 4 disposed at opposite ends of the differential housing 1, and a differential transmission mechanism 5 and a mechanical locking assembly 6 disposed within the differential housing 1; the first output connection 3 and the second output connection 4 are respectively disposed at opposite ends of the differential housing 1 and are respectively connected to the corresponding half-shafts via a cross 7, so as to transmit the torque output by the fully mechanically lockable limited-slip differential 100 to the corresponding wheel; the differential transmission mechanism 5 is rotatably connected to the differential housing 1 via a first bearing 8, and the first output connection 3 and the second output connection 4 are rotatably connected to the differential housing 1 via second bearings 9 on both sides.

[0068] The differential transmission mechanism 5 is disposed inside the differential housing 1. The differential transmission mechanism 5 includes a first gear assembly 51 and a second gear assembly 52, a first friction plate 531, a second friction plate 532, a third friction plate 533, a rotating housing 54, and a third gear 55. The first friction plate 531 is disposed between the first gear assembly 51 and the rear cover 56 of the rotating housing. The second friction plate 532 is disposed between the first gear assembly 51 and the second gear assembly 52. ​​The third friction plate 533 is disposed between the second gear assembly 52 and the inner end face of the rotating housing 54. The first gear assembly 51 is drivenly connected to the first output connection part 3, and the second gear assembly 52 is drivenly connected to the second output connection part 4. Specifically, the first gear assembly 51 includes a first main gear 511 and a plurality of first auxiliary gears 512 disposed around the first main gear 511, and the second gear assembly 52 includes a second main gear 521 and a plurality of second auxiliary gears 522 disposed around the second main gear 521; the first main gear 511 and the second main gear 521 are coaxially arranged and are splined or integrally connected to the corresponding output connection part to ensure the stability of power transmission.

[0069] The drive unit 2 is disposed on the differential housing 1, and a third gear 55 is disposed on the rotating housing 54. The drive unit 2 is provided with a gear that meshes with the third gear 55 to transmit power, thereby driving the rotating housing 54 to rotate, and thus transmitting power to the differential transmission mechanism 5.

[0070] Multiple first auxiliary gears 512 and multiple second auxiliary gears 522 cooperate with each other and establish coupled meshing transmission relationships with the first main gear 511 and the second main gear 521, respectively. Preferably, both the first auxiliary gears 512 and the second auxiliary gears 522 adopt helical gear structures, which restrict relative rotation through gear meshing reaction and tooth surface friction resistance, thereby realizing self-limiting slip differential transmission. Further, the multiple first auxiliary gears 512 and multiple second auxiliary gears 522 are distributed circumferentially at intervals along the corresponding main gears; in this embodiment, three first auxiliary gears 512 and three second auxiliary gears 522 are preferably provided to balance force distribution, structural compactness, and transmission smoothness.

[0071] The mechanical locking assembly 6 is disposed inside the differential housing 1 and cooperates with the differential transmission mechanism 5. The mechanical locking assembly 6 includes a locking mechanism 61 and a cylinder drive component. The locking mechanism 61 includes a locking link 611, an axial drive component 612, a locking component 613, and a reset component 614. The cylinder drive component generates driving force after air is supplied. The axial drive component 612 is coaxially arranged with the cylinder and is used to transmit the driving force generated by the cylinder to the locking component 613. The locking component 613 is used to switch between an unlocked state and a locked state. The reset component 614 is used to restore the locking component 613 to the unlocked state after the cylinder drive component releases the driving force.

[0072] Although this application discloses several aspects and embodiments, other aspects and embodiments will be obvious to those skilled in the art. Various modifications and improvements can be made without departing from the concept of this application, and these all fall within the scope of protection of this application. The various aspects and embodiments disclosed in this application are for illustrative purposes only and are not intended to limit this application. The actual scope of protection of this application is determined by the claims.

Claims

1. A fully mechanically lockable limited-slip differential, characterized in that, It includes a differential housing, a drive unit for transmission connection with an external input transmission component, a first output connection unit and a second output connection unit disposed at opposite ends of the differential housing, and a differential transmission mechanism and a mechanical locking assembly disposed within the differential housing. The differential transmission mechanism includes a first gear assembly and a second gear assembly that are respectively connected to the first output connection and the second output connection. The first gear assembly includes a first main gear and a plurality of first auxiliary gears disposed around the first main gear. The second gear assembly includes a second main gear and a plurality of second auxiliary gears disposed around the second main gear. The plurality of first auxiliary gears and the plurality of second auxiliary gears cooperate with each other and establish a coupled meshing transmission relationship with the first main gear and the second main gear respectively, so that when there is a speed difference between the first output connection part and the second output connection part, the relative rotation is controlled by the meshing reaction between each gear and the tooth surface friction resistance, thereby realizing the limited slip differential transmission; The mechanical locking assembly is used to switch between an unlocked state and a locked state under electromagnetic drive, and to establish a rigid locking connection between the first gear assembly and the second gear assembly in the locked state, so that the first output connection part and the second output connection part rotate synchronously.

2. The fully mechanically lockable limited-slip differential according to claim 1, characterized in that, The first output connection and the second output connection are respectively disposed at opposite ends of the differential housing, and the first main gear and the second main gear are coaxially disposed.

3. The fully mechanically lockable limited-slip differential according to claim 2, characterized in that, The first main gear is splined or integrally connected to the first output connection part, and the second main gear is splined or integrally connected to the second output connection part.

4. The fully mechanically lockable limited-slip differential according to claim 1, characterized in that, Both the first auxiliary gear and the second auxiliary gear are helical gears, which regulate the relative rotation between the first gear assembly and the second gear assembly through the interaction force and tooth surface friction resistance generated when the helical teeth mesh.

5. The fully mechanically lockable limited-slip differential according to claim 1, characterized in that, The plurality of first auxiliary gears and the plurality of second auxiliary gears are respectively distributed at circumferential intervals along the corresponding main gears.

6. The fully mechanically lockable limited-slip differential according to claim 5, characterized in that, The first auxiliary gear is set to three, and the second auxiliary gear is set to three.

7. The fully mechanically lockable limited-slip differential according to claim 1, characterized in that, The mechanical locking assembly includes a locking mechanism and an electromagnetic drive. The locking mechanism includes a locking link, an axial drive, a locking element, and a reset element. The electromagnetic drive generates a driving force upon receiving a control signal. The axial drive is coaxially arranged with the electromagnetic drive and transmits the driving force generated by the electromagnetic drive along a predetermined direction. The locking element switches between an unlocked state and a locked state. The reset element restores the locking element to the unlocked state after the electromagnetic drive releases its driving force.

8. The fully mechanically lockable limited-slip differential according to claim 1, characterized in that, The mechanical locking assembly includes a locking mechanism, a lead screw drive, and a shift fork. The locking mechanism includes a locking link, an axial drive, and a locking member. The lead screw drive is used to drive the shift fork to move axially. The axial drive is used to transmit the driving force generated by the shift fork to the locking member in a predetermined direction. The locking member is used to switch between an unlocked state and a locked state.

9. The fully mechanically lockable limited-slip differential according to claim 1, characterized in that, The mechanical locking assembly includes a locking mechanism and a cylinder drive. The locking mechanism includes a locking link, an axial drive, a locking member, and a reset member. The cylinder drive generates a driving force after being vented. The axial drive is coaxially arranged with the cylinder and is used to transmit the driving force generated by the cylinder to the locking member. The locking member is used to switch between an unlocked state and a locked state. The reset member is used to restore the locking member to the unlocked state after the cylinder drive releases the driving force.

10. The fully mechanically lockable limited-slip differential according to claim 9, characterized in that, The locking member is used to establish a rigid locking connection between the first gear assembly and the second gear assembly without relative rotation in the locked state, so as to realize the synchronous rotation of the first output connection part and the second output connection part.

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