Differential mechanism and vehicle

Abstract

The utility model belongs to the technical field of vehicles, and provides a differential mechanism and a vehicle, which comprise a driving input assembly, a left coupling assembly, a right coupling assembly, a transmission piece and an extrusion brake part, the transmission part can circulate in the circulation loop; the driving input assembly comprises a partition plate ring, the left coupling assembly and the right coupling assembly are arranged on the two sides of the partition plate ring respectively, the left coupling assembly comprises a first connecting part, the right coupling assembly comprises a second connecting part, and the first connecting part and the second connecting part are arranged between the driving input assembly and the left coupling assembly and between the driving input assembly and the right coupling assembly in the axis direction. And extrusion braking parts are arranged between the partition plate ring and the first connecting part and between the partition plate ring and the second connecting part. According to the differential mechanism and the vehicle, zero-delay conversion between complete locking and necessary differential can be achieved according to different road conditions, energy loss is reduced, the safety of the vehicle and the trafficability of a road are improved, and the risks of wheel slipping and vehicle out-of-control are reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and particularly relates to a differential and a vehicle. Background Art

[0002] A differential is a mechanism for distributing power, which can split the power output into two parts and can make the angular velocities of the two output paths different, so as to realize the rotation of the left and right drive wheels (or the front and rear drive shafts) at different angular velocities.

[0003] Currently, differentials are mainly divided into two categories. One is an open differential, whose main feature is that it differentiates speed but not torque, that is, the angular velocities of the two output paths can be different, but the torque transmitted to each output path is always equal; the other is a limited-slip differential, whose feature is that it differentiates both speed and torque, that is, the angular velocities of the two output paths can be different, and at the same time the torque transmitted to each output path can also be unequal. However, due to the fact that the open differential only differentiates speed but not torque, when the adhesion of one output wheel to the ground becomes low, the other wheel with higher adhesion also reduces the driving force of the vehicle due to equal torque, or even loses it, resulting in the wheel with low adhesion slipping and idling, while the wheel with higher adhesion remains motionless, causing the vehicle to get stuck or even lose control.

[0004] Over the years, people have recognized the above disadvantages of the open differential and developed a variety of limited-slip differentials. However, today's limited-slip differentials can only partially limit slip and cannot completely lock the slipping wheel; secondly, they cannot intervene in time when the wheel adhesion decreases and causes the wheel to slip to limit the slipping wheel, but instead start to intervene after slipping to a certain extent. Although there is a certain limited-slip effect compared with the open differential, it still cannot completely stop the slipping wheel from idling. And this limited-slip mechanism not only limits slip but also limits normal differential, resulting in an increase in the differential resistance during normal vehicle driving, thus also increasing energy consumption. Summary of the Utility Model

[0005] In view of this, the utility model provides a differential to solve the technical problems existing in the prior art, such as the open differential cannot limit slip, the existing limited-slip differentials can only partially limit slip and cannot completely lock, the existing limited-slip differentials have a slow intervention speed, and the existing limited-slip mechanism not only limits slip but also limits normal differential, resulting in an increase in the differential resistance during normal vehicle driving, thus also increasing energy consumption.

[0006] The utility model provides a differential, comprising: a driving input component, a left coupling component, a right coupling component, a transmission member and a squeezing braking part; the driving input component is used for being in transmission connection with a transmission shaft and transmitting power to the left coupling component and the right coupling component through the transmission member, and the left coupling component and the right coupling component are arranged side by side along the axial direction; the axes of the driving input component, the left coupling component and the right coupling component coincide, the driving input component is provided with a guide groove extending along the axial direction, the left coupling component is provided with a first spiral groove, the right coupling component is provided with a second spiral groove, and the spiral directions of the first spiral groove and the second spiral groove are opposite; the transmission member is movably arranged between the guide groove and the first spiral groove and between the guide groove and the second spiral groove, and the transmission member can be transmitted between the first spiral groove and the second spiral groove; the driving input component is further provided with a circulating through hole, and two ends of the circulating through hole are respectively communicated with two ends of the guide groove to enclose a circulating loop, so that the transmission member can circulate in the circulating loop; the driving input component further comprises a partition ring, the left coupling component and the right coupling component are respectively arranged on two sides of the partition ring, the left coupling component comprises a first connecting part, the right coupling component comprises a second connecting part, and in the axial direction, the squeezing braking part is arranged between the driving input component and the left coupling component, between the driving input component and the right coupling component, between the partition ring and the first connecting part, and between the partition ring and the second connecting part.

[0007] As an optional implementation manner, the differential further comprises a plurality of transmission member groups, the transmission component comprises a plurality of the transmission members, the number of the circulating loops is equal to and corresponds to the number of the transmission member groups one by one; the plurality of circulating loops are arranged along the circumferential direction of the differential.

[0008] As an optional implementation manner, the transmission member is an equal-diameter ball or a roller, the plurality of equal-diameter balls or rollers are arranged tangent to each other in sequence to fill the whole circulating loop, and both the first spiral groove and the second spiral groove adopt an arc thread structure.

[0009] As an optional implementation manner, the squeezing braking part comprises a plurality of first friction plates and a plurality of second friction plates, and the first friction plates and the second friction plates are arranged alternately along the axial direction; the first friction plates are in transmission connection with the driving input component, and the second friction plates are in transmission connection with the left coupling component or the right coupling component.

[0010] As an alternative embodiment, the drive input component further includes: a transmission housing sleeved outside both the left coupling component and the right coupling component, a guide groove provided inside the transmission housing, a first spiral groove provided outside the left coupling component, and a second spiral groove provided outside the right coupling component; the guide groove and the circulation through hole penetrate the transmission housing along the axial direction; two end covers that can be respectively fixed to both ends of the transmission housing, the end covers are provided with rotary grooves, and both ends of the guide groove and the circulation through hole are respectively communicated via the rotary grooves of the two end covers to form the circulation loop.

[0011] As an alternative embodiment, the two end covers are respectively a left end cover and a right end cover, and a receiving cavity is provided between the left end cover and the left coupling component; a second receiving cavity is provided between the right end cover and the right coupling component; a third receiving cavity is provided between the left coupling component and the partition ring, and a fourth receiving cavity is provided between the right coupling component and the partition ring, and the extrusion braking parts are respectively provided in the first receiving cavity, the second receiving cavity, the third receiving cavity and the fourth receiving cavity.

[0012] As an alternative embodiment, the left coupling component further includes a left outer shaft cylinder and a left inner shaft cylinder, the left outer shaft cylinder is sleeved outside the left inner shaft cylinder, the left outer shaft cylinder and the left inner shaft cylinder are connected via the first connecting part, and the first spiral groove is provided on the outer side wall of the left outer shaft cylinder; the right coupling component further includes a right outer shaft cylinder and a right inner shaft cylinder, the right outer shaft cylinder is sleeved outside the right inner shaft cylinder, the right outer shaft cylinder and the right inner shaft cylinder are connected via the second connecting part, and the second spiral groove is provided on the outer side wall of the right outer shaft cylinder.

[0013] As an alternative embodiment, the end cover includes a first spline shaft fixedly disposed on a side of the end cover facing the transmission housing. When the left coupling assembly and the right coupling assembly are disposed within the drive input assembly, the first spline shafts of the two end covers are respectively sleeved outside the left shaft inner cylinder and the right shaft inner cylinder. The transmission housing further includes a second spline shaft fixedly disposed inside the partition ring, and the second spline shaft extends from the partition ring along the axial direction to both sides of the partition ring. The second spline shaft is respectively sleeved outside the left shaft inner cylinder and the right shaft inner cylinder. One of the first friction plate and the second friction plate is an outer friction plate, and the other of the first friction plate and the second friction plate is an inner friction plate. Both the first spline shaft and the second spline shaft are provided with external splines. Both the left shaft outer cylinder and the right shaft outer cylinder are provided with internal splines. The inner friction plate is engaged with the external spline. The outer friction plate is engaged with the internal spline of the left shaft outer cylinder and / or the internal spline of the right shaft outer cylinder.

[0014] As an alternative embodiment, the differential further includes a plurality of transmission part groups. The transmission assembly includes a plurality of the transmission parts. The circulation loop includes the circulation through hole disposed inside the transmission housing and the guide groove disposed on the inner wall of the transmission housing. The guide groove opens at the inner edge of the transmission housing so that a part of the transmission assembly exposed outside the transmission housing is engaged with the first spiral groove on the left coupling assembly, and another part is engaged with the second spiral groove on the right coupling assembly.

[0015] The present utility model further provides a vehicle, including: the differential according to any one of the above; a vehicle left half shaft connected to the left coupling assembly of the differential; a vehicle right half shaft connected to the right coupling assembly of the differential; and a power system connected to the transmission housing of the differential.

[0016] The beneficial effects of the present utility model are as follows:

[0017] 1. The differential provided in this application greatly improves the safety of the vehicle and reduces the risk of wheel slippage and vehicle out of control.

[0018] 2. The differential provided in this application can quickly respond to complete locking and complete release according to different road conditions, effectively reducing energy loss. For example, it avoids the energy loss of the existing limited-slip differential that cannot completely stop wheel slippage. Another example is that it avoids the incomplete release of the existing limited-slip differential in the differential state, resulting in an increase in differential resistance during normal vehicle driving and causing energy loss.

[0019] 3. The differential provided in this application greatly improves the passability of the road. Brief Description of the Drawings

[0020] In order to more clearly illustrate the specific embodiments of the present utility model or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0021] Figure 1 It is a schematic cross-sectional structure diagram of a differential in an embodiment of the present utility model;

[0022] Figure 2 It is a schematic longitudinal cross-sectional structure diagram of the display circulation loop of a differential in an embodiment of the present utility model;

[0023] Figure 3 It is a schematic transverse cross-sectional structure diagram of the display circulation loop of a differential in an embodiment of the present utility model;

[0024] Figure 4 It is a schematic three-dimensional structure diagram of the left coupling assembly of a differential in an embodiment of the present utility model;

[0025] Figure 5 It is a schematic three-dimensional structure diagram of the right coupling assembly of a differential in an embodiment of the present utility model;

[0026] Figure 6 It is a schematic three-dimensional structure diagram of the extrusion braking part of a differential in an embodiment of the present utility model;

[0027] Figure 7 It is a schematic three-dimensional structure diagram of the drive input assembly of a differential in an embodiment of the present utility model.

[0028] Explanation of the Reference Numerals:

[0029] 1. Transmission housing; 11 - Bearing installation part; 12 - Circulation circuit; 121 - Guide groove; 122 - Circulation through hole; 13 - Transmission flange; 14 - Partition ring; 141 - Second spline shaft; 16 - Second connection hole; 17 - Oil passage groove; 2 - Left coupling assembly; 21 - First spiral groove; 22 - Inner spline of left coupling assembly; 23 - First shaft connection spline; 24 - Outer cylinder of left shaft; 25 - Inner cylinder of left shaft; 26 - First connection part; 3 - Right coupling assembly; 31 - Second spiral groove; 32 - Inner spline of right coupling assembly; 33 - Second shaft connection spline; 34 - Outer cylinder of right shaft; 35 - Inner cylinder of right shaft; 36 - Second connection part; 4 - Transmission assembly; 5 - Disk teeth; 6 - Extrusion braking part; 61 - First friction plate; 62 - Second friction plate; 71 - Left end cover; 711 - First connection hole; 72 - Right end cover; 73 - Rotary groove; 74 - First spline shaft; 75 - Shaft hole of left end cover; 76 - Shaft hole of right end cover; 78 - Oil through hole. Detailed implementation manners

[0030] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Apparently, the described embodiments are some but not all of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0031] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0032] In the description of the present utility model, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0033] In addition, the technical features involved in different embodiments of the present utility model described below can be combined with each other as long as they do not conflict with each other.

[0034] The following combines Figures 1 to 7 , and describes the embodiments of the present utility model.

[0035] According to the embodiments of the utility model, as Figure 1 , Figure 2 and Figure 3 shown, a differential is provided, including: a driving input component, a left coupling component 2, a right coupling component 3, a transmission member, and a squeezing braking portion 6; the driving input component is used for driving connection with a transmission shaft, and transmits power to the left coupling component 2 and the right coupling component 3 through the transmission member, and the left coupling component 2 and the right coupling component 3 are arranged side by side along the axial direction; the axes of the driving input component, the left coupling component 2, and the right coupling component 3 coincide, the driving input component is provided with a guide groove 121 extending along the axial direction, the left coupling component 2 is provided with a first spiral groove 21, the right coupling component 3 is provided with a second spiral groove 31, and the spiral directions of the first spiral groove 21 and the second spiral groove 31 are opposite; the transmission member is movably arranged between the guide groove 121 and the first spiral groove 21 and between the guide groove 121 and the second spiral groove 31, and the transmission member can be transmitted between the first spiral groove 21 and the second spiral groove 31; the driving input component is further provided with a circulation through hole 122, and both ends of the circulation through hole 122 are communicated with both ends of the guide groove 121 to enclose and form a circulation loop 12, so that the transmission member can circulate in the circulation loop 12; the driving input component further includes a partition ring 14, the left coupling component 2 and the right coupling component 3 are respectively arranged on both sides of the partition ring 14, the left coupling component 2 includes a first connecting portion 26, the right coupling component 3 includes a second connecting portion 36, and in the axial direction, squeezing braking portions 6 are arranged between the driving input component and the left coupling component 2, between the driving input component and the right coupling component 3, between the partition ring 14 and the first connecting portion 26, and between the partition ring 14 and the second connecting portion 36.

[0036] In this embodiment, the differential includes a left coupling component 2, a right coupling component 3, a transmission housing 1, a transmission component 4, a squeezing braking portion 6, a left end cover 71, and a right end cover 72.

[0037] The transmission housing 1 is bolted to the left end cover 71 and the right end cover 72 to form a whole, which is collectively referred to as the driving input component here.

[0038] The differential further includes a plurality of transmission member groups 4, the transmission component 4 includes a plurality of transmission members, the number of the circulation loops 12 is equal to and corresponds one by one to the number of the transmission member groups 4; a plurality of circulation loops 12 are arranged circumferentially along the differential.

[0039] The transmission component 4 is movably arranged in the circulation loop 12, meshes with the first helical groove 21 and the second helical groove 31, and the transmission component 4 can transmit between the first helical groove 21 and the second helical groove 31.

[0040] A plurality of circulation loops 12 can be circumferentially and evenly distributed along the transmission housing 1, and a set of the transmission components 4 is arranged in each of the circulation loops 12 to improve the transmission stability of the transmission components 4 and the load-bearing capacity of the differential.

[0041] The above-mentioned partition ring 14 is fixedly arranged inside the transmission housing 1, and the left coupling component 2 and the right coupling component 3 are respectively arranged on both sides of the partition ring 14 to facilitate the axial limitation of the left coupling component 2 and the right coupling component 3 and the limitation of the extrusion braking part 6.

[0042] In the embodiment, in the axial direction, an extrusion braking part 6 is arranged between the driving input component and the left coupling component 2 and between the driving input component and the right coupling component 3 to further increase the friction force between the driving input component and the left coupling component 2 or between the driving input component and the right coupling component 3 in the limited-slip state, thereby increasing the limited-slip locking rate of the differential.

[0043] The above-mentioned extrusion braking part 6 can also be arranged between the partition ring 14 and the first connecting part 26. In this way, when the left coupling component 2 slides to the right, the extrusion braking part 6 is extruded to realize the locking of the left coupling component 2 and the driving input component.

[0044] Similarly, the above-mentioned extrusion braking part 6 can also be arranged between the partition ring 14 and the second connecting part 36. In this way, when the right coupling component 3 slides to the left, the extrusion braking part 6 is extruded to realize the locking of the right coupling component 3 and the driving input component.

[0045] A basic motion law of the differential provided by this application is that whenever the driving input component rotates, the driving input component will drive the transmission component 4 to rotate integrally, and the transmission component 4 may be in a relatively stationary state or a circulating flow state relative to the driving input component due to different force conditions of the left coupling component 2 and the right coupling component 3.

[0046] When the vehicle is driving normally on a straight road surface, the driving input component transmits the rotational torque to the left coupling component 2 and the right coupling component 3 through the transmission component 4 at the same time. If the rotational resistance torques received by the left coupling component 2 and the right coupling component 3 from the wheels are the same at this time, then the thrusts of the transmission component 4 located in the first helical groove 21 and the transmission component 4 located in the second helical groove 31 on the left coupling component 2 and the right coupling component 3 in the axial direction are equal in magnitude and opposite in direction, as Figure 4 and Figure 5As shown, at this time, under the push of the axial force of the transmission component 4, the left coupling component 2 and the right coupling component 3 have a tendency to move towards each other / away from each other, which makes it impossible for the transmission component 4 to be transmitted between the first helical groove 21 and the second helical groove 31, that is, the transmission component 4 is stationary relative to the drive input component. The transmission component 4 respectively pushes the corresponding first helical groove 21 or the second helical groove 31, so that both the left coupling component 2 and the right coupling component 3 have a tendency to slide away from each other / towards each other along the axial direction at the same time. However, due to the limitation of the drive input component, the left coupling component 2 and the right coupling component 3 are blocked from sliding axially and remain relatively stationary with the transmission component 4. Under the push of the radial component force of the transmission component 4, the left coupling component 2 and the right coupling component 3 can only rotate synchronously with the drive input component, thus realizing the equal angular velocity rotation of both the left coupling component 2 and the right coupling component 3, that is, the left and right wheels of the vehicle rotate at the same angular velocity.

[0047] When the vehicle encounters an uneven road surface during driving or when the vehicle is turning, at this time, the left wheel, the right wheel and the drive input component have different rotational speed requirements. Taking the drive input component as a reference object, for the left coupling component 2 and the right coupling component 3 relative to the drive input component, one has a requirement for forward rotation and the other has a requirement for reverse rotation. When the left coupling component 2 and the right coupling component 3 rotate in opposite directions, the moving directions of the transmission component 4 located in the first helical groove 21 and the transmission component 4 located in the second helical groove 31 in the axial direction are the same, that is, both move to the left / both move to the right, so that the transmission component 4 can be transmitted between the first helical groove 21 and the second helical groove 31, thereby realizing that both the left coupling component 2 and the right coupling component 3 can rotate at different speeds and realizing the differential function; at the same time, because the transmission component 4 can move freely in the circulation loop 12, the forces on the left coupling component 2 and the right coupling component 3 in the axial direction are very small, the frictional force squeezing the braking part 6 is very small, and the braking force between the left coupling component 2 and the right coupling component 3 and the drive input component is reduced to an extremely low level, and the energy loss caused by friction is very small, thereby reducing the energy consumption.

[0048] When the adhesion of one wheel of the vehicle to the ground becomes smaller, that is, when the wheel connected to the first of the left coupling assembly 2 and the right coupling assembly 3 is on a normal road surface and the wheel connected to the second is on a slippery road surface, the rotational resistance moment received by the first from the wheel is significantly greater than the rotational resistance moment received by the second from the wheel. At this time, the transmission assembly 4 is unevenly stressed in the axial direction of the drive input assembly. Under the push of the drive input assembly, the transmission assembly 4 has a tendency to move towards the second. The transmission assembly 4 will push the second towards the drive input assembly through the spiral groove on the second, and the axial thrust provided by the transmission assembly 4 causes the second to squeeze the corresponding extrusion braking portion 6, generating a large frictional force between the second and the drive input assembly. This frictional force will generate a rotational resistance moment, which has the effect of preventing the second from rotating, thereby suppressing the rotation of the second. This is the limited-slip function. When the frictional force between the second and the drive input assembly is large enough, although there is the push of the radial rotational moment of the transmission assembly 4, the second cannot rotate either. This limited-slip state is a complete lock-up. This limited-slip effect effectively avoids the idling of the slipping wheel and the loss of power, thereby reducing energy consumption.

[0049] Preferably, as Figure 1 and Figure 7 shown, the drive input assembly further includes a transmission housing 1. The transmission housing 1 is sleeved outside both the left coupling assembly 2 and the right coupling assembly 3. The guide groove 121 is provided on the inner side of the transmission housing 1. The first spiral groove 21 is provided on the outside of the left coupling assembly 2. The second spiral groove 31 is provided on the outside of the right coupling assembly 3. The guide groove 121 and the circulation through hole 122 penetrate the transmission housing 1 along the axial direction. Two end covers can be respectively fixed to both ends of the transmission housing 1. The end covers are provided with rotary grooves 73. Both ends of the guide groove 121 and the circulation through hole 122 are respectively communicated through the rotary grooves 73 of the two end covers to form a circulation loop 12. A plurality of transmission assemblies 4 can circulate and move in the circulation loop 12.

[0050] As Figure 1 shown, the drive input assembly may include a transmission housing 1. The transmission housing 1 is sleeved outside both the left coupling assembly 2 and the right coupling assembly 3. The first spiral groove 21 is provided on the outside of the left coupling assembly 2. The second spiral groove 31 is provided on the outside of the right coupling assembly 3. The above-mentioned guide groove 121 and the circulation through hole 122 penetrate the transmission housing 1 along the axial direction to facilitate the communication between the guide groove 121 and the circulation through hole 122.

[0051] The transmission housing 1 is provided with a circulation through hole 122 and a guide groove 121. Both ends of the circulation through hole 122 and the guide groove 121 are respectively communicated with both ends of the rotary grooves 73 on the left end cover 71 and the right end cover 72 to enclose and form a circulation loop 12, so that the transmission assembly 4 can circulate and move in the circulation loop 12.

[0052] As shown Figure 7 in the figure, the above-mentioned transmission housing 1 may further include an oil passage groove 17, which is provided on the partition ring 14. The oil passage groove 17 penetrates the transmission housing 1 in the radial direction and penetrates the partition ring 14 in the axial direction, so as to facilitate the entry of lubricant from the outside of the transmission housing 1 into the transmission housing 1, improve the lubrication of the differential, effectively reduce the transmission resistance between the transmission housing 1 and the left coupling assembly 2 and between the transmission housing 1 and the right coupling assembly 3, further reduce the energy loss of the differential, and at the same time take away the heat generated by friction between the friction plates.

[0053] At least one of the two end covers can be detachably connected to the transmission housing 1 to facilitate the assembly of the left coupling assembly 2 and the right coupling assembly 3.

[0054] The two end covers are respectively bolted to the transmission housing 1. Specifically, the above-mentioned end cover may include a first connection hole 711 that penetrates the end cover in the axial direction. Correspondingly, second connection holes 16 extending in the axial direction are provided at both ends of the above-mentioned transmission housing 1. In this way, the end cover and the transmission housing 1 can be connected by bolts passing through the first connection hole 711 and the second connection hole 16 to realize the connection and fixation of the end cover and the transmission housing 1. The number of both the first connection hole 711 and the second connection hole 16 is 8, but it is not limited thereto, and the number of the first connection hole 711 and the second connection hole 16 can be adaptively adjusted according to the size of the transmission housing 1.

[0055] However, it should be noted that the fixed connection between the two end covers and the transmission housing 1 is not limited to the form in which the two end covers are respectively bolted to the transmission housing 1. For example, one of the two end covers is detachably connected to the transmission housing 1, and the other of the two end covers is integrally connected to the transmission housing 1. Another example is that both end covers are integrally connected to the transmission housing 1, and the transmission housing 1 may include at least two parts that are detachably connected to each other.

[0056] The end cover may also be provided with an oil through hole 78, which penetrates the end cover in the axial direction, so as to facilitate the lubricant that enters the transmission housing 1 from the above-mentioned oil passage groove 17 to be discharged from the transmission housing 1 through the oil through hole 78. The lubricant can flow through the oil passage groove 17, the oil through hole and the oil through hole 78 in sequence to form a supply cycle of the lubricant. When at least part of the differential is immersed in the lubricant, the recyclability and sustainability of the lubricant can be effectively guaranteed.

[0057] The end cover is also provided with a bearing installation portion 11 for installing a bearing.

[0058] The circulation loop 12 includes a circulation through hole 122 arranged inside the transmission housing 1 and a guide groove 121 arranged on the inner wall of the transmission housing 1. The guide groove 121 opens at the inner edge of the transmission housing 1 so that the transmission component 4 is exposed to the outside of the transmission housing 1. A part of the transmission component exposed to the outside of the transmission housing 1 is engaged with the first spiral groove 21 on the left coupling assembly 2, and the other part is engaged with the second spiral groove 31 on the right coupling assembly 3.

[0059] Correspondingly, the end caps may include a revolving groove 73 corresponding to the guide groove 121. The guide groove 121, the corresponding circulation through hole 122 and the corresponding revolving grooves 73 on the two end caps form a circulation loop, constituting a circulation loop 12. The plurality of transmission components 4 can circulate and move in the circulation loop 12.

[0060] like Figure 4 As shown, preferably, the left coupling assembly 2 can include a left shaft outer cylinder 24 and a left shaft inner cylinder 25, the left shaft outer cylinder 24 is sleeved on the outside of the left shaft inner cylinder 25, the left shaft outer cylinder 24 and the left shaft inner cylinder 25 are connected via a first connecting portion 26, and the first spiral groove 21 is arranged on the outer side wall of the left shaft outer cylinder 24, so that the left coupling assembly 2 can be transmission connected to the above-mentioned drive input assembly via the left shaft outer cylinder 24, and can be transmission connected to the left half shaft of the vehicle via the first shaft connecting spline 23 on the left shaft inner cylinder 25.

[0061] like Figure 5 As shown, similarly, the right coupling assembly 3 may include a right shaft outer cylinder 34 and a right shaft inner cylinder 35, the right shaft outer cylinder 34 is sleeved on the outside of the right shaft inner cylinder 35, the right shaft outer cylinder 34 and the right shaft inner cylinder 35 are connected via a second connecting portion 36, and the second spiral groove 31 is arranged on the outer side wall of the right shaft outer cylinder 34, so that the right coupling assembly 3 can be transmission-connected to the above-mentioned drive input assembly via the right shaft outer cylinder 34, and can be transmission-connected to the right half-shaft of the vehicle via the second shaft connecting spline 33 on the right shaft inner cylinder 35.

[0062] A squeeze brake portion 6 is provided between the end cover on the side where the left coupling assembly 2 is located and the first connecting portion 26 , and between the end cover on the side where the right coupling assembly 3 is located and the second connecting portion 36 .

[0063] like Figure 6 As shown, preferably, the squeeze brake part 6 may include a plurality of first friction plates 61 and a plurality of second friction plates 62, and the first friction plates 61 and the second friction plates 62 are alternately arranged along the axial direction. The first friction plates 61 are transmission-connected to the drive input assembly, and the second friction plates 62 are transmission-connected to the left coupling assembly 2 or the right coupling assembly 3. The squeeze brake part 6 can improve the limited slip locking rate of the drive input assembly and the left coupling assembly 2 and / or the right coupling assembly 3.

[0064] Preferably, the two end covers are respectively a left end cover 71 and a right end cover 72. A first accommodation cavity is provided between the left end cover 71 and the left coupling assembly 2, a second accommodation cavity is provided between the right end cover 72 and the right coupling assembly 3, a third accommodation cavity is provided between the left coupling assembly 2 and the partition ring 14, and a fourth accommodation cavity is provided between the right coupling assembly 3 and the partition ring 14. An extrusion braking part 6 is respectively arranged in the first accommodation cavity, the second accommodation cavity, the third accommodation cavity and the fourth accommodation cavity.

[0065] Preferably, the above-mentioned extrusion braking part 6 can be arranged between the right end cover 72 and the second connection part 36. In this way, when the right coupling assembly 3 slides to the right, the extrusion braking part 6 is extruded to lock the right coupling assembly 3 and the drive input assembly.

[0066] Similarly, the above-mentioned extrusion braking part 6 can be arranged between the left end cover 71 and the first connection part 26. In this way, when the left coupling assembly 2 slides to the left, the extrusion braking part 6 is extruded to lock the left coupling assembly 2 and the drive input assembly.

[0067] Preferably, the end cover includes a first spline shaft 74, and the first spline shaft 74 is fixedly arranged on the side of the end cover facing the transmission housing 1. When the left coupling assembly 2 and the right coupling assembly 3 are arranged in the drive input assembly, the first spline shafts 74 of the two end covers are respectively sleeved on the outer sides of the left shaft inner cylinder 25 and the right shaft inner cylinder 35; the transmission housing 1 further includes a second spline shaft 141, and the second spline shaft 141 is fixedly arranged on the inner side of the partition ring 14, and the second spline shaft 141 extends from the partition ring 14 along the axial direction to both sides of the partition ring 14, and the second spline shafts 141 are respectively sleeved on the outer sides of the left shaft inner cylinder 25 and the right shaft inner cylinder 35; one of the first friction plate 61 and the second friction plate 62 is an outer friction plate, and the other of the first friction plate 61 and the second friction plate 62 is an inner friction plate; both the first spline shaft 74 and the second spline shaft 141 are provided with external splines; both the left shaft outer cylinder 24 and the right shaft outer cylinder 34 are provided with internal splines; the inner friction plate cooperates with the external spline; the outer friction plate cooperates with the internal spline of the left shaft outer cylinder 24 and / or the internal spline of the right shaft outer cylinder 34.

[0068] The above-mentioned end cover may include a first spline shaft 74, and the first spline shaft 74 is fixedly arranged on the side of the end cover facing the transmission housing 1 for sleeving the first friction plate 61 thereon.

[0069] The transmission housing 1 may further include a second spline shaft 141, and the second spline shaft 141 is fixedly arranged on the inner side of the partition ring 14, and the second spline shaft 141 extends from the partition ring 14 along the axial direction to both sides of the partition ring 14 for sleeving the first friction plate 61 thereon.

[0070] External splines are provided on one side of both the first spline shaft 74 and the second spline shaft 141 facing away from the left shaft inner cylinder 25. Internal splines are provided on the inner sides of both the left shaft outer cylinder 24 and the right shaft outer cylinder 34.

[0071] The first friction plate 61 can be an internal friction plate. The internal friction plate can cooperate with the above-mentioned external splines so as to facilitate the driving connection between the first friction plate 61 and the first spline shaft 74 and / or the second spline shaft 141. The second friction plate 62 can be an external friction plate, and the external friction plate can cooperate with the internal splines of the left shaft outer cylinder 24 and the right shaft outer cylinder 34 so as to facilitate the driving connection between the second friction plate 62 and the left coupling assembly 2 and the right coupling assembly 3. In this way, the first friction plate 61 and the second friction plate 62 are alternately arranged along the axial direction. When the squeezing brake part 6 is not squeezed, there is a gap between the first friction plate 61 and the second friction plate 62, so that the first friction plate 61 and the second friction plate 62 can rotate independently of each other. That is, the left coupling assembly 2 connected to the first friction plate 61, or the right coupling assembly 3 connected to the first friction plate 61, can rotate independently of the drive input assembly connected to the second friction plate 62. That is, the left coupling assembly 2 or the right coupling assembly 3 is released from the drive input assembly, realizing the differential speed of the left and right wheels of the differential; when the squeezing brake part 6 is squeezed, the plurality of first friction plates 61 and the plurality of second friction plates 62 are in contact with each other, and the first friction plate 61 and the second friction plate 62 form a brake under the friction action, so that the left coupling assembly 2 connected to the first friction plate 61, or the right coupling assembly 3 connected to the first friction plate 61, can have a sliding limit or complete locking with the drive input assembly connected to the second friction plate 62.

[0072] For the convenience of description, the squeezing brake part provided between the left end cover 71 and the first connecting part 26 and between the right end cover 72 and the second connecting part 36 is defined as the first brake part, and the squeezing brake part provided between the partition ring 14 and the first connecting part 26 and between the partition ring 14 and the second connecting part 36 is defined as the second brake part.

[0073] Specifically, taking the right-hand helix of the first helical groove 21 and the left-hand helix of the second helical groove 31 as an example, the limited-slip principle of the differential provided by the present application will be described in detail.

[0074] When the vehicle is traveling forward, with the left wheel on a normal road surface and the right wheel on a slippery road surface, the grip of the left wheel is greater than that of the right wheel, which makes it easier for the driving force transmitted by the drive input assembly to push the right coupling assembly 3 to rotate via the transmission assembly 4. Since the first spiral groove 21 and the second spiral groove 31 are both inclined grooves relative to the axial direction, when the transmission assembly 4 pushes the second spiral groove 31 of the right coupling assembly 3, under the action of the axial component force, the right coupling assembly 3 will slide to the right along the axial direction, so that the right coupling assembly 3 squeezes the first braking portion between the second connecting portion 36 and the right end cover 72, thereby limiting the relative rotation of the right coupling assembly 3 relative to the drive input assembly. If the friction coefficient of the squeezing braking portion 6 is large enough, the right coupling assembly 3 and the drive input assembly will be locked, thereby achieving the purpose of limited slip.

[0075] Similarly, when the right wheel is on a normal road surface and the left wheel is on a slippery road surface, the purpose of slip limitation can also be achieved similarly to the above situation. The only difference is that the first brake portion between the first connecting portion 26 and the left end cover 71 is squeezed.

[0076] When the vehicle travels backward, that is, in reverse, the situation is similar to the above-mentioned forward movement, except that it is the second braking part that is squeezed and braked.

[0077] Preferably, the drive input assembly may further include a transmission ring gear sleeved on the outer side of the transmission housing 1 , and the drive input assembly is transmission-connected to the transmission shaft via the transmission ring gear.

[0078] Preferably, if Figure 1 As shown, the transmission gear ring can be a disc gear 5. It should be noted that as long as the transmission shaft and the transmission gear ring can be meshed and transmitted, the transmission gear ring is not limited to the form of the disc gear.

[0079] In an embodiment, the left end cover 71 and the right end cover 72 may further include a bearing placement portion 11, which is fixedly arranged on the side of the end cover facing away from the transmission housing 1. The bearing placement portion 11 can be used to sleeve bearings to facilitate the installation of the differential, thereby ensuring the rotational transmission performance of the transmission housing 1.

[0080] Preferably, although not shown in the figures, the vehicle may further include a left wheel and a right wheel, wherein the left wheel is transmission-connected to the left coupling assembly 2 , and the right wheel is transmission-connected to the right coupling assembly 3 .

[0081] Preferably, not shown in the figure, the vehicle may further include a frame and bearings fixed to the frame. The number of bearings is two groups, and the two groups of bearings are arranged opposite to each other along the axis direction, and the two groups of bearings are respectively sleeved on the bearing placement parts 11 of the two end covers to achieve the fixation of the differential.

[0082] Not shown in the figure, the vehicle may further include a drive shaft, one end of the drive shaft is provided with a drive gear, and the drive gear meshes with the above-mentioned disk gear 5 to achieve power transmission.

[0083] Preferably, the transmission parts are equal-diameter ball bearings or rollers, and a plurality of equal-diameter ball bearings or rollers are arranged tangent to each other in sequence to fill the entire circulation loop 12. Both the first spiral groove 21 and the second spiral groove 31 adopt the structure of arc threads.

[0084] As an embodiment, Figure 1 In the transmission assembly 4, there is a set of steel balls with equal diameter. The steel balls are closely tangent to each other and fill the entire circulation loop 12. Similarly, rollers or the like can also be used to achieve the same transmission effect. The circulation loop 12 can be evenly arranged at multiple places along the circumferential direction of the transmission housing 1 as required.

[0085] As an embodiment, Figure 1 When the transmission assembly 4 uses equal-diameter steel balls, the first spiral groove 21 of the differential left coupling assembly 2 is as Figure 4 shown, and adopts the form of arc threads for cooperation with the steel balls, and transmits the power of the differential transmission housing 1 to the differential left coupling assembly 2 through the steel balls.

[0086] As an embodiment, Figure 1 When the transmission assembly 4 uses equal-diameter steel balls, the second spiral groove 31 of the differential right coupling assembly 3 is as Figure 5 shown, and adopts the form of arc threads for cooperation with the steel balls, and transmits the power of the differential transmission housing 1 to the differential right coupling assembly 3 through the steel balls.

[0087] As Figure 2 and Figure 3 shown, the circulation loop 12 includes a circulation through hole 122 provided inside the transmission housing 1 and a guide groove 121 provided on the inner wall of the transmission housing 1. The guide groove 121 opens at the inner edge of the transmission housing 1 so that a part of the transmission assembly 4 exposed outside the transmission housing 1 meshes with the first spiral groove 21 on the left coupling assembly 2, and another part meshes with the second spiral groove 31 on the right coupling assembly 3.

[0088] A transmission flange 13 is provided on the outer peripheral wall of the transmission housing 1, and the transmission flange 13 is adapted to connect to the disk gear 5.

[0089] The embodiment of the present application discloses a fully locking limited-slip differential. Refer to Figure 1, a fully locked limited-slip differential, comprising a transmission housing 1, in which a left coupling assembly 2, a right coupling assembly 3 and a transmission assembly 4 are rotatably arranged. A circulation loop 12 for the transmission assembly 4 to move circularly inside is provided on the outer periphery of the transmission housing 1. A first helical groove 21 is provided on the outer peripheral edge of the left coupling assembly 2, and a second helical groove 31 is provided on the outer peripheral edge of the right coupling assembly 3. The transmission assembly 4 is placed in the circulation loop 12 and meshes with the first helical groove 21 and the second helical groove 31. Since the helix directions of the first helical groove 21 and the second helical groove 31 are opposite, if the left coupling assembly 2 and the right coupling assembly 3 rotate in the same direction relative to each other, the transmission assembly 4 in the circulation loop 12 cannot circulate and can only remain in place; if the left coupling assembly 2 and the right coupling assembly 3 rotate in opposite directions relative to each other, the transmission assembly 4 can move circularly back and forth in the circulation loop 12 under the push of the left coupling assembly 2 and the right coupling assembly 3. An extrusion braking part 6 is installed between the driving input assembly and the left coupling assembly 2 and the right coupling assembly 3. The left coupling assembly 2 and the right coupling assembly 3 can move left and right along the differential axis inside the transmission housing 1 under the push of the transmission assembly 4, exerting a pressing and releasing effect on the corresponding extrusion braking part 6. When the vehicle needs limited slip, the extrusion braking part 6 is pressed, and when the vehicle needs differential, the extrusion braking part 6 is released.

[0090] The disk gear 5 is fixedly connected to the differential transmission flange 13 by bolts; bearing positions 11 are provided at both ends of the differential transmission housing 1 for supporting and fixing the differential body; the left half shaft of the vehicle penetrates into the interior of the differential transmission housing 1 through the left end cover shaft hole 75 and is slidably and cooperatively connected to the differential left coupling assembly 2 through the first shaft connecting spline 23, and the right half shaft of the vehicle penetrates into the interior of the differential transmission housing 1 through the right end cover shaft hole 76 and is slidably and cooperatively connected to the differential right coupling assembly 3 through the second shaft connecting spline 33.

[0091] An extrusion braking part 6 as shown in Figure 6 is installed between the driving input assembly and the left coupling assembly 2 and the right coupling assembly 3. The extrusion braking part 6 is composed of multiple groups of first friction plates 61 and multiple groups of second friction plates 62. The inner spline of the first friction plate 61 is slidably and cooperatively connected to the outer spline of the driving input assembly, and the outer spline of the second friction plate 62 is slidably and cooperatively connected to the inner spline 22 of the left coupling assembly or the inner spline 32 of the right coupling assembly.

[0092] This application also proposes a vehicle, comprising: the differential of any one of the above; the left half shaft of the vehicle is connected to the left coupling assembly 2 of the differential; the right half shaft of the vehicle is connected to the right coupling assembly 3 of the differential; and a power system is connected to the transmission housing 1 of the differential.

[0093] Obviously, the above embodiments are merely examples given for clear illustration and are not limitations on the implementation manners.

[0094] For those of ordinary skill in the art, based on the above description, other different forms of changes or modifications can be made. It is not necessary and impossible to enumerate all the implementation manners here. And the obvious changes or modifications derived therefrom are still within the protection scope of this utility model creation.

Claims

1. A differential, characterized in that: include: Drive input assembly, left coupling assembly, right coupling assembly, transmission member and extrusion brake part; The drive input assembly is used to be connected to the transmission shaft and transmit power to the left coupling assembly and the right coupling assembly through the transmission member. The left coupling assembly and the right coupling assembly are arranged side by side along the axis direction. The axes of the drive input assembly, the left coupling assembly and the right coupling assembly coincide with each other, the drive input assembly is provided with a guide groove extending along the axis direction, the left coupling assembly is provided with a first spiral groove, and the right coupling assembly is provided with a second spiral groove, and the first spiral groove and the second spiral groove have opposite rotation directions; The transmission member is movably disposed between the guide groove and the first spiral groove and between the guide groove and the second spiral groove, and the transmission member can transmit between the first spiral groove and the second spiral groove; The drive input assembly is further provided with a circulation through hole, the two ends of which are respectively connected with the two ends of the guide groove to form a circulation loop, so that the transmission member can circulate in the circulation loop; The drive input assembly includes a partition ring, the left coupling assembly and the right coupling assembly are respectively arranged on both sides of the partition ring, the left coupling assembly includes a first connecting portion, and the right coupling assembly includes a second connecting portion. In the axial direction, the extrusion braking portion is provided between the drive input assembly and the left coupling assembly, between the drive input assembly and the right coupling assembly, and between the partition ring and the first connecting portion, and between the partition ring and the second connecting portion.

2. The differential according to claim 1, characterized in that: The differential further comprises a plurality of transmission member groups, the transmission assembly comprises a plurality of the transmission members, the number of the circulation loops is equal to the number of the transmission member groups and corresponds one to one; the plurality of the circulation loops are arranged along the circumference of the differential.

3. The differential according to claim 2, characterized in that: The transmission member is a ball or roller of equal diameter, and a plurality of the ball or roller of equal diameter are arranged tangentially in sequence to fill the entire circulation loop; the first spiral groove and the second spiral groove both adopt a circular arc thread structure.

4. A differential according to any one of claims 1 to 3, characterized in that: The extrusion braking part includes a plurality of first friction plates and a plurality of second friction plates, and the first friction plates and the second friction plates are alternately arranged along the axial direction; the first friction plates are transmission connected to the drive input assembly, and the second friction plates are transmission connected to the left coupling assembly or the right coupling assembly.

5. A differential according to claim 4, characterized in that: The drive input assembly comprises: A transmission housing, wherein the transmission housing is sleeved on the outer sides of the left coupling assembly and the right coupling assembly, the guide groove is arranged on the inner side of the transmission housing, the first spiral groove is arranged on the outer side of the left coupling assembly, and the second spiral groove is arranged on the outer side of the right coupling assembly; the guide groove and the circulation through hole penetrate the transmission housing along the axial direction; Two end covers, the two end covers can be fixed on the two ends of the transmission housing respectively, the end covers are provided with a rotation groove, and the two ends of the guide groove and the circulation through hole are connected via the rotation grooves of the two end covers respectively to form the circulation loop.

6. A differential according to claim 5, characterized in that: The two end covers are respectively a left end cover and a right end cover, a first accommodating chamber is provided between the left end cover and the left coupling assembly, a second accommodating chamber is provided between the right end cover and the right coupling assembly, a third accommodating chamber is provided between the left coupling assembly and the partition ring, a fourth accommodating chamber is provided between the right coupling assembly and the partition ring, and the extrusion braking portion is respectively provided in the first accommodating chamber, the second accommodating chamber, the third accommodating chamber and the fourth accommodating chamber.

7. A differential according to claim 5, characterized in that: The left coupling assembly also includes a left shaft outer cylinder and a left shaft inner cylinder, the left shaft outer cylinder is sleeved on the outside of the left shaft inner cylinder, the left shaft outer cylinder and the left shaft inner cylinder are connected via the first connecting portion, and the first spiral groove is arranged on the outer side wall of the left shaft outer cylinder; the right coupling assembly also includes a right shaft outer cylinder and a right shaft inner cylinder, the right shaft outer cylinder is sleeved on the outside of the right shaft inner cylinder, the right shaft outer cylinder and the right shaft inner cylinder are connected via the second connecting portion, and the second spiral groove is arranged on the outer side wall of the right shaft outer cylinder.

8. A differential according to claim 7, characterized in that: The end cover includes a first spline shaft, which is fixedly arranged on a side of the end cover facing the transmission housing. When the left coupling shaft assembly and the right coupling shaft assembly are arranged in the drive input assembly, the first spline shafts of the two end covers are respectively sleeved on the outer sides of the left shaft inner cylinder and the right shaft inner cylinder; the transmission housing also includes a second spline shaft, which is fixedly arranged on the inner side of the partition ring, and the second spline shaft extends from the partition ring along the axial direction to both sides of the partition ring, and the second spline shaft The spline shafts are respectively sleeved on the outer sides of the left shaft inner cylinder and the right shaft inner cylinder; one of the first friction plate and the second friction plate is an outer friction plate, and the other of the first friction plate and the second friction plate is an inner friction plate; both the first spline shaft and the second spline shaft are provided with external splines; both the left shaft outer cylinder and the right shaft outer cylinder are provided with internal splines; the inner friction plate cooperates with the external splines; the outer friction plate cooperates with the internal splines of the left shaft outer cylinder and / or the internal splines of the right shaft outer cylinder.

9. The differential according to claim 5, characterized in that: The differential also includes a plurality of transmission member groups, and the transmission assembly includes a plurality of the transmission members; the circulation loop includes the circulation through hole arranged inside the transmission housing and the guide groove arranged on the inner wall of the transmission housing, and the guide groove opens at the inner edge of the transmission housing so that the transmission assembly is exposed to the outside of the transmission housing, and a part of the transmission assembly exposed to the outside of the transmission housing is meshed with the first spiral groove on the left coupling assembly, and the other part is meshed with the second spiral groove on the right coupling assembly.

10. A vehicle, characterized in that: include: A differential as claimed in any one of claims 1 to 9; A left half shaft of the vehicle connected to the left coupling assembly of the differential; A right half shaft of the vehicle connected to the right coupling assembly of the differential; A power system is connected to the transmission case of the differential.

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