Double-clutch differential mechanism

Abstract

The utility model discloses a double-clutch differential mechanism, and belongs to the technical field of differential mechanisms. The double-clutch differential mechanism comprises an outer disc and an outer disc end cover, a circle of transmission teeth are fixedly installed on the outer side of the outer disc, two middle discs are movably arranged in the outer disc, two inner discs are rotationally arranged in the two middle discs, pin rollers in contact fit with the inner discs are rotationally arranged on the middle discs, elastic torsion assemblies are arranged on the inner discs, and the outer disc end cover is fixedly connected with the outer disc end cover. A circle of inner disc keys are arranged in the center of the inner disc. According to the technical scheme, the double-clutch differential mechanism enables wheels on the two sides not to be mutually restricted any more.

Description

Technical Field

[0001] The utility model relates to the technical field, in particular to a dual-clutch differential. Background Art

[0002] Currently, the speed difference between the inner and outer wheels when a vehicle turns is adjusted using a planetary differential. This traditional planetary differential can successfully solve the problem of different speeds between the inner and outer wheels when the vehicle turns. However, the shortcomings exposed in the differential process are:

[0003] 1. From a design perspective, the axle and planetary gears are in a bounded meshing arrangement, which cannot be disengaged under any circumstances. This means that when the vehicle turns, the speed difference between the two wheels must be transferred between the two wheels and cannot be eliminated on its own. Therefore, the axle and planetary gears rotate continuously during the entire turning process, generating a lot of noise and causing gear wear, which reduces the gear life.

[0004] 2. This type of gear operation, not used to propel the vehicle, inevitably results in unnecessary kinetic energy loss. Historical differential failure cases show that planetary gears or cross shafts often break after long-term use. This indicates that the resistance to speed conversion between the inner and outer wheels, as well as the kinetic energy consumed, is significant. This not only increases the differential's failure rate but also results in a loss of vehicle kinetic energy.

[0005] Therefore, it is necessary to design a dual-clutch differential. Utility Model Content

[0006] The purpose of the present utility model is to provide a dual-clutch differential to solve the problems raised in the above background technology.

[0007] To achieve the above objectives, the present invention provides the following technical solutions:

[0008] A dual-clutch differential comprises an outer plate and an outer plate end cover, a circle of transmission teeth being fixedly mounted on the outer side of the outer plate, two middle plates being movably arranged inside the outer plate, two inner plates being rotatably arranged inside the two middle plates, rollers being rotatably arranged on the middle plates for contact and engagement with the inner plates, the inner plates and the middle plates being transmission-connected via an elastic torsion assembly, and a circle of inner plate keys being arranged at the center of the inner plates.

[0009] This technical solution provides a combination of two sets of inner discs and middle discs, so that the two wheels are no longer restricted by each other.

[0010] As a further solution of the present invention: a plurality of cutouts are provided on the middle disk, rollers are movably provided in the cutouts, a plurality of cut surfaces are provided on the outer surface of the inner disk, and the rollers are in contact with the cut surfaces.

[0011] This technical solution elaborates the cooperation between the roller and the inner disc in detail.

[0012] As a further solution of the present invention: the elastic torsion component includes a torsion spring, a middle disk torsion spring hole is opened on the inner side of the middle disk, an inner disk torsion spring hole is opened on the outer side of the inner disk, and the two ends of the torsion spring are respectively located inside the middle disk torsion spring hole and the inner disk torsion spring hole.

[0013] This technical solution elaborates the structure of the elastic torsion component in detail.

[0014] As a further solution of the present invention: a plurality of cutouts are provided on the middle disk, rollers are movably provided in the cutouts, a plurality of grooves are provided on the inner side of the outer disk, and the rollers are in contact with the inner walls of the grooves.

[0015] This technical solution

[0016] As a further solution of the present invention: the elastic torsion assembly includes a torsion spring, which is wound inside the inner disk. An outer disk torsion spring hole is opened on the outer disk, and one end of the torsion spring extends into the outer disk torsion spring hole.

[0017] This technical solution

[0018] As a further solution of the present invention: a steel ball sleeve is provided on the outer disc end cover, one side of which is in contact with one of the middle discs, a steel ball 1 is provided in the steel ball sleeve, a pressure plate in contact with the steel ball 1 is sleeved on the outer side of the outer disc end cover, and a shift fork is provided on the outer side of the pressure plate in contact with the steel ball 1.

[0019] The technical solution elaborates on the components for applying external force.

[0020] As a further solution of the present invention: the rollers are divided into reversing rollers and forward rollers, multiple groups of reversing rollers and forward rollers are movably arranged on the middle disk, multiple high points are arranged on the outer surface of the inner disk, and inclined surfaces are arranged on both sides of the high points, and the inclined surfaces are in contact with the reversing rollers and the forward rollers.

[0021] This technical solution describes another way of matching the rollers with the inner disc.

[0022] As a further solution of the present invention: the elastic torsion component includes a groove opened on the inner disk, and two spring plates are fixedly arranged in the groove. One end of the two spring plates extends between the reversing roller and the forward roller, and contacts and cooperates with the reversing roller and the forward roller respectively.

[0023] This technical solution describes the structure of another elastic torsion component.

[0024] As a further solution of the present invention: a separation column is fixedly installed on the middle disk, the separation column is located on one side of the reversing roller, a shift block is rotatably provided in the groove, and the shift block is in contact with the separation column.

[0025] This technical solution describes a component with a limiting function.

[0026] In summary, the beneficial effects of the utility model are as follows: by setting up a combination of two groups of inner discs and middle discs, the two wheels are no longer restricted by each other, the force between the gears is reduced, the wear of the gears is reduced, the service life is increased, and the noise generation is reduced; by setting up an elastic torsion component, the inner disc and the middle disc can move relative to each other to a certain extent, and can be reset; by setting up rollers, the inner disc and the outer disc are pressed together, so that the inner disc can run at the same speed as the outer disc, and the inner disc on the side with a higher speed can be made to idle when the vehicle turns. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a structural diagram of a dual-clutch differential in Example 1;

[0028] Figure 2 is a cross-sectional view of a dual-clutch differential in Example 1;

[0029] Figure 3 This is a structural diagram of the inner disk in Example 1;

[0030] Figure 4 This is a structural diagram of the middle disk in Example 1;

[0031] Figure 5 This is a structural diagram of a dual-clutch differential in Example 2;

[0032] Figure 6 is a cross-sectional view of a dual-clutch differential in Example 2;

[0033] Figure 7 This is a structural diagram of the inner disk in Example 2;

[0034] Figure 8 This is a structural diagram of the middle disk in Example 2;

[0035] Figure 9 This is a cross-sectional view of a dual-clutch differential according to embodiment 3.

[0036] In the figure: 1. Drive tooth; 2. Outer plate; 3. Roller; 4. Inner plate; 5. Middle plate; 6. Torsion spring; 7. Steel ball sleeve; 8. Steel ball one; 9. Shift fork; 10. Bearing; 11. Outer plate end cover; 12. Shaft; 15. Inner plate key; 16. Torsion spring hole in middle plate; 17. Torsion spring hole in inner plate; 18. Steel ball in middle plate; 19. Screw; 20. Notch; 21. Pressure plate; 22. Reverse roller; 24. Section; 25. Relief depression; 26. Shrapnel pin; 27. Shrapnel; 28. Steel ball two; 29. ​​Forward roller; 30. Separation column; 31. Shift block; 32. Shift block pin; 33. Inclined surface; 34. High point; 35. Groove; 36. Recess; 37. Torsion spring hole in outer plate. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] Example 1

[0039] See also Figure 1-4 ,like Figure 1As shown, a dual-clutch differential includes an outer plate 2 and an outer plate end cover 11 detachably connected by a screw 19. Preferably, bearings 10 are provided on the outer plate 2 and the outer plate end cover 11. A circle of transmission teeth 1 is fixedly installed on the outer side of the outer plate 2, and the outer side of the transmission teeth 1 is connected to the power source. Two middle plates 5 are movably provided inside the outer plate 2. Preferably, a middle plate steel ball 18 is provided between the end face of one of the middle plates 5 and the outer plate 2 to reduce the friction between the outer plate 2 and the middle plate 5. A plurality of cutouts 20 are opened on the middle plate 5, and rollers 3 are movably provided in the cutouts 20. The outer surface of the inner plate 4 is provided with a plurality of cutouts 24. Due to the design of the cutouts 24, the gaps between the inner and outer plates are different. The rollers 3 are in contact with the cutouts 24. Two inner plates 4 are rotatably provided in the two middle plates 5. Preferably, a load-reducing recess 25 is provided in the inner plate 4. , a roller 3 is rotatably provided on the middle plate 5 and contacts with the inner plate 4. The inner plate 4 and the middle plate 5 are connected through an elastic torsion assembly. The elastic torsion assembly includes a torsion spring 6. A middle plate torsion spring hole 16 is opened on the inner side of the middle plate 5, and an inner plate torsion spring hole 17 is opened on the outer side of the inner plate 4. The two ends of the torsion spring 6 are respectively located inside the middle plate torsion spring hole 16 and the inner plate torsion spring hole 17. A circle of inner plate key 15 is provided at the center of the inner plate 4. The inner plate key 15 can limit the shaft 12 installed in the inner plate 4. The two shafts 12 are respectively connected to the two wheels. A steel ball sleeve 7 is provided on the outer plate end cover 11, and a steel ball 8 is provided in the steel ball sleeve 7. The outer side of the outer plate end cover 11 is sleeved with a pressure plate 21 that contacts and cooperates with the steel ball 8. The outer side of the pressure plate 21 is contacted with a shift fork 9.

[0040] When the vehicle is moving straight: the middle plate 5 and roller 3, under the action of torsion spring 6, make the inner plate 4 and outer plate 2 rotate at the same speed. When the vehicle moves forward, the power is transmitted from the transmission gear 1, outer plate 2, roller 3, inner plate 4 to the core shaft 12 of the inner plate 4 and the wheel in sequence, thereby propelling the vehicle forward.

[0041] When the vehicle turns: When there is a speed difference between the two wheels when the vehicle turns, the outer wheel and the inner plate 4 have a higher speed than the outer plate 2, so the inner plate 4 squeezes the roller 3 to move to the large space between the outer plate 2 and the inner plate 4, so that the middle plate 5 does not contact the inner wall of the outer plate 2. Under the torsion of the torsion spring 6, the roller 3 is restricted from combining with the small space on the other side of the same cut surface 24. This creates a state of air slip between the wheel and the shaft at the high-speed rotating end and the inner plate 4, and the power can only be transmitted to the inner ring wheel with a slower speed. In this way, the differential composed of two automatic two-way clutches completes the differential process when the vehicle turns, and also avoids the resistance generated by the planetary differential method.

[0042] When reversing, the power reverse clutch engages in this manner: As described above, when the vehicle is moving forward, the roller 3, inner plate 4, and outer plate 2 are normally engaged due to the action of the torsion spring 6. Therefore, when reversing, the torsion force of the torsion spring 6 must be overcome or released to allow the center plate 5 and roller 3 to shift positions. To reverse, the shift fork 9, powered by electric or other means, sequentially moves to generate pressure and friction on the pressure plate 21, steel ball 8, steel ball sleeve 7, center plate 5, and roller 3. As the drive gear 1 and outer plate 2 rotate in the opposite direction, the center plate 5 and other components, under the pressure, rotate inversely until the roller 3 enters the narrow space between the inner and outer plates, allowing it to engage, thus achieving reverse power transmission.

[0043] Automatic disengagement of the two clutches and vehicle coasting: When the engine's output speed is lower than the wheel's, the inner plates (4) of the two clutches push the rollers (3) into the larger space between the inner and outer plates, separating the outer and inner plates (2) and severing forward power transmission. Disengagement of the two clutches also disengages the differential, which not only increases vehicle coasting opportunities and saves energy, but also allows clutch-free shifting while driving.

[0044] The two clutches are engaged when the vehicle is coasting: if the vehicle is traveling on a downhill section and requires engine braking, the two clutches must be engaged in reverse in a timely manner. The technical method to achieve this requirement is the same as the technical means used for reversing the vehicle, and both rely on the action of the shift fork 9 to change the engagement position of the center plate 5 and the roller 3.

[0045] Example 2

[0046] See also Figure 5-8 ,like Figure 5As shown, a dual-clutch differential includes an outer plate 2 and an outer plate end cover 11 that are detachably connected by a screw 19. Preferably, bearings 10 are provided on the outer plate 2 and the outer plate end cover 11. A circle of transmission gears 1 is fixedly installed on the outer side of the outer plate 2. The transmission gears 1 are externally connected to a power source. Two middle plates 5 are movably provided inside the outer plate 2. Different from the first embodiment, a plurality of connecting columns can be installed on the middle plate 5. A steel ball 28 is provided between the two middle plates 5. Two inner plates 4 are rotatably provided in the two middle plates 5. Rollers 3 that contact and cooperate with the inner plates 4 are rotatably provided on the middle plates 5. Different from the first embodiment, the rollers 3 are divided into reverse rollers 22 and forward rollers 29. Multiple groups of reverse rollers 22 and forward rollers 29 are movably provided on the middle plate 5. A plurality of high points 34 are provided on the outer surface of the inner plate 4. Inclined surfaces 33 are provided on both sides of the high points 34. The inclined surfaces 33 are aligned with the reverse rollers 22 and The forward rollers 29 are in contact and cooperate, and the inner disc 4 and the middle disc 5 are connected through an elastic torsion assembly. Different from the embodiment 1, the elastic torsion assembly includes a groove 35 opened on the inner disc 4, and two elastic pieces 27 are fixedly provided in the groove 35 by an elastic piece pin 26. One end of the two elastic pieces 27 extends between the reversing roller 22 and the forward roller 29, and contacts and cooperates with the reversing roller 22 and the forward roller 29 respectively. A separation column 30 is fixedly installed on the middle disc 5, and the separation column 30 is located on one side of the reversing roller 22. A shift block 31 is rotatably provided in the groove 35 by a shift block pin 32, and the shift block 31 contacts and cooperates with the separation column 30. A circle of inner disc keys 15 is provided at the center position of the inner disc 4. The inner disc key 15 can limit the shaft 12 installed in the inner disc 4. The two shafts 12 are respectively connected to the two wheels. Compared with the embodiment 1, this embodiment does not require external force interference.

[0047] Power transmission during forward and reverse driving: Due to the design of the high point 34 and the inclined surface 33, the outer disc 2 provides spaces of different sizes for the reverse roller 22 and the forward roller 29. When the reverse roller 22 and the forward roller 29 enter the large space, the inner and outer discs separate. When the reverse roller 22 and the forward roller 29 enter the small space, the inner and outer discs are tightly combined to transmit power. The reverse roller 22 and the forward roller 29 are arranged side by side at the junction of the inner disc 4 and the outer disc 2. The spring piece 27 between the two uses its elastic force to push the two rollers into the small space between the inner and outer discs. Therefore, when the outer disc 2 rotates, the two rollers are normally combined and can transmit power regardless of whether it is rotating forward or reverse.

[0048] Implementation of the left and right wheel differential: When the two wheels have different speeds, the wheel with higher speed drives its inner disc 4 through the shaft 12 to rotate faster than the speed of the inner disc 4 and outer disc 2 on the other side. The inner disc 4 running at high speed has a higher speed than the outer disc 2, so that the forward roller 29 slips toward the large space. At this time, the reverse roller 22 should be in the engaged position, but because the inner and outer discs have caused the middle disc 5 and the separator 30 to lag behind due to the forward far rotation, the lagging separator 30 presses the pull block 13 to tilt the reverse roller 22 toward the large space between the two discs and prevent it from engaging, thereby realizing the separation of the one-sided clutch and the wheel. At this time, it does not affect the operation of the shaft and wheel driven by the other side clutch.

[0049] Power disengagement during vehicle coasting: When the vehicle stops accelerating and reverses, causing reverse slip, the reverse roller 22 between the inner and outer discs 4 and 2 is disengaged. This allows the vehicle to coast in the same manner as the two-wheel differential described above. The difference is that while differentials involve unilateral wheel slip, coasting involves both wheels simultaneously disengaging from the main engine power, achieving freewheeling. Similar to the unilateral wheel differential described above, when the inner and outer discs of the two clutches reach a constant speed during forward movement, the center disc 5, which is flexibly mounted between the inner and outer discs, and its integrated decoupling post 30, experience hysteresis motion under the action of centrifugal force. At this point, the shifter 31 forces the reverse roller 22 out of the engagement between the inner and outer discs 4 and 2 into a larger space, disengaging the inner and outer discs 4 and 2, severing the power connection and achieving freewheeling.

[0050] Example 3

[0051] See also Figure 9 ,like Figure 9 As shown, compared with the first embodiment, this embodiment has a plurality of grooves 36 provided on the inner side of the outer disk 2, the roller 3 contacts and cooperates with the inner wall of the groove 36, and the groove 36 replaces the function of the cut surface 24. The elastic torsion component includes a torsion spring 6, which is wound inside the inner disk 4. An outer disk torsion spring hole 37 is provided on the outer disk 2, and one end of the torsion spring 6 extends to the inside of the outer disk torsion spring hole 37.

[0052] When the vehicle is moving straight: the middle plate 5 and roller 3, under the action of torsion spring 6, make the inner plate 4 and outer plate 2 rotate at the same speed. When the vehicle moves forward, the power is transmitted from the transmission gear 1, outer plate 2, roller 3, inner plate 4 to the core shaft 12 of the inner plate 4 and the wheel in sequence, thereby propelling the vehicle forward.

[0053] When the vehicle turns: When there is a speed difference between the two wheels when the vehicle turns, the outer wheel and the inner plate 4 have a higher speed than the outer plate 2, so the inner plate 4 squeezes the roller 3 to move to the deepest part of the groove 36, so that the restriction between the middle plate 5 and the outer plate 2 caused by the roller 3 disappears. Under the torsion of the torsion spring 6, the roller 3 is restricted from binding to the small space on the other side of the same groove 36. This creates a state of air slip between the wheel and the shaft at the high-speed rotating end and the inner plate 4, and the power can only be transmitted to the inner ring wheel with a slower speed. In this way, the differential composed of two automatic two-way clutches completes the differential process when the vehicle turns, and also avoids the resistance caused by the planetary differential method.

[0054] When reversing, the power reverse clutch engages as described above. As can be seen, when the vehicle is moving forward, the roller 3, inner plate 4, and outer plate 2 are normally engaged due to the action of torsion spring 6. Therefore, when reversing, the torsion force of torsion spring 6 must be overcome or released to allow the center plate 5 and roller 3 to shift positions. To reverse, the shift fork 9, electrically or otherwise, moves laterally, generating pressure and friction on the pressure plate 21, steel ball 8, steel ball sleeve 7, center plate 5, and roller 3. As the drive gear 1 and outer plate 2 rotate in the opposite direction, the pressure forces the center plate 5 and other components to reverse, until the roller 3 enters the narrow space on one side of the groove 36, achieving reverse power transmission.

[0055] Automatic disengagement of the two clutches and vehicle coasting: When the engine's output speed is lower than the wheel's speed, the inner plates 4 of the two clutches push the rollers 3 toward the large space between the inner and outer plates, where the grooves 36 are deepest. This separates the outer and inner plates 2 and 4, cutting off the transmission of forward power. Disengagement of the two clutches also disengages the differential, which not only increases the vehicle's freewheeling opportunities and saves energy, but also allows the vehicle to shift gears while driving without using the clutch.

[0056] It should be noted that the above embodiments are only specific and clear descriptions of the technical solutions and technical features of the present application. For those skilled in the art, solutions or features that belong to the prior art or common knowledge will not be described in detail in the above embodiments.

[0057] In addition, the technical solutions of the present application are not limited to the above-mentioned embodiments. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A dual-clutch differential, comprising an outer disc (2) and an outer disc end cover (11), characterized in that: A circle of transmission teeth (1) is fixedly mounted on the outer side of the outer disk (2); two middle disks (5) are movably arranged inside the outer disk (2); two inner disks (4) are rotatably arranged inside the two middle disks (5); rollers (3) are rotatably arranged on the middle disks (5) and contact and cooperate with the inner disks (4); an elastic torsion component is arranged on the inner disk (4); and a circle of inner disk keys (15) is arranged at the center of the inner disk (4).

2. A dual clutch differential according to claim 1, characterized in that: The middle disk (5) is provided with a plurality of cutouts (20), rollers (3) are movably arranged in the cutouts (20), and the outer surface of the inner disk (4) is provided with a plurality of cut surfaces (24), and the rollers (3) are in contact with the cut surfaces (24).

3. The dual clutch differential according to claim 2, characterized in that: The elastic torsion assembly includes a torsion spring (6), a middle disk torsion spring hole (16) is opened on the inner side of the middle disk (5), an inner disk torsion spring hole (17) is opened on the outer side of the inner disk (4), and two ends of the torsion spring (6) are respectively located inside the middle disk torsion spring hole (16) and the inner disk torsion spring hole (17).

4. The dual-clutch differential according to claim 1, characterized in that: The middle disk (5) is provided with a plurality of cutouts (20), rollers (3) are movably arranged in the cutouts (20), and the inner side of the outer disk (2) is provided with a plurality of grooves (36), and the rollers (3) are in contact with the inner walls of the grooves (36).

5. The dual-clutch differential according to claim 4, characterized in that: The elastic torsion assembly includes a torsion spring (6), which is wound inside the inner disk (4). An outer disk torsion spring hole (37) is opened on the outer disk (2), and one end of the torsion spring (6) extends into the inner part of the outer disk torsion spring hole (37).

6. A dual clutch differential according to any one of claims 3 or 5, characterized in that: The outer disc end cover (11) is provided with a steel ball sleeve (7) on one side of which contacts and cooperates with one of the middle discs (5), and a steel ball (8) is provided in the steel ball sleeve (7). The outer side of the outer disc end cover (11) is sleeved with a pressure plate (21) in contact and cooperate with the steel ball (8), and the outer side of the pressure plate (21) is provided with a shift fork (9) in contact and cooperate.

7. The dual-clutch differential according to claim 1, characterized in that: The rollers (3) are divided into reversing rollers (22) and forward rollers (29); a plurality of groups of reversing rollers (22) and forward rollers (29) are movably arranged on the middle plate (5); a plurality of high points (34) are arranged on the outer surface of the inner plate (4); inclined surfaces (33) are arranged on both sides of the high points (34); and the inclined surfaces (33) are in contact with the reversing rollers (22) and the forward rollers (29).

8. The dual-clutch differential according to claim 5, characterized in that: The elastic torsion assembly comprises a groove (35) formed on the inner disk (4), wherein two spring plates (27) are fixedly arranged in the groove (35), and one end of each of the two spring plates (27) extends between the reverse roller (22) and the forward roller (29), and contacts and cooperates with the reverse roller (22) and the forward roller (29) respectively.

9. The dual-clutch differential according to claim 8, characterized in that: A separation column (30) is fixedly mounted on the middle disc (5), and the separation column (30) is located on one side of the reversing roller (22). A shift block (31) is rotatably arranged in the groove (35), and the shift block (31) contacts and cooperates with the separation column (30).

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