Limited slip locking differential

Abstract

The utility model discloses a limited slip locking differential which comprises a driving ring and a driven ring, the driving ring is connected with the driven ring in a meshed mode, and a separating mechanism is arranged between the driving ring and the driven ring. The driven ring sleeves the outer side of the shaft side gear and is in transmission connection with the shaft side gear; a limiting protruding ring and transmission teeth are integrally formed on the periphery of the shaft side gear, and the transmission teeth are located on one side of the limiting protruding ring and connected with a first transmission tooth groove formed in the inner circumferential side wall of the driven ring in a meshed mode. A positioning ring is arranged between the limiting convex ring and the driven ring, a second transmission tooth groove is formed in the inner circumferential side wall of the positioning ring, the positioning ring is in meshed connection with the transmission teeth through the second transmission tooth groove, and one side of the positioning ring makes contact with the limiting convex ring to achieve abutting limiting. The other side of the positioning ring is connected with the side wall of the side, away from the driving ring, of the driven ring through a damping mechanism.

Description

Technical Field

[0001] The utility model relates to the field of differentials, in particular to a limited-slip locking differential. Background Art

[0002] The differential is an important component of the automobile drive system. It is mainly used to adjust the speed difference between the left and right wheels or the front and rear wheels of the automobile. When the vehicle is traveling in a straight line, the differential ensures that the speeds of the left and right sides are the same. When the vehicle turns, in order to ensure smooth turning of the vehicle, the outermost wheel must be freewheeled to follow the rotation of the inner wheel, and finally complete the turning process.

[0003] Patent No. ZL202010035518.4 discloses a transmission system power transmission component with a plate clutch type limited slip differential assembly, which uses a preloaded spring to achieve the reset operation of the driven ring after separation; however, the differential structure is relatively complex, its assembly is difficult, and the assembly efficiency is low, so it is necessary to improve it. Summary of the Invention

[0004] The purpose of the utility model is to solve the above problems and provide a limited slip locking differential with a simple structure and convenient use.

[0005] In order to achieve the above purpose, the technical solution of the utility model is:

[0006] A limited-slip locking differential comprises an active ring and a driven ring, the active ring and the driven ring are meshed and connected, and a separation mechanism is provided between the active ring and the driven ring; the driven ring is sleeved on the outside of the shaft-side gear and is transmission-connected to the shaft-side gear; a limiting convex ring and transmission teeth are integrally formed on the outer periphery of the shaft-side gear, the transmission teeth are located on one side of the limiting convex ring and are meshed and connected with a first transmission tooth groove provided on the inner circumferential side wall of the driven ring; a positioning ring is provided between the limiting convex ring and the driven ring, a second transmission tooth groove is provided on the inner circumferential side wall of the positioning ring and is meshed and connected with the transmission teeth through the second transmission tooth groove, one side of the positioning ring contacts the limiting convex ring and realizes abutment limitation, and the other side of the positioning ring is connected to the side wall of the driven ring away from the active ring through a damping mechanism.

[0007] Furthermore, the damping mechanism has several damping mechanisms and the several damping mechanisms are arranged at equal intervals along the circumferential direction of the driven ring; the damping mechanism includes a hydraulic rod and a hydraulic cylinder, a baffle plate is provided in the hydraulic cylinder and the interior of the hydraulic cylinder is divided into an extrusion chamber and a retaining chamber by the baffle plate, one end of the hydraulic rod is fixedly connected to the side wall of the driven ring, and the other end of the hydraulic rod extends into the extrusion chamber and is connected to the sealing piston, and the outer wall of the sealing piston and the inner wall of the extrusion chamber are slidingly connected and maintain a relative sealing effect; a spring is provided between the sealing piston and the baffle plate; a first one-way valve for liquid to enter the retaining chamber from the extrusion chamber in one direction and a second one-way valve for liquid to enter the extrusion chamber from the retaining chamber in one direction are provided on the baffle plate, hydraulic oil is provided between the sealing piston and the baffle plate and in the retaining chamber, and an air pressure valve connected to the outside world is provided on one side of the retaining chamber; the end of the hydraulic cylinder away from the hydraulic rod is fixedly connected to the side wall of the positioning ring.

[0008] Furthermore, a first fixed tooth is provided on the side of the active ring close to the driven ring, and a second fixed tooth is provided on the side of the driven ring close to the active ring; when the active ring and the driven ring are in a transmission state, the first fixed tooth is engaged with the second fixed tooth; when the active ring and the driven ring are in a disengaged state, the first fixed tooth and the second fixed tooth are relatively separated.

[0009] Furthermore, the separation mechanism includes a center ring, which is sleeved in the active ring, and a first mounting protrusion and a second mounting protrusion are provided on the side wall of the center ring. An extended key is provided on the inner wall of the active ring and the extended key is engaged between the first mounting protrusion and the second mounting protrusion. A first wedge-shaped tooth is provided on the end face of the center ring close to the driven ring and is meshed with a second wedge-shaped tooth provided on the end face of the driven ring through the first wedge-shaped tooth; when there is a speed difference between the center ring and the driven ring, the driven ring moves to the side away from the center ring under the action of the wedge-shaped inclined surfaces of the first wedge-shaped tooth and the second wedge-shaped tooth and squeezes the damping mechanism to realize the disengagement operation between the driven ring and the center ring; when the speed difference between the center ring and the driven ring is eliminated, the first wedge-shaped tooth and the second wedge-shaped tooth are re-engaged under the push of the damping mechanism.

[0010] Furthermore, a mounting groove is provided on the side of the driven ring close to the active ring, an anti-slip ring is embedded in the mounting groove and the anti-slip ring is rotatably connected to the driven ring, and an anti-slip protrusion is provided on the side of the anti-slip ring close to the center ring and the anti-slip protrusion is snapped into the anti-slip groove provided on the outer wall of the center ring; when the driven ring is detached from the center ring, the anti-slip ring is still snapped and connected to the center ring to avoid radial misalignment between the driven ring and the center ring.

[0011] Furthermore, a sealing ring groove is provided on the outer peripheral side wall of the center ring and a sealing ring is sleeved through the sealing ring groove. The sealing ring is provided between the outer side wall of the center ring and the inner side wall of the active ring to reduce friction therebetween.

[0012] Furthermore, the driven ring, positioning ring, shaft side gear, and anti-slip ring are each provided in two groups and are symmetrically arranged on the outer sides of the two ends of the active ring and the center ring; the end faces of both ends of the active ring and the driven ring are provided with tooth structures and are respectively connected to the two groups of driven rings through the tooth structures.

[0013] Furthermore, the limited-slip locking differential further includes a housing, which is sleeved on the outside of the driving ring, the two sets of driven rings, and the two sets of positioning rings and is rotatably connected to the two sets of shaft-side gears.

[0014] Compared with the prior art, the advantages and positive effects of this utility model are:

[0015] When the utility model is in use, the power of the motor vehicle is transmitted to the driven ring through the driving ring. During normal driving, the first fixed teeth on one side of the driving ring are meshed with the second fixed teeth on the side of the driven ring, and the power is transmitted to the shaft-side gear through the driven ring. At the same time, the center ring that moves synchronously with the driving ring meshes with the second wedge-shaped teeth on the driven ring through the first wedge-shaped teeth, thereby realizing the power transmission operation.

[0016] When the motor vehicle turns, there is a speed difference between the center ring and the driven ring. Under the action of the wedge-shaped inclined surfaces of the first wedge-shaped teeth and the second wedge-shaped teeth, the driven ring moves to the side away from the center ring and squeezes the damping mechanism, thereby realizing the disengagement operation between the driven ring and the active ring; when the speed difference between the center ring and the driven ring is eliminated, under the pushing action of the damping mechanism, the first wedge-shaped teeth and the second wedge-shaped teeth are re-engaged.

[0017] The overall structure of the device is simple, and the assembly process between its various components is relatively easy, which effectively improves the assembly rate of the differential. At the same time, its damping mechanism adopts a combination of hydraulic damping and spring structure. It relies on hydraulic force and spring force to simultaneously generate thrust on the driven ring, so that the driven ring can maintain a tight meshing state with the active ring, avoiding the occurrence of tooth jamming. Moreover, the structure combining hydraulic damping and spring structure can significantly extend the service life and use effect of the damping mechanism, thereby further improving the use effect of the differential. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0019] Figure 1 It is a structural diagram of the utility model;

[0020] Figure 2 This is a cross-sectional structural diagram of the utility model;

[0021] Figure 3 This is the assembly structure diagram of the utility model;

[0022] Figure 4 It is the connection structure diagram between the driven ring and the anti-slip ring;

[0023] Figure 5 This is the assembly structure diagram between the driven ring and the anti-slip ring;

[0024] Figure 6 It is the connection structure diagram between the active ring and the central ring;

[0025] Figure 7 It is the assembly structure diagram between the active ring and the center ring;

[0026] Figure 8 This is the appearance effect diagram of the utility model;

[0027] Figure 9 Schematic diagram of the damping mechanism. DETAILED DESCRIPTION

[0028] 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, any modifications, equivalent replacements, improvements, etc., shall be included in the scope of protection of the present invention.

[0029] like Figures 1 to 9 As shown, this embodiment discloses a limited-slip locking differential, including a driving ring 1, a driven ring 2, and a housing 9. The driven ring 2 has two groups and is respectively arranged at the axial ends of the driving ring 1. The driving ring 1 is provided with first fixed teeth 101 at both ends, and the driven ring 2 is provided with second fixed teeth 202 on the side close to the driving ring 1. When the driving ring 1 and the driven ring 2 are in a transmission state, the first fixed teeth 101 are meshed with the second fixed teeth 202. When the driving ring 1 and the driven ring 2 are in a disengaged state, the first fixed teeth 101 and the second fixed teeth 202 are relatively separated.

[0030] A separation mechanism is provided between the active ring 1 and the driven ring 2; the separation mechanism includes a center ring 6, which is sleeved in the active ring 1, and a sealing ring groove 605 is provided on the outer peripheral side wall of the center ring 6 and a sealing ring 8 is sleeved through the sealing ring groove 605, and the sealing ring 8 is provided between the outer side wall of the center ring 6 and the inner side wall of the active ring 1 to reduce the friction between the two; a first mounting protrusion 602 and a second mounting protrusion 603 are provided on the side wall of the center ring 6, and an extension key 102 is provided on the inner wall of the active ring 1 and the extension key 102 is engaged between the first mounting protrusion 602 and the second mounting protrusion 603, and the center ring 6 is provided with a first wedge-shaped tooth 601 on both end faces of the axis and is meshed with the second wedge-shaped tooth 203 provided on one end face of the two groups of driven rings 2 through the first wedge-shaped tooth 601; when there is a speed difference between the center ring 6 and the driven ring 2, the driven ring 2 moves to the side away from the center ring 6 under the action of the wedge-shaped inclined surfaces of the first wedge-shaped tooth 601 and the second wedge-shaped tooth 203 and squeezes the damping mechanism 5, thereby realizing the disengagement operation between the driven ring 2 and the center ring 6; when the speed difference between the center ring 6 and the driven ring 2 is eliminated, the first wedge-shaped tooth 601 and the second wedge-shaped tooth 203 are re-engaged under the pushing action of the damping mechanism 5.

[0031] The driven ring 2 is provided with a mounting groove 204 on the side close to the active ring 1, and an anti-slip ring 7 is embedded in the mounting groove 204 and the anti-slip ring 7 is rotatably connected to the driven ring 2. The anti-slip ring 7 is provided with an anti-slip protrusion 701 on the side close to the center ring 6 and the anti-slip protrusion 701 is snapped into the anti-slip groove 604 provided on the outer wall of the center ring 6; when the driven ring 2 is disengaged from the center ring 6, the anti-slip ring 7 is still snapped into connection with the center ring 6 to avoid radial misalignment between the driven ring 2 and the center ring 6, so as to facilitate the reset operation of the driven ring 2.

[0032] When the utility model is in use, the power of the motor vehicle is transmitted to the driven ring through the driving ring. During normal driving, the first fixed teeth on one side of the driving ring are meshed with the second fixed teeth on the side of the driven ring, and the power is transmitted to the shaft-side gear through the driven ring. At the same time, the center ring that moves synchronously with the driving ring meshes with the second wedge-shaped teeth on the driven ring through the first wedge-shaped teeth, thereby realizing the power transmission operation.

[0033] When the motor vehicle turns, there is a speed difference between the center ring and the driven ring. Under the action of the wedge-shaped inclined surfaces of the first wedge-shaped teeth and the second wedge-shaped teeth, the driven ring moves to the side away from the center ring and squeezes the damping mechanism to realize the disengagement operation between the driven ring and the active ring. After disengagement, the driven ring relies on the anti-slip ring to maintain connection with the center ring. When the speed difference between the center ring and the driven ring is eliminated, under the push of the damping mechanism, the first wedge-shaped teeth and the second wedge-shaped teeth are re-engaged, and at the same time, the first fixed teeth on the active ring side and the second fixed teeth on the driven ring side are also synchronously engaged.

[0034] The driven ring 2 is sleeved on the outside of the shaft-side gear 3 and is transmission-connected to the shaft-side gear 3; the outer shell 9 is sleeved on the outside of the active ring 1, the two groups of driven rings 2, and the two groups of positioning rings 4 and is rotatably connected to the two groups of shaft-side gears 3; the outer periphery of the shaft-side gear 3 is integrally formed with a limiting convex ring 301 and a transmission tooth 302, and the transmission tooth 302 is located on one side of the limiting convex ring 301 and is meshed with the first transmission tooth groove 201 provided on the inner circumferential side wall of the driven ring 2; a positioning ring 4 is provided between the limiting convex ring 301 and the driven ring 2, and the inner circumferential side wall of the positioning ring 4 is provided with a second transmission tooth groove 401 and is meshed with the transmission tooth 302 through the second transmission tooth groove 401, one side of the positioning ring 4 contacts the limiting convex ring 301 and realizes abutment limitation, and the other side of the positioning ring 4 is connected to the side wall of the driven ring 2 away from the active ring 1 through the damping mechanism 5.

[0035] The damping mechanism 5 has several damping mechanisms 5 and the damping mechanisms 5 are arranged at equal intervals along the circumferential direction of the driven ring 2; the damping mechanism 5 includes a hydraulic rod 51 and a hydraulic cylinder 52. A blocking plate 53 is provided in the hydraulic cylinder 52, and the inside of the hydraulic cylinder 52 is divided into an extrusion cavity 521 and a holding cavity 522 by the blocking plate 53. One end of the hydraulic rod 51 is fixedly connected to the side wall of the driven ring 2, and the other end of the hydraulic rod 51 extends into the extrusion cavity 521 and is connected to the sealing piston 511. The outer wall of the sealing piston 511 and the inner wall of the extrusion cavity 521 are slidably connected and maintain a relatively tight connection. Sealing effect; a spring 54 is arranged between the sealing piston 511 and the blocking plate 53; a first one-way valve 531 for liquid to enter the retaining cavity 522 from the extrusion cavity 521 in one direction and a second one-way valve 532 for liquid to enter the extrusion cavity 521 in one direction from the retaining cavity 522 are arranged on the blocking plate 53, hydraulic oil 55 is arranged between the sealing piston 511 and the blocking plate 53 and in the retaining cavity 522, and an air pressure valve 523 connected to the outside world is arranged on one side of the retaining cavity 522; the end of the hydraulic cylinder 52 away from the hydraulic rod 51 is fixedly connected to the side wall of the positioning ring 4.

[0036] In the damping mechanism, when the driven ring disengages and squeezes the damping mechanism under the action of the first wedge-shaped teeth and the second wedge-shaped teeth, the hydraulic rod contracts, and the hydraulic oil in the extrusion chamber enters the retaining chamber through the first one-way valve, and at the same time squeezes the spring; when the first wedge-shaped teeth and the second wedge-shaped teeth no longer generate relative force, the piston, the hydraulic rod and the driven ring are reset under the action of the spring, and the hydraulic oil in the retaining chamber flows into the extrusion chamber through the second one-way valve, and this reciprocating motion is repeated, thereby achieving the supporting and resetting effect of the damping mechanism on the driven ring.

[0037] The overall structure of the differential in the present invention is simple, and the assembly process between its various components is relatively easy, which effectively improves the assembly rate of the differential; at the same time, its damping mechanism adopts a combination of hydraulic damping and spring structure, which relies on hydraulic force and spring force to simultaneously generate thrust on the driven ring, so that the driven ring can maintain a tight meshing state with the active ring, avoiding the occurrence of tooth jamming; and the structure combining hydraulic damping and spring structure can significantly extend the service life and use effect of the damping mechanism, thereby further improving the use effect of the differential.

Claims

1. A limited-slip locking differential, comprising a driving ring and a driven ring, the driving ring and the driven ring being meshed and connected, a separation mechanism being provided between the driving ring and the driven ring; the driven ring being sleeved on the outside of a shaft-side gear and being transmission-connected to the shaft-side gear; characterized in that: The outer periphery of the shaft side gear is integrally formed with a limiting convex ring and transmission teeth, the transmission teeth are located on one side of the limiting convex ring and are meshed with a first transmission tooth groove arranged on the inner peripheral side wall of the driven ring; a positioning ring is arranged between the limiting convex ring and the driven ring, and the inner peripheral side wall of the positioning ring is provided with a second transmission tooth groove and is meshed with the transmission teeth through the second transmission tooth groove, one side of the positioning ring contacts the limiting convex ring and realizes abutment limitation, and the other side of the positioning ring is connected to the side wall of the driven ring away from the active ring through a damping mechanism.

2. The limited-slip locking differential according to claim 1, wherein: The damping mechanism has several damping mechanisms and the several damping mechanisms are arranged at equal intervals along the circumferential direction of the driven ring; the damping mechanism includes a hydraulic rod and a hydraulic cylinder, a blocking plate is provided in the hydraulic cylinder, and the interior of the hydraulic cylinder is divided into an extrusion chamber and a retaining chamber by the blocking plate. One end of the hydraulic rod is fixedly connected to the side wall of the driven ring, and the other end of the hydraulic rod extends into the extrusion chamber and is connected to the sealing piston. The outer wall of the sealing piston and the inner wall of the extrusion chamber are slidingly connected and maintain a relative sealing effect; a spring is provided between the sealing piston and the blocking plate; a first one-way valve for liquid to enter the retaining chamber from the extrusion chamber in one direction and a second one-way valve for liquid to enter the extrusion chamber from the retaining chamber in one direction are provided on the blocking plate, hydraulic oil is provided between the sealing piston and the blocking plate and in the retaining chamber, and an air pressure valve connected to the outside world is provided on one side of the retaining chamber; the end of the hydraulic cylinder away from the hydraulic rod is fixedly connected to the side wall of the positioning ring.

3. The limited slip locking differential according to claim 1, wherein: The active ring is provided with a first fixed tooth on the side close to the driven ring, and the driven ring is provided with a second fixed tooth on the side close to the active ring; when the active ring and the driven ring are in a transmission state, the first fixed tooth is engaged with the second fixed tooth; when the active ring and the driven ring are in a disengaged state, the first fixed tooth and the second fixed tooth are relatively separated.

4. The limited-slip locking differential according to claim 1, wherein: The separation mechanism includes a center ring, which is sleeved in the active ring, and a first mounting protrusion and a second mounting protrusion are provided on the side wall of the center ring. An extended key is provided on the inner wall of the active ring and the extended key is engaged between the first mounting protrusion and the second mounting protrusion. A first wedge-shaped tooth is provided on an end face of the center ring close to the driven ring and is meshed with a second wedge-shaped tooth provided on an end face of the driven ring through the first wedge-shaped tooth; when there is a speed difference between the center ring and the driven ring, the driven ring moves to a side away from the center ring under the action of the wedge-shaped inclined surfaces of the first wedge-shaped tooth and the second wedge-shaped tooth and squeezes the damping mechanism to realize the disengagement operation between the driven ring and the center ring; when the speed difference between the center ring and the driven ring is eliminated, the first wedge-shaped tooth and the second wedge-shaped tooth are re-engaged under the push of the damping mechanism.

5. The limited-slip locking differential according to claim 4, wherein: The driven ring is provided with a mounting groove on the side close to the active ring, an anti-slip ring is embedded in the mounting groove and the anti-slip ring is rotatably connected to the driven ring, an anti-slip protrusion is provided on the side close to the center ring and the anti-slip protrusion is snapped into the anti-slip groove on the outer wall of the center ring; when the driven ring is detached from the center ring, the anti-slip ring is still snapped and connected to the center ring to avoid radial misalignment between the driven ring and the center ring.

6. The limited-slip locking differential according to claim 4, wherein: A sealing ring groove is provided on the outer peripheral side wall of the center ring and a sealing ring is sleeved through the sealing ring groove. The sealing ring is provided between the outer side wall of the center ring and the inner side wall of the active ring to reduce friction between the two.

7. The limited-slip locking differential according to claim 5, wherein: The driven ring, positioning ring, shaft side gear and anti-slip ring are each provided in two groups and are symmetrically arranged on the outer sides of the two ends of the driving ring and the center ring; the end faces of both ends of the driving ring and the driven ring are provided with tooth structures and are respectively connected to the two groups of driven rings through the tooth structures.

8. The limited-slip locking differential according to claim 7, wherein: The limited-slip locking differential further includes a housing, which is sleeved on the outside of the driving ring, the two sets of driven rings, and the two sets of positioning rings and is rotatably connected to the two sets of shaft-side gears.

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