Centrifugal control device for limited slip differential lock of integrated axle of vehicle

Abstract

The utility model discloses a centrifugal control device for a limited slip differential lock of an integrated axle of a vehicle, which comprises an integrated axle transmission shaft (1) and a driven shaft (2), and the integrated axle transmission shaft (1) and the driven shaft (2) are respectively connected with a gear I (3) and a gear II (4); an open differential mechanism (5) is mounted at the middle joint of the integrated axle transmission shaft (1); an electric control limited slip differential lock (6) is mounted at the middle joint of the driven shaft (2); centrifugal devices are mounted on two sides of the driven shaft (2); a connecting rod (7) capable of sliding left and right is connected between the centrifugal devices, a deflector rod (8) is arranged in the middle of the connecting rod (7), and a travel switch (9) is arranged above the deflector rod (8); the two ends of the connecting rod (7) are connected with discs (10), and the two ends of each disc (10) are provided with bearings (11); the electric control limited slip differential lock (6) is electrically connected with the time delay relay (12), and the travel switch (9) is electrically connected with the time delay relay (12).

Description

Technical Field

[0001] The utility model relates to a centrifugal control device for a vehicle integrated bridge limited slip differential lock, belonging to the technical field of automobile manufacturing. Background Art

[0002] When a vehicle is navigating potholes or slippery roads, wheels can easily slip, leading to a loss of power and a resulting in the vehicle being stuck. If a vehicle equipped with an open differential experiences wheel slippage, power will flow uncontrollably and completely to the slipping wheel. However, since the slipping wheel has lost effective friction with the road, continuing to deliver power to that side will only exacerbate the slip, further plunging the vehicle into trouble. The non-slipping wheels, in contrast, still maintain good grip, but due to the nature of the differential, they lack sufficient power support, leaving them helpless and unable to contribute effectively. Utility Model Content

[0003] The technical problem to be solved by the utility model is to provide a centrifugal control device for a vehicle integrated bridge limited slip differential lock, which can help the vehicle to get out of trouble better when the vehicle slips, thereby overcoming the shortcomings of the above-mentioned existing technology.

[0004] In order to solve the above technical problems, the present invention is achieved through the following technical solutions:

[0005] A centrifugal control device for a vehicle integrated bridge limited-slip differential lock comprises an integrated bridge drive shaft and a driven shaft, wherein a first gear is fixedly connected to the integrated bridge drive shaft and a second gear is fixedly connected to the driven shaft, and the integrated bridge drive shaft and the driven shaft are connected by meshing of the first gear and the second gear. An open differential is mounted at the middle connection of the integrated bridge drive shaft, and wheels are connected at both ends of the integrated bridge drive shaft. The open differential is connected to a main drive shaft, which is connected to an engine. An electronically controlled limited-slip differential lock is mounted at the middle connection of the driven shaft. A set of centrifugal devices is mounted on each side of the driven shaft. A connecting rod that can slide left and right is connected between the two centrifugal devices, a shift lever is disposed in the middle of the connecting rod, and a travel switch is disposed above the shift lever. A disc is connected to both ends of the connecting rod, the disc is connected to the driven shaft, and bearings are mounted at both ends of the disc. The electronically controlled limited-slip differential lock is electrically connected to a time delay relay via a wire, and the travel switch is electrically connected to the time delay relay via a wire.

[0006] As a preferred embodiment, the centrifugal device includes a centrifugal swing arm mechanism, a swing arm fulcrum, a centrifugal tension spring and a centrifugal counterweight. The intermediate support of the centrifugal swing arm mechanism is connected to the swing arm fulcrum, the centrifugal counterweight is connected to the end of the centrifugal swing arm mechanism, and the other end of the centrifugal swing arm mechanism is fixedly connected to the bearing; the centrifugal tension spring is connected to the centrifugal swing arm mechanism.

[0007] As a preference, it further includes a manual switch, which is electrically connected to the electronically controlled limited slip differential lock via a wire.

[0008] Beneficial Effects: Compared with existing technologies, the present invention can easily help vehicles escape from potholes when one wheel slips, causing power loss at the slipping wheel and preventing the vehicle from escaping. This effectively solves the problem of escaping a single-wheel slip on vehicles with integrated axle drives. It also features a simple structure and low manufacturing costs, offering cost advantages, minimal energy loss, and high reliability. Under normal circumstances, it has no adverse effects on vehicle operation, but can be manually locked in exceptional circumstances, significantly improving the vehicle's maneuverability. The present invention allows for adjustable delay time of the time delay relay to increase the duration of differential lock engagement after a slip, significantly enhancing the device's versatility on various low-adhesion road surfaces. The present invention allows for different counterweight mass sizes to be configured according to vehicle performance and needs, flexibly adjusting the sensitivity of the difference in wheel speed difference considered slip. The present invention amplifies torque through the gear ratio of gears one and two, allowing the differential lock to achieve high torque lock at the wheel end with minimal locking force. Furthermore, compared to vehicles that use anti-skid brakes on idling wheels, brake wear can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 This is a schematic diagram of the structure of the utility model;

[0010] Figure 2 for Figure 1 A-direction view. DETAILED DESCRIPTION

[0011] Example 1: Figure 1 As shown, the utility model is a centrifugal control device for a vehicle integrated bridge limited slip differential lock, including an integrated bridge drive shaft 1 and a driven shaft 2. A gear 1 3 is fixedly connected to the integrated bridge drive shaft 1, and a gear 2 4 is fixedly connected to the driven shaft 2. The integrated bridge drive shaft 1 and the driven shaft 2 are connected through the engagement of gear 1 3 and gear 2 4; an open differential 5 is installed at the middle connection of the integrated bridge drive shaft 1, and both ends of the integrated bridge drive shaft 1 are connected to wheels 18; the open differential 5 is connected to the main drive shaft 19, and the main drive shaft 19 is connected to the engine.

[0012] An electronically controlled limited slip differential lock 6 is installed at the middle connection of the driven shaft 2; a set of centrifugal devices is installed on each side of the driven shaft 2; each set of centrifugal devices is composed of two centrifugal swing arm mechanisms 13, two swing arm fulcrums 14, a centrifugal tension spring 15 and two centrifugal counterweights 16, the middle supports of the two centrifugal swing arm mechanisms 13 are respectively connected to the two swing arm fulcrums 14, the two centrifugal counterweights 16 are respectively connected to the ends of the two centrifugal swing arm mechanisms 13, and the other ends of the two centrifugal swing arm mechanisms 13 are respectively fixedly connected to two bearings 11; the two ends of the centrifugal tension spring 15 are respectively connected to the two centrifugal swing arm mechanisms 13.

[0013] A connecting rod 7 that can slide left and right is connected between the two sets of centrifugal devices. A shift lever 8 is provided in the middle of the connecting rod 7, and a travel switch 9 is provided above the shift lever 8; a disc 10 is connected to each end of the connecting rod 7, and the disc 10 is connected to the driven shaft 2. Bearings 11 are installed at both ends of the disc 10; the electronically controlled limited slip differential lock 6 is electrically connected to the delay relay 12 through a wire, and the travel switch 9 is electrically connected to the delay relay 12 through a wire.

[0014] In order to facilitate manual locking, a manual switch 17 is further provided, and the manual switch 17 is electrically connected to the electronically controlled limited slip differential lock 6 via a wire.

[0015] Working principle: When the integrated bridge drive shaft 1 rotates, the meshing of gear 1 3 and gear 2 4 drives the driven shaft 2 to rotate, thereby driving the centrifugal device connected to the driven shaft 2 to rotate and generate centrifugal force. The centrifugal force overcomes the tension of the centrifugal spring 15 and acts on the disc 10 through the bearing 11, so that the centrifugal forces at both ends act on each other on the connecting rod 7, causing the connecting rod 7 to move to the side with greater force. The centrifugal force F of the centrifugal device = mv2 / R, where m is the mass of the centrifugal device, v is the speed of the centrifugal device, and R is the radius of the centrifugal device. m and R can be regarded as quantitative, and the main variable is v. That is, when the wheel 18 is not slipping and the speeds of both sides are the same or the speed difference is not large, the centrifugal force difference overcomes the tension of the centrifugal spring 15 and fails to move the connecting rod 7 to the position where the lever 8 can toggle the travel switch 9. When the vehicle traverses a pothole, one wheel may slip and spin, resulting in power loss to the slipping wheel and preventing it from reaching the wheel with traction. If the vehicle cannot escape, the speed difference between the two wheels reaches a certain threshold, i.e., the difference in centrifugal force generated by the centrifugal devices on both sides increases, overcoming the resistance and pushing connecting rod 7 to move. Connecting rod 7 slides, allowing lever 8 to toggle travel switch 9. Travel switch 9 energizes delay relay 12, which in turn energizes electronically controlled limited-slip differential lock 6, engaging and locking it. This allows power to be transmitted to the wheel with traction, allowing the vehicle to escape. At this point, the wheel speeds on both ends are consistent, connecting rod 7 returns to its neutral position, and after a brief delay, delay relay 12 disconnects the circuit, decoupling electronically controlled limited-slip differential lock 6 and allowing the vehicle to resume normal travel. In special circumstances, manual switch 17 can also be used to prematurely lock electronically controlled limited-slip differential lock 6.

[0016] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, from all perspectives, the embodiments should be regarded as illustrative and non-restrictive. The scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes that fall within the meaning and range of equivalents of the claims be included in the present invention. Any reference signs in the claims should not be construed as limiting the claim to which they relate.

Claims

1. A centrifugal control device for a vehicle-mounted axle limited slip differential lock, characterized by: The invention comprises an integrated bridge transmission shaft (1) and a driven shaft (2), wherein a gear 1 (3) is fixedly connected to the integrated bridge transmission shaft (1), and a gear 2 (4) is fixedly connected to the driven shaft (2), and the integrated bridge transmission shaft (1) and the driven shaft (2) are connected through the meshing of the gear 1 (3) and the gear 2 (4); an open differential (5) is installed at the middle connection of the integrated bridge transmission shaft (1), and the two ends of the integrated bridge transmission shaft (1) are connected to wheels (18); the open differential (5) is connected to a main transmission shaft (19), and the main transmission shaft (19) is connected to an engine; an electric motor is installed at the middle connection of the driven shaft (2). A controlled limited slip differential lock (6); a set of centrifugal devices are installed on both sides of the driven shaft (2); a connecting rod (7) that can slide left and right is connected between the two sets of centrifugal devices, a shift lever (8) is provided in the middle of the connecting rod (7), and a travel switch (9) is provided above the shift lever (8); a disc (10) is connected to both ends of the connecting rod (7), the disc (10) is connected to the driven shaft (2), and bearings (11) are installed at both ends of the disc (10); the electronically controlled limited slip differential lock (6) is electrically connected to a time delay relay (12) through a wire, and the travel switch (9) is electrically connected to the time delay relay (12) through a wire.

2. The vehicle integrated bridge limited slip differential lock centrifugal control device according to claim 1, characterized in that: The centrifugal device comprises a centrifugal swing arm mechanism (13), a swing arm fulcrum (14), a centrifugal tension spring (15) and a centrifugal counterweight (16), wherein the middle support of the centrifugal swing arm mechanism (13) is connected to the swing arm fulcrum (14), the centrifugal counterweight (16) is connected to the end of the centrifugal swing arm mechanism (13), and the other end of the centrifugal swing arm mechanism (13) is fixedly connected to the bearing (11); the centrifugal tension spring (15) is connected to the centrifugal swing arm mechanism (13).

3. The vehicle integrated bridge limited slip differential lock centrifugal control device according to claim 1, characterized in that: It also includes a manual switch (17), and the manual switch (17) is electrically connected to the electronically controlled limited slip differential lock (6) through a wire.

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