Lock type differential mechanism

Abstract

The utility model relates to the field of differential mechanisms, in particular to a lock type differential mechanism which comprises a differential mechanism shell, a first half shaft and a second half shaft are rotationally installed on the two sides in the differential mechanism shell respectively, and a first support is fixed to the side, close to the first half shaft, of the top of the differential mechanism shell. The lock type differential mechanism has the advantages that the lock type differential mechanism overcomes the defects of a common differential mechanism by forcibly eliminating the rotating speed difference, when the locking mechanism is activated, the first support is fixed on the top of the differential mechanism shell, the second support is fixed on the side, close to the second half shaft, of the top of the differential mechanism shell, and the opposite ends of the first half shaft and the second half shaft can be connected through the locking mechanism. The half axle gear of the differential mechanism is physically locked, so that the first half axle and the second half axle are rigidly connected and become an integrated driving shaft, wheels on the two sides must rotate synchronously, even if the wheel on one side is suspended or slips, the wheel on the other side can still obtain engine torque, and therefore it is guaranteed that the vehicle gets out of order.

Description

Technical Field

[0001] This utility model relates to the field of differentials, specifically to a locking differential. Background Technology

[0002] A differential is an important mechanical component in a vehicle's drive system. Its primary function is to distribute power and allow the drive wheels to rotate at different speeds during cornering or driving, thereby improving handling and stability. Differentials are widely used in automobiles, motorcycles, and many other motorized devices.

[0003] Ordinary differentials cannot be physically locked, meaning they cannot ensure that the wheels on both sides rotate synchronously. This can lead to the vehicle getting stuck when one wheel is suspended in the air or slips.

[0004] Therefore, it is necessary to invent a locking differential. Utility Model Content

[0005] Therefore, this utility model provides a locking differential to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a locking differential, including a differential housing, a first half-shaft and a second half-shaft rotatably mounted on both sides inside the differential housing, a first bracket fixed on the top of the differential housing near the first half-shaft, and a second bracket fixed on the top of the differential housing near the second half-shaft, the opposite ends of the first half-shaft and the second half-shaft can be connected by a locking mechanism.

[0007] The locking mechanism includes a locking component and a driving component. The locking component is fixed between the first half-shaft and the second half-shaft, and the driving component is fixed between the first bracket and the second bracket.

[0008] Preferably, the locking assembly includes a collar, which is axially slidably connected to the end of the second half-shaft. A toothed sleeve is fixed to the side end of the collar, and the side end of the toothed sleeve has a plurality of toothed grooves arranged in a circular array.

[0009] Preferably, the locking assembly further includes a half-shaft gear, which is fixed to the end of the first half-shaft. The half-shaft gear has a plurality of teeth arranged in a circular array on its side end, and the plurality of teeth and the plurality of tooth grooves can be engaged with each other.

[0010] Preferably, the drive assembly includes a cylinder body, which is fixed on a second bracket. A sealing cover is fixed to the side end of the cylinder body, and an air inlet pipe and an air outlet pipe are fixedly connected to the top of the cylinder body. An electric switching valve is fixed to both the air inlet pipe and the air outlet pipe.

[0011] Preferably, a piston rod is slidably connected inside the cylinder, a piston is fixed on the surface of the piston rod, one end of the piston rod near the first bracket passes through the cylinder, and a shift fork is fixed to the one end of the piston rod near the first bracket.

[0012] Preferably, the collar passes through the bottom of the shift fork, the bottom of the shift fork abuts against the end of the gear sleeve away from the half-shaft gear, and the other end of the bottom of the shift fork abuts against the outer peripheral surface of the collar.

[0013] Preferably, a guide rod is fixed to the top of the shift fork, the end of the guide rod is slidably connected to the first bracket, a return spring is sleeved on the surface of the guide rod, one end of the return spring is fixedly connected to the surface of the first bracket, and the other end of the return spring is fixedly connected to the top of the shift fork.

[0014] The beneficial effects of this utility model are as follows: by using the differential housing, the first half-shaft, the second half-shaft, the first bracket, the second bracket and the locking mechanism in combination, the locking differential overcomes the defects of ordinary differentials by forcibly eliminating speed differences. When the locking mechanism is activated, the half-shaft gears of the differential are physically locked, so that the first half-shaft and the second half-shaft are rigidly connected and become an "integrated" drive shaft. The wheels on both sides must rotate synchronously. Even if one wheel is suspended or slips, the other wheel can still obtain engine torque, thereby ensuring that the vehicle can get out of trouble. Attached Figure Description

[0015] Figure 1 This is a structural schematic diagram of the present invention;

[0016] Figure 2 This is a schematic diagram of the structure of the locking mechanism when it is activated, as provided by this utility model.

[0017] Figure 3 A schematic diagram of the structure of the collar provided by this utility model;

[0018] Figure 4 A schematic diagram of the structure of the toothed sleeve provided by this utility model;

[0019] Figure 5 A schematic diagram of the toothed sleeve and toothed groove provided by this utility model;

[0020] Figure 6 A schematic diagram of the structure of the half-shaft gear provided by this utility model;

[0021] Figure 7 This is a schematic diagram of the structure of the half-shaft gear and teeth provided by this utility model.

[0022] In the diagram: 1. Differential housing; 2. First half-shaft; 3. Second half-shaft; 4. First bracket; 5. Second bracket; 6. Collar; 7. Gear sleeve; 8. Gear groove; 9. Half-shaft gear; 10. Tooth; 11. Cylinder block; 12. Sealing cover; 13. Intake pipe; 14. Exit pipe; 15. Electric switching valve; 16. Piston rod; 17. Piston; 18. Shift fork; 19. Guide rod; 20. Return spring. Detailed Implementation

[0023] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0024] Please refer to the appendix. Figures 1-7 The present invention provides a locking differential, including a differential housing 1. A first half-shaft 2 and a second half-shaft 3 are rotatably mounted on both sides inside the differential housing 1. A first bracket 4 is fixed on the top of the differential housing 1 near the first half-shaft 2, and a second bracket 5 is fixed on the top of the differential housing 1 near the second half-shaft 3. The opposite ends of the first half-shaft 2 and the second half-shaft 3 can be connected by a locking mechanism. The locking mechanism includes a locking component and a driving component. The locking component is fixed between the first half-shaft 2 and the second half-shaft 3, and the driving component is fixed between the first bracket 4 and the second bracket 5.

[0025] The locking assembly includes a collar 6, which is axially slidably connected to the end of the second half-shaft 3. A toothed sleeve 7 is fixed to the side end of the collar 6. The side end of the toothed sleeve 7 is provided with a plurality of toothed grooves 8 in a circular array. That is, under the sliding action of the collar 6, when the toothed sleeve 7 is pushed, the toothed sleeve 7 and the groove 8 can move axially.

[0026] The locking assembly also includes a half-shaft gear 9, which is fixed to the end of the first half-shaft 2. The side end of the half-shaft gear 9 is provided with a number of teeth 10 in a circular array. The teeth 10 and the tooth grooves 8 can engage with each other. Specifically, when the gear sleeve 7 is moved by force, its tooth grooves 8 engage with the teeth 10 on the half-shaft gear 9, which can physically lock the half-shaft gear 9, so that the first half-shaft 2 and the second half-shaft 3 are rigidly connected and become an "integrated" drive shaft. The wheels on both sides must rotate synchronously. Even if one wheel is suspended or slips, the other wheel can still obtain engine torque, thereby ensuring that the vehicle can get out of trouble.

[0027] The drive assembly includes a cylinder body 11, which is fixed on the second bracket 5. A sealing cover 12 is fixed to the side of the cylinder body 11. An air inlet pipe 13 and an air outlet pipe 14 are fixedly connected to the top of the cylinder body 11. Electric switching valves 15 are fixed to both the body of the air inlet pipe 13 and the body of the air outlet pipe 14. It should be noted that the air inlet pipe 13 is connected to an air compressor. When the electric switching valve 15 on the air inlet pipe 13 is opened, compressed air can be injected into the cylinder body 11 through the air inlet pipe 13. When the electric switching valve 15 on the air outlet pipe 14 is opened, the compressed air in the cylinder body 11 can be discharged through the air outlet pipe 14.

[0028] A piston rod 16 is slidably connected inside the cylinder body 11. A piston 17 is fixed to the surface of the piston rod 16. One end of the piston rod 16 near the first bracket 4 passes through the cylinder body 11, and a shift fork 18 is fixed to the end of the piston rod 16 near the first bracket 4. A collar 6 passes through the bottom of the shift fork 18. One end of the bottom of the shift fork 18 can abut against the end of the gear sleeve 7 away from the half-shaft gear 9, and the other end of the bottom of the shift fork 18 can abut against the outer peripheral surface of the collar 6. It should be noted that the outer peripheral surface of the collar 6 is provided with a raised edge structure, which forms a gap with the gear sleeve 7 (e.g., Figure 1 and Figure 2 As shown), the bottom of the shift fork 18 is inserted into the gap, so the setting of the shift fork 18 does not affect the normal rotation of the collar 6 and the gear sleeve 7. Specifically, when compressed air is injected into the cylinder 11, the piston rod 16 can be moved by the piston 17, thereby driving the shift fork 18 to move synchronously, so that the shift fork 18 can push the gear sleeve 7 and the tooth groove 8 to move axially, so that the half shaft gear 9 can be physically locked.

[0029] A guide rod 19 is fixed to the top of the shift fork 18. The end of the guide rod 19 is slidably connected to the first bracket 4. A return spring 20 is sleeved on the surface of the guide rod 19. One end of the return spring 20 is fixedly connected to the surface of the first bracket 4, and the other end of the return spring 20 is fixedly connected to the top of the shift fork 18. Specifically, when the piston rod 16 drives the shift fork 18 to move, it can compress the return spring 20, causing the return spring 20 to undergo elastic deformation and generate elastic force. Under the action of this elastic force, when the compressed air in the cylinder 11 is discharged, it can push the shift fork 18 and the piston rod 16 back to their original positions. When the shift fork 18 moves in the opposite direction, it can push the collar 6 to move in the opposite direction through the raised edge structure on the outer circumferential surface of the collar 6, thereby driving the gear sleeve 7 to move in the opposite direction and separate from the half shaft gear 9, thus achieving the unlocking purpose and restoring the free differential function of the differential.

[0030] The usage process of this utility model is as follows: When one wheel of the vehicle is suspended in the air or slips and is stuck, the driver can control the pneumatic and electronic control systems through the central control of the car, causing the electric switch valve 15 on the intake valve 13 to open, injecting compressed air into the cylinder 11 through the intake pipe 13. When compressed air is injected into the cylinder 11, the piston rod 16 is moved by the piston 17, thereby driving the shift fork 18 to move synchronously. This allows the shift fork 18 to push the gear sleeve 7 and the gear groove 8 to move axially, thus physically locking the half-shaft gear 9, making the first half-shaft 2 and the second half-shaft 3 rigidly connected, becoming an "integrated" drive shaft. Both wheels must rotate synchronously, so even if one wheel is suspended in the air or slips, the other wheel can still get a grip. The engine torque is obtained to ensure the vehicle can get out of trouble. After getting out of trouble, the driver controls the electric switch valve 15 on the exhaust pipe 14 to open, and the compressed air in the cylinder 11 is discharged through the exhaust pipe 14. When the piston rod 16 drives the shift fork 18 to move, it can compress the return spring 20, causing the return spring 20 to undergo elastic deformation and generate elastic force. Therefore, under the action of this elastic force, when the compressed air in the cylinder 11 is discharged, it can push the shift fork 18 and the piston rod 16 back to their original positions. When the shift fork 18 moves in the opposite direction, it can push the collar 6 to move in the opposite direction through the raised edge structure on the outer peripheral surface of the collar 6, thereby driving the gear sleeve 7 to move in the opposite direction and separate from the half shaft gear 9, thus achieving the purpose of unlocking and restoring the differential to its free differential function.

[0031] The above description is merely a preferred embodiment of this utility model. Any person skilled in the art can modify this utility model or modify it into an equivalent technical solution using the technical solution described above. Therefore, any simple modifications or equivalent substitutions made based on the technical solution of this utility model are within the scope of protection claimed by this utility model.

Claims

1. A locking differential, comprising a differential housing (1), wherein a first half-shaft (2) and a second half-shaft (3) are rotatably mounted on both sides inside the differential housing (1), a first bracket (4) is fixed to the top of the differential housing (1) near the first half-shaft (2), and a second bracket (5) is fixed to the top of the differential housing (1) near the second half-shaft (3), characterized in that: The opposite ends of the first half-shaft (2) and the second half-shaft (3) can be connected by a locking mechanism; The locking mechanism includes a locking component and a driving component. The locking component is fixed between the first half-shaft (2) and the second half-shaft (3), and the driving component is fixed between the first bracket (4) and the second bracket (5).

2. The locking differential according to claim 1, characterized in that: The locking assembly includes a collar (6), which is axially slidably connected to the end of the second half-shaft (3). A toothed sleeve (7) is fixed to the side end of the collar (6), and the toothed sleeve (7) has a plurality of toothed grooves (8) arranged in a circular array on the side end.

3. The locking differential according to claim 2, characterized in that: The locking assembly also includes a half-shaft gear (9), which is fixed to the end of the first half-shaft (2). The half-shaft gear (9) has a number of teeth (10) arranged in a circular array on its side end, and the number of teeth (10) and the number of tooth grooves (8) can be engaged with each other.

4. The locking differential according to claim 3, characterized in that: The drive assembly includes a cylinder (11), which is fixed on a second bracket (5). A sealing cap (12) is fixed to the side of the cylinder (11). An air inlet pipe (13) and an air outlet pipe (14) are fixedly connected to the top of the cylinder (11). An electric switch valve (15) is fixed to both the body of the air inlet pipe (13) and the body of the air outlet pipe (14).

5. The locking differential according to claim 4, characterized in that: A piston rod (16) is slidably connected inside the cylinder (11), and a piston (17) is fixed on the surface of the piston rod (16). The end of the piston rod (16) near the first bracket (4) passes through the cylinder (11), and a fork (18) is fixed on the end of the piston rod (16) near the first bracket (4).

6. The locking differential according to claim 5, characterized in that: The collar (6) passes through the bottom of the shift fork (18), and the bottom of the shift fork (18) can abut against the end of the gear sleeve (7) away from the half shaft gear (9), and the other end of the bottom of the shift fork (18) can abut against the outer peripheral surface of the collar (6).

7. The locking differential according to claim 6, characterized in that: The top of the shift fork (18) is fixed with a guide rod (19), the end of the guide rod (19) is slidably connected to the first bracket (4), and a return spring (20) is sleeved on the surface of the guide rod (19). One end of the return spring (20) is fixedly connected to the surface of the first bracket (4), and the other end of the return spring (20) is fixedly connected to the top of the shift fork (18).

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