limited slip differential lock reducer

Abstract

This utility model discloses a limited-slip differential lock reducer, comprising: a housing, a differential, a bevel gear shaft, a splined shaft, and a shifting mechanism. The meshing surfaces of the synchronous gear ring and the synchronous gear are coated with a wear-resistant coating. The bevel gear shaft is movably connected to the housing via a bearing seat. The differential includes a differential housing, half-shaft gears, planetary gears, and a limited-slip differential lock assembly. The limited-slip differential lock assembly includes a balance spring, a clutch plate assembly, and a pressure transmission mechanism. The pressure transmission mechanism is movably connected to the clutch plate assembly. Noise-reducing bushings are provided at the connections between the housing, the differential housing, and the splined shaft. This utility model combines the dynamic pressure adjustment of the balance spring and the flexible switching of the shifting structure to achieve rapid limited-slip locking and multi-gear power transmission on slippery surfaces. The dual-stage balance spring and integrated status monitoring module ensure fast limited-slip response. This utility model features a compact structure, high power transmission, large load-bearing capacity, low noise, high reliability, flexible shifting, and strong durability.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission technology, and in particular to a limited-slip differential lock reducer. Background Technology

[0002] In a traditional differential, when one wheel slips, power is lost to the slipping wheel, preventing the vehicle from getting out of trouble.

[0003] In existing technologies, some limited-slip differentials achieve limited slip through mechanical locking or electronic control, but they have the following problems: mechanical differential locks have slow response speed and are prone to failure due to overheating of friction plates; electronic control structures are complex, costly, and dependent on external power sources; gear meshing noise is loud, affecting the driving experience.

[0004] This invention improves the clutch plate clamping mechanism and the involute tooth profile design of the synchronous gear ring, as well as the multi-layer composite noise reduction bushing structure, resulting in a compact structure with high power transmission and large load-bearing capacity. Through the lateral thrust generated by the meshing of the half-shaft gear and planetary gear, combined with the reverse force of the balance spring, the clutch plate is automatically clamped and the differential lock is achieved. The dual-stage balance spring and integrated status monitoring module have fast limited-slip response, low noise, and high durability, greatly improving the vehicle's ability to get out of trouble and driving comfort. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a limited-slip differential lock reducer with fast limited-slip response, compact structure, high power transmission, large load capacity, high reliability, flexible gear shifting, and strong durability.

[0006] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows:

[0007] A limited-slip differential lock reducer includes: a housing and a differential, a bevel gear shaft, a splined shaft, and a shifting mechanism disposed within the housing. The splined shaft is movably connected to the bevel gear shaft and the differential via corresponding gear assemblies. The shifting mechanism is movably connected to a synchronizing gear and a synchronizing ring gear movably disposed on the splined shaft. The meshing surface of the synchronizing ring gear and the synchronizing gear is provided with a wear-resistant coating. The bevel gear shaft is perpendicular to the housing and movably connected to the housing via a bearing housing, which is provided with a deep groove ball bearing. The differential includes a differential housing, half-shaft gears, planetary gears, and a limited-slip differential lock assembly. The planetary gears are connected to the differential housing via planetary shafts, and the half-shaft gears mesh with the planetary gears via the planetary shafts, which are fixed. Inside the differential housing, the limited-slip differential lock assembly includes a balance spring, a clutch plate assembly, and a pressure transmission mechanism. The clutch plate assembly includes alternating inner and outer friction plates. The inner friction plate is fixedly connected to the end face of the half-shaft gear, and the outer friction plate is slidably engaged with a groove on the inner side of the differential housing. The balance spring is symmetrically arranged on both sides inside the differential housing and is movably connected to the clutch plate assembly through the pressure transmission mechanism. When the vehicle travels on a slippery surface, the lateral thrust of the half-shaft gear and planetary gear acts on the clutch plate assembly. The elastic force of the balance spring and the lateral thrust are superimposed, causing the clutch plate assembly to stick together. The differential loses its differential function to achieve limited slip. Noise-reducing bushings are provided at the connection points between the outer shell, the differential housing, and the splined shaft.

[0008] In the above structure, the pressure transmission mechanism includes a conical thrust ring and a ball bearing guide. The conical thrust ring is coaxially arranged with the balance spring, and the ball bearing guide converts the axial thrust into uniform pressure on the clutch plate assembly.

[0009] In the above structure, the balance spring is a variable stiffness helical spring, which includes a dense coil section and a sparse coil section. The dense coil section is close to the clutch plate assembly, and the wire diameter of the dense coil section is larger than that of the sparse coil section. The balance spring forms a nonlinear pressure response curve, and the stiffness coefficient of the dense coil section is 2-3 times that of the sparse coil section.

[0010] In the above structure, the outer friction plate has a wavy groove on its surface, and the inner friction plate is coated with a silicon carbide wear-resistant layer. The wavy groove and the wear-resistant layer form a multi-directional friction contact surface.

[0011] In the above structure, the differential housing includes a fast driven gear and a slow driven gear disposed on both sides of the differential housing. The fast driven gear and the slow driven gear are respectively meshed with the fast driving gear and the slow driving gear disposed on the spline shaft.

[0012] In the above structure, the gear shifting mechanism is a multi-gear shift fork structure. The gear shifting mechanism includes a gear shifting bracket, a shift fork shaft, and a shift fork. The gear shifting bracket is disposed on the side of the housing. The gear shifting bracket is connected to the shift fork through the shift fork shaft. The shift fork is movably connected to the synchronous gear ring. The shift fork drives the synchronous gear ring to achieve multi-gear switching.

[0013] In the above structure, the noise reduction bushing is a multi-layer composite structure, including an outer metal skeleton, a middle damping rubber layer and an inner polytetrafluoroethylene coating.

[0014] In the above structure, the differential housing is provided with a spiral lubrication channel, the outlet of the spiral lubrication channel is directly opposite the meshing area of ​​the planetary gear, and a magnetic filter element is embedded in the spiral lubrication channel.

[0015] The above structure also includes a status monitoring module, which includes a piezoelectric sensor embedded in the clutch plate group and a speed sensor disposed on the planetary shaft. The piezoelectric sensor detects the friction plate pressure, and the speed sensor monitors the speed difference and triggers an early warning signal.

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

[0017] This invention improves the structural design of the bevel gear shaft, planetary gear set, and clutch plate assembly. Combined with the dynamic pressure adjustment of the balance spring and the flexible switching of the gear shifting structure, it achieves rapid limited-slip locking and multi-gear power transmission on slippery surfaces. A noise-reducing bushing is installed at the connection between the differential housing and the input shaft, reducing operating noise to below 80dB. The dual-stage balance spring and integrated condition monitoring module ensure fast limited-slip response. This invention features a compact structure, high power transmission, large load-bearing capacity, low noise, high reliability, flexible gear shifting, and strong durability. Attached Figure Description

[0018] Figure 1 This is a front view of an embodiment of the limited-slip differential lock reducer of this utility model;

[0019] Figure 2 This is a right view of an embodiment of the limited-slip differential lock reducer of this utility model;

[0020] Figure 3 This is one of the cross-sectional views of an embodiment of the limited-slip differential lock reducer of this utility model;

[0021] Figure 4 This is a second cross-sectional view of an embodiment of the limited-slip differential lock reducer of this utility model;

[0022] Figure 5 This is a structural schematic diagram of an embodiment of the limited-slip differential lock reducer of this utility model.

[0023] In the diagram, 1-housing, 2-differential, 3-bevel gear shaft, 4-spline shaft, 5-synchronizing gear, 6-synchronizing ring gear, 7-bearing housing, 8-deep groove ball bearing, 9-differential housing, 10-half shaft gear, 11-planetary gear, 12-planetary shaft, 13-balance spring, 14-clutch plate assembly, 15-fast driven gear, 16-slow driven gear, 17-fast drive gear, 18-slow drive gear, 19-shift bracket, 20-shift fork shaft, 21-shift fork, 22-pressure transmission mechanism, 23-cotter pin, 24-circle gear, 25-roller bearing. Detailed Implementation

[0024] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. It should be noted that these descriptions are for the purpose of aiding understanding of this utility model, but do not constitute a limitation thereof. Furthermore, the technical features involved in the various embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0025] like Figure 1-5 As shown, a limited-slip differential lock reducer includes: a housing 1 and a differential 2, a bevel gear shaft 3, a splined shaft 4, and a shifting mechanism disposed within the housing 1. The splined shaft 2 is movably connected to the bevel gear shaft 3 and the differential 2 respectively through corresponding gear assemblies. The shifting mechanism is movably connected to a synchronous gear 5 and a synchronous gear ring 6 movably disposed on the splined shaft 2. The meshing surface of the synchronous gear ring 6 and the synchronous gear 5 is coated with a wear-resistant coating. The bevel gear shaft 3 is disposed perpendicular to the housing 1 and is movably connected to the housing 1 through a bearing seat 7. The bearing seat 7 is provided with a deep groove ball bearing 8 or a roller bearing. The differential 2 includes a differential housing, a half-shaft gear, a planetary gear, and a limited-slip differential lock assembly. The planetary gear 11 is connected to the differential housing 9 through a planetary shaft 12. The half-shaft gear 10 meshes with the planetary gear 11 through the planetary shaft 12. The star 12 is fixed inside the differential housing 9. The limited-slip differential lock assembly includes a balance spring 13, a clutch plate 14, and a pressure transmission mechanism. The clutch plate assembly 14 includes alternating inner and outer friction plates. The inner friction plate is fixedly connected to the end face of the half-shaft gear 10, and the outer friction plate is slidably engaged with the groove on the inner side of the differential housing 9. The balance spring 13 is symmetrically arranged on both sides inside the differential housing 9 and is movably connected to the clutch plate assembly 14 through the pressure transmission mechanism. When the vehicle is traveling on a slippery surface, the lateral thrust of the half-shaft gear 10 and the planetary gear 11 acts on the clutch plate assembly 14. The elastic force of the balance spring 13 and the lateral thrust are superimposed, causing the clutch plate assembly 14 to stick together. The differential 2 loses its differential function to achieve limited slip. Noise-reducing bushings are provided at the connection between the outer shell 1 and the differential housing 9 and the spline shaft 4.

[0026] Specifically, in this embodiment, the outer shell 1 is made of aluminum alloy casting and has spiral heat dissipation fins inside, which improves heat dissipation efficiency by 30%.

[0027] Specifically, in this embodiment, when the vehicle is driving on potholes and slippery surfaces, the non-slipping end is pressed against the clutch plate by the lateral thrust of the meshing half-shaft gear 10 and planetary gear 11. At this time, the middle balancing spring 13 will lose its balancing force, and the spring force will press on one end. The two forces are superimposed, and the clutch plate will stick together under the action of positive pressure. The differential 2 loses its differential function. At this time, the left and right wheels of the vehicle are limited to slip, which helps the vehicle to get out of trouble.

[0028] Specifically, in this embodiment, the bevel gear shaft 3 and the spline shaft 4 are connected by meshing teeth 24, and the differential 2 and the two sides of the bevel gear shaft 3 are movably connected to the housing 1 through roller bearings 25.

[0029] In a preferred embodiment of the present invention, the pressure transmission mechanism 22 includes a conical thrust ring and a ball bearing guide. The conical thrust ring is coaxially arranged with the balance spring 13, and the ball bearing guide converts the axial thrust into uniform pressure on the clutch plate assembly 14.

[0030] Specifically, in this embodiment, a cotter pin 23 is provided on the outer side of the bearing housing 7 corresponding to the bevel gear shaft 3, and is movably disposed on the bevel gear shaft to limit axial displacement.

[0031] In a preferred embodiment of this utility model, the balance spring 13 is a variable stiffness helical spring. The balance spring 13 includes a dense coil section and a sparse coil section. The dense coil section is close to the clutch plate assembly 14. The wire diameter of the dense coil section is larger than that of the sparse coil section. The balance spring 13 forms a nonlinear pressure response curve. The stiffness coefficient of the dense coil section is 2-3 times that of the sparse coil section.

[0032] Specifically, in this embodiment, the balance springs 13 are symmetrically arranged on both sides of the differential housing 9. When one wheel slips, the lateral thrust of the planetary gear 11 meshing and the reverse force of the spring are superimposed to press the clutch plate to lock the differential. The dual-stage balance spring (closed coil section + sparse coil section) provides nonlinear pressure, increases the clutch plate pressing speed, and provides a fast limited slip response.

[0033] In a preferred embodiment of this invention, the outer friction pad has a wavy groove on its surface, and the inner friction pad is coated with a silicon carbide wear-resistant layer. The wavy groove and the wear-resistant layer form a multi-directional friction contact surface.

[0034] In a preferred embodiment of the present invention, the differential housing 9 includes a fast driven gear 15 and a slow driven gear 16 disposed on both sides of the differential housing 9. The fast driven gear 15 and the slow driven gear 16 are respectively meshed with the fast driving gear 17 and the slow driving gear 18 disposed on the splined shaft 4.

[0035] Specifically, in this embodiment, the differential housing 9 includes a left half-shaft gear, a right half-shaft gear, a left-hand planetary gear, and a right-hand planetary gear disposed within the differential housing 9. The left half-shaft gear is connected to the right end of the torque output left half-shaft, and the right half-shaft gear is connected to the left end of the torque output right half-shaft. The left half-shaft gear meshes with the left-hand planetary gear, and the right half-shaft gear meshes with the right-hand planetary gear.

[0036] Specifically, in this embodiment, a half-shaft gear 10 and a planetary gear 11 are installed inside the differential housing 9. The two ends of the planetary shaft 12 are fixed by shock-absorbing sleeves. When the right wheel of the vehicle slips, the half-shaft gear 10 moves to the right, pushing the right internal gear clutch plate to compress the balance spring 13. The spring reaction force and the lateral thrust are superimposed, causing the internal and external gear clutch plates to stick together and the differential to lock. The involute toothed synchronous gear ring 6 and the noise reduction bushing work together to greatly reduce gear meshing vibration and reduce noise.

[0037] In a preferred embodiment of this utility model, the gear shifting mechanism is a multi-gear shift fork structure. The gear shifting mechanism includes a gear shift bracket 19, a shift fork shaft 20, and a shift fork 21. The gear shift bracket 19 is disposed on the side of the housing 1. The gear shift bracket 19 is connected to the shift fork 21 through the shift fork shaft 20. The shift fork 21 is movably connected to the synchronous gear ring 6. The shift fork 21 drives the synchronous gear ring 6 to achieve multi-gear switching.

[0038] In a preferred embodiment of this invention, the noise-reducing bushing has a multi-layer composite structure, including an outer metal skeleton, a middle damping rubber layer, and an inner polytetrafluoroethylene coating.

[0039] In a preferred embodiment of the present invention, a spiral lubrication channel is provided inside the differential housing 9, the outlet of the spiral lubrication channel is directly opposite the meshing area of ​​the planetary gear 11, and a magnetic filter element is embedded in the spiral lubrication channel.

[0040] Specifically, in this embodiment, the titanium nitride wear-resistant layer is combined with the spiral lubrication channel to reduce friction plate wear and greatly extend service life.

[0041] In a preferred embodiment of the present invention, a status monitoring module is further included. The status monitoring module includes a piezoelectric sensor embedded in the clutch plate group and a speed sensor disposed on the planetary shaft 12. The piezoelectric sensor detects the friction plate pressure, and the speed sensor monitors the speed difference and triggers an early warning signal.

[0042] Specifically, in this embodiment, the warning signal is transmitted to the vehicle display screen via the CAN bus. The display screen shows the differential lock status, temperature and noise decibel value in real time. The intelligent monitoring integrates sensors and the vehicle display system to provide real-time feedback on differential lock status, temperature and noise data.

[0043] In the second embodiment of this utility model, the planetary shaft 12 is provided with damping sleeves at both ends. The damping sleeves are filled with silicone particles and covered with a carbon fiber reinforcement layer. The damping sleeves at both ends of the planetary shaft 12 are made of polyurethane composite material and have a honeycomb damping structure embedded inside.

[0044] The working method of the limited-slip differential lock reducer is characterized by the following steps: when one wheel of the vehicle slips, the planetary gear 11 and the half-shaft gear 10 generate a lateral thrust; the lateral thrust presses against the clutch plate assembly 14, and the elastic force of the balance spring 13 is further increased; the clutch plate assembly 14 adheres to and locks the differential 2, so that power is forcibly distributed to the non-slipping wheel. The adhesion force of the clutch plate assembly 14 is dynamically adjusted by the preload of the balance spring 13 and the road reaction force to adapt to different working conditions.

[0045] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0046] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0047] The embodiments of this utility model have been described in detail above with reference to the accompanying drawings, but this utility model is not limited to the described embodiments. For those skilled in the art, various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this utility model, and these variations still fall within the protection scope of this utility model.

Claims

1. A limited-slip differential lock reducer, comprising: The system comprises a housing and a differential, a bevel gear shaft, a splined shaft, and a shift mechanism disposed within the housing. The splined shaft is movably connected to the bevel gear shaft and the differential via corresponding gear assemblies. The shift mechanism is movably connected to a synchronizing gear and a synchronizing ring gear movably disposed on the splined shaft. The meshing surfaces of the synchronizing ring gear and the synchronizing gear are coated with a wear-resistant coating. The bevel gear shaft is perpendicular to the housing and movably connected to the housing via a bearing housing equipped with a deep groove ball bearing. The differential includes a differential housing, half-shaft gears, planetary gears, and a limited-slip differential lock assembly. The planetary gears are connected to the differential housing via planetary shafts, and the half-shaft gears mesh with the planetary gears via the planetary shafts, which are fixed to the differential housing. Inside the differential lock assembly, the limited-slip differential includes a balance spring, a clutch plate assembly, and a pressure transmission mechanism. The clutch plate assembly includes alternating inner and outer friction plates. The inner friction plate is fixedly connected to the end face of the half-shaft gear, and the outer friction plate is slidably engaged with a groove on the inner side of the differential housing. The balance spring is symmetrically arranged on both sides inside the differential housing and is movably connected to the clutch plate assembly through the pressure transmission mechanism. When the vehicle travels on a slippery surface, the lateral thrust of the half-shaft gear and planetary gear acts on the clutch plate assembly. The elastic force of the balance spring and the lateral thrust are superimposed, causing the clutch plate assembly to stick together. The differential loses its differential function to achieve limited slip. Noise-reducing bushings are provided at the connection points between the outer shell, the differential housing, and the splined shaft.

2. The limited-slip differential lock reducer according to claim 1, characterized in that, The pressure transmission mechanism includes a conical thrust ring and a ball bearing guide. The conical thrust ring is coaxially arranged with the balance spring, and the ball bearing guide converts the axial thrust into uniform pressure on the clutch plate assembly.

3. The limited-slip differential lock reducer according to claim 2, characterized in that, The balance spring is a variable stiffness helical spring, which includes a dense coil section and a sparse coil section. The dense coil section is close to the clutch plate assembly. The wire diameter of the dense coil section is larger than that of the sparse coil section. The balance spring forms a nonlinear pressure response curve. The stiffness coefficient of the dense coil section is 2-3 times that of the sparse coil section.

4. The limited-slip differential lock reducer according to claim 1, characterized in that, The outer friction plate has a wavy groove on its surface, and the inner friction plate is coated with a silicon carbide wear-resistant layer. The wavy groove and the wear-resistant layer form a multi-directional friction contact surface.

5. The limited-slip differential lock reducer according to claim 2, characterized in that, The differential housing includes a fast driven gear and a slow driven gear disposed on both sides of the differential housing. The fast driven gear and the slow driven gear are respectively meshed with a fast driving gear and a slow driving gear disposed on the splined shaft.

6. The limited-slip differential lock reducer according to claim 1, characterized in that, The gear shifting mechanism is a multi-gear shift fork structure. The gear shifting mechanism includes a gear shifting bracket, a shift fork shaft, and a shift fork. The gear shifting bracket is disposed on the side of the housing. The gear shifting bracket is connected to the shift fork through the shift fork shaft. The shift fork is movably connected to the synchronous gear. The shift fork drives the synchronous gear ring to achieve multi-gear switching.

7. The limited-slip differential lock reducer according to claim 2, characterized in that, The noise reduction bushing has a multi-layer composite structure, including an outer metal skeleton, a middle damping rubber layer, and an inner polytetrafluoroethylene coating.

8. The limited-slip differential lock reducer according to claim 1, characterized in that, The differential housing has a spiral lubrication channel inside, the outlet of which is directly opposite the meshing area of ​​the planetary gear, and a magnetic filter element is embedded in the spiral lubrication channel.

9. The limited-slip differential lock reducer according to claim 1, characterized in that, It also includes a condition monitoring module, which includes a piezoelectric sensor embedded in the clutch plate group and a speed sensor disposed on the planetary shaft. The piezoelectric sensor detects the friction plate pressure, and the speed sensor monitors the speed difference and triggers an early warning signal.

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