Mechanically variable lock-up friction plate limited-slip differential transmission assembly

Abstract

This utility model discloses a mechanically variable locking rate friction plate type limited-slip differential transmission assembly, mainly relating to the field of remote control car differential technology; it includes a friction plate type differential body and a drive shaft. The friction plate type differential body includes a main housing, in which a positioning shaft is provided. A partition is fixedly provided in the middle of the positioning shaft, and differential components are provided on both sides of the partition. The differential component includes a positioning washer, a centrifugal mass block, a return spring, a first gear, and friction plates, which are sequentially sleeved on the positioning shaft. Connecting shafts are provided on both the left and right sides of the differential component. One end of the connecting shaft is provided with a second gear that meshes with the first gear, and the other end is connected to the drive shaft through a first universal joint. This utility model converts the centrifugal force generated by rotation into pressure on the friction plates, resulting in a change in the locking rate, which can meet the drifting requirements of remote control cars.

Description

Technical Field

[0001] This utility model relates to the field of remote control car differential technology, specifically a mechanically variable locking ratio friction plate type limited slip differential transmission assembly. Background Technology

[0002] The main function of a differential is to solve the problem of different rotational speeds of the inner and outer wheels when a vehicle is turning. In different drifting states, remote-controlled cars require the differential to constantly adjust the locking ratio to optimize handling. Furthermore, remote-controlled cars are powerful, with wheel speeds quickly reaching over 10,000 revolutions per minute at high speeds. Traditional differentials, however, only allow one preset limited-slip state during operation and cannot dynamically change the locking ratio at low and high speeds. This limits the application of differentials in remote-controlled car drifting. Summary of the Invention

[0003] The purpose of this invention is to solve the problems existing in the prior art and provide a mechanically variable locking ratio friction plate type limited slip differential transmission assembly. By converting the centrifugal force brought about by rotation into pressure on the friction plate, the locking ratio changes, which can meet the drifting requirements of remote control cars.

[0004] To achieve the above objectives, this utility model employs the following technical solution:

[0005] A mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly includes a friction plate type differential body and drive shafts disposed at the left and right ends of the friction plate type differential body. The friction plate type differential body includes a main housing, and a positioning shaft perpendicular to the axis of the main housing is provided inside the main housing. A partition is fixedly provided in the middle of the positioning shaft, and differential components are provided on both sides of the partition. The differential components include a positioning shim, a centrifugal mass block, a return spring, a first gear, and friction plates sequentially sleeved on the positioning shaft. The positioning shim is adjacent to the partition, the friction plates are adjacent to the inner wall of the main housing, one end of the return spring abuts against the centrifugal mass block, and the other end abuts against the first gear. The centrifugal mass block and the first gear are slidably connected to the positioning shaft. Connecting shafts are provided on the left and right sides of the differential components. The connecting shafts are rotatably connected to the main housing. One end of the connecting shaft is provided with a second gear that meshes with the first gear, and the other end is connected to the drive shaft through a first universal joint.

[0006] Preferably, a transmission gear is provided on the outer wall of the main housing.

[0007] Preferably, the drive shaft is a variable length drive shaft.

[0008] Preferably, the drive shaft includes a drive sleeve, a drive pin, and an output fixing pin. One end of the drive sleeve is provided with a insertion hole adapted to the drive pin, and the other end is connected to the connecting shaft through a first universal joint. One end of the drive pin inserted into the drive sleeve is provided with a rolling limiting mechanism, and the other end is connected to the output fixing pin through a second universal joint.

[0009] Preferably, the rolling limiting mechanism includes bearings disposed at the upper and lower ends of the transmission pin, and the outer wall of the transmission sleeve is provided with a waist-shaped hole adapted to the bearing.

[0010] Preferably, the bearing is fixed to the transmission pin by fixing screws, and a bearing washer is provided on the side of the bearing near the transmission pin.

[0011] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0012] 1. The friction plate differential of this utility model can convert the centrifugal force generated by rotation into pressure on the friction plates, thereby causing changes in the locking rate. It tends to open during deceleration and tends to lock during acceleration. Furthermore, the locking rate and the way the locking rate changes can be changed by increasing the thickness of the positioning shim, replacing the return spring, replacing the friction plates with different friction coefficients, and replacing the centrifugal mass block with different masses. It can support larger diameters, longer lengths, and different materials to be compatible with different vehicle models and usage scenarios.

[0013] 2. The drive shaft of this utility model is a variable length drive shaft. Based on cylindrical machining, it reduces the machining difficulty. It uses bearings to carry out transmission and limiting functions. The rolling friction characteristics of the bearings also make the drive shaft more efficient in complex scenarios. It can support larger diameters and longer lengths, and can be made of different materials to be compatible with different vehicle models and usage scenarios. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this utility model.

[0015] Figure 2 This is a schematic diagram of the internal structure of the main housing.

[0016] Figure 3 This is a schematic diagram of the drive shaft.

[0017] The following are the numbered components in the attached diagram: 1. Friction plate differential body; 11. Main housing; 12. Positioning shaft; 13. Separator; 14. Transmission gear; 2. Transmission shaft; 21. Transmission sleeve; 22. Transmission pin; 23. Output fixing pin; 24. Bearing; 25. Waist-shaped hole; 26. Fixing screw; 3. Differential assembly; 31. Positioning shim; 32. Centrifugal mass block; 33. Return spring; 34. First gear; 35. Friction plate; 4. Connecting shaft; 41. Second gear; 51. Ball head; 52. Through groove; 53. Universal joint; 54. Fixing pin. Detailed Implementation

[0018] The present invention will be further illustrated below with reference to specific embodiments. It should be understood that these embodiments are for illustrative purposes only and are not intended to limit the scope of the present invention. Furthermore, it should be understood that after reading the teachings of this invention, those skilled in the art can make various alterations or modifications to the present invention, and these equivalent forms also fall within the scope defined in this application.

[0019] Example: As attached Figure 1-3 As shown, the present invention relates to a mechanically variable locking ratio friction plate type limited slip differential transmission assembly, including a friction plate type differential body 1 and transmission shafts 2 disposed at the left and right ends of the friction plate type differential body 1. The friction plate type differential body 1 includes a main housing 11, which is preferably a rotating body. A positioning shaft 12 perpendicular to the axis of the main housing 11 is provided inside the main housing 11. The end of the positioning shaft 12 is connected to the main housing 11. A separator 13 is fixedly provided in the middle of the positioning shaft 12. Differential components 3 are provided on both sides of the separator 13. The separator 13 and the positioning shaft 12 can be an integral structure. The separator 13 is preferably cylindrical in shape. When the main housing 11 rotates, the positioning shaft 12 rotates with the main housing 11 around the axis of the main housing 11.

[0020] The differential assembly 3 includes a positioning pad 31, a centrifugal mass block 32, a return spring 33, a first gear 34, and a friction plate 35, which are sequentially sleeved on the positioning shaft 12. Each of the positioning pad 31, centrifugal mass block 32, first gear 34, and friction plate 35 has a central hole adapted to the positioning shaft 12. The positioning pad 31 is adjacent to the separator 13, and the friction plate 35 is adjacent to the inner wall of the main housing 11. One end of the return spring 33 abuts against the centrifugal mass block 32, and the other end abuts against the first gear 34. The centrifugal mass block 32 and the first gear 34 are slidably connected to the positioning shaft 12. When the positioning shaft 12 rotates around the axis of the main housing 11, as the rotational speed gradually increases, the centrifugal mass block 32 moves away from the separator 13 due to centrifugal force and applies pressure to the return spring 33. This pressure is then transmitted to the friction plate 35 through the first gear 34. As the pressure of the first gear 34 relative to the friction plate 35 increases, the increased friction makes rotation difficult, thus achieving the function of limiting slip. As the pressure continues to increase, the first gear 34 becomes more difficult to rotate, and the locking ratio continues to increase, achieving a variable locking ratio.

[0021] The differential assembly is provided with connecting shafts 4 on both the left and right sides. The connecting shafts 4 are rotatably connected to the main housing 11. One end of the connecting shaft 4 is provided with a second gear 41 that meshes with the first gear 34, and the other end is connected to the drive shaft 2 through a first universal joint. The first gear 34 and the second gear 41 can be bevel gears or bevel gears.

[0022] The first universal joint can be an existing ball joint. Preferably, the first universal joint includes a ball head 51 fixed on the drive shaft 2 and a spherical mounting groove provided at the end of the connecting shaft 4 and adapted to the ball head 51. The ball head 51 is provided with a through groove 52 that vertically penetrates the ball head 51. A universal shaft 53 is horizontally provided in the through groove 52. The universal shaft 53 is rotatably connected to the ball head 51. A fixing pin 54 perpendicular to the universal shaft 53 is provided on the universal shaft 53. The fixing pin 54 penetrates the universal shaft 53 and is rotatably connected to the universal shaft 53. The fixing pin 54 is located in the spherical mounting groove and is rotatably connected to the connecting shaft 4.

[0023] Preferably, the outer wall of the main housing 11 is provided with a transmission gear 14. The transmission gear 14 on the main housing 11 can be a spur gear, bevel gear, helical gear, etc., or can be replaced with a pulley, chain wheel, etc., compatible with the previous stage of transmission.

[0024] Preferably, the drive shaft 2 is a variable length drive shaft.

[0025] Furthermore, the drive shaft 2 includes a drive sleeve 21, a drive pin 22, and an output fixing pin 23. One end of the drive sleeve 21 is provided with a insertion hole adapted to the drive pin 22, and the other end is connected to the connecting shaft 4 through a first universal joint. One end of the drive pin 22 inserted into the drive sleeve 21 is provided with a rolling limiting mechanism, and the other end is connected to the output fixing pin 23 through a second universal joint.

[0026] Furthermore, the rolling limiting mechanism includes bearings 24 disposed at the upper and lower ends of the transmission pin 22. The outer wall of the transmission sleeve 21 is provided with a waist-shaped hole 25 adapted to the bearing 24. The bearing 24 is located in the waist-shaped hole 25 and can roll within the waist-shaped hole 25.

[0027] Furthermore, the bearing 24 is fixed to the transmission pin 22 by fixing screws 26, and a bearing washer is provided on the side of the bearing 24 near the transmission pin 22.

[0028] Insert the transmission pin 22 into the transmission sleeve 21, and then use the fixing screw 26 to fix the bearing 24 onto the transmission pin 22. When the transmission shaft 2 rotates, since the force is only on one side and the oblong hole 25 leaves a certain gap, the bearing 24 will be pushed to one side. At this time, when the transmission pin 22 reciprocates in the transmission sleeve 21, the sliding friction of the bearing 24 will bear most of the force, thereby ensuring the overall smoothness. The oblong hole on the transmission sleeve 21 can prevent the transmission pin 22 from coming out when it is stretched to its maximum length.

Claims

1. A mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly, comprising a friction plate type differential body (1) and transmission shafts (2) disposed at the left and right ends of the friction plate type differential body (1), characterized in that: The friction plate differential body (1) includes a main housing (11), inside which is a positioning shaft (12) perpendicular to the axis of the main housing (11). A separator (13) is fixedly provided in the middle of the positioning shaft (12), and differential components (3) are provided on both sides of the separator (13). The differential component (3) includes a positioning pad (31), a centrifugal mass block (32), a return spring (33), a first gear (34), and a friction plate (35) sequentially sleeved on the positioning shaft (12). The positioning pad (31) and the separator (13) are connected in series. Adjacent to each other, the friction plate (35) is adjacent to the inner wall of the main housing (11), one end of the return spring (33) abuts against the centrifugal mass block (32), and the other end abuts against the first gear (34). The centrifugal mass block (32) and the first gear (34) are both slidably connected to the positioning shaft (12). The left and right sides of the differential assembly are provided with connecting shafts (4). The connecting shafts (4) are rotatably connected to the main housing (11). One end of the connecting shaft (4) is provided with a second gear (41) that meshes with the first gear (34), and the other end is connected to the transmission shaft (2) through the first universal joint.

2. The mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly as described in claim 1, characterized in that: The outer wall of the main housing (11) is provided with a transmission gear (14).

3. The mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly as described in claim 1, characterized in that: The drive shaft (2) is a variable length drive shaft.

4. The mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly as described in claim 3, characterized in that: The drive shaft (2) includes a drive sleeve (21), a drive pin (22) and an output fixing pin (23). One end of the drive sleeve (21) is provided with a insertion hole adapted to the drive pin (22), and the other end is connected to the connecting shaft (4) through a first universal joint. One end of the drive pin (22) inserted into the drive sleeve (21) is provided with a rolling limiting mechanism, and the other end is connected to the output fixing pin (23) through a second universal joint.

5. The mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly as described in claim 4, characterized in that: The rolling limiting mechanism includes bearings (24) disposed at the upper and lower ends of the transmission pin (22), and the outer wall of the transmission sleeve (21) is provided with a waist-shaped hole (25) adapted to the bearing (24).

6. The mechanically variable lock-up ratio friction plate type limited-slip differential transmission assembly as described in claim 5, characterized in that: The bearing (24) is fixed to the transmission pin (22) by a fixing screw (26), and a bearing washer is provided on the side of the bearing (24) near the transmission pin (22).

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