POWER DISTRIBUTION DEVICE
The power distribution device addresses size, weight, and cost issues in four-wheel drive vehicles by using electromagnetically controlled locking plates and a cage to switch between drive modes, enhancing stability and preventing unintended differential release.
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Patents
- Current Assignee / Owner
- HYUNDAI WIA CORP
- Filing Date
- 2023-10-26
- Publication Date
- 2026-06-11
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
[0001] The present disclosure relates to a power distribution device and in particular a power distribution device which can prevent a four-wheel drive vehicle from losing its drivability by transferring more and more power to wheels with low grip and not transferring power to wheels with high grip, whereas during two-wheel drive power is not transferred to the rear wheels, but is transferred to the rear wheels during four-wheel drive.
[0002] In general, a vehicle is driven by transmitting power generated by a power source such as a machine or engine to the wheels, and the drive method of such a vehicle is divided into a two-wheel drive method, which drives only the front or rear wheels, and an all-wheel drive method, which drives both the front and rear wheels.
[0003] All-wheel drive offers greater driving stability than two-wheel drive and is better suited for driving on uneven surfaces, such as in mountains. All-wheel drive systems are divided into permanent all-wheel drive and a system that switches between two-wheel and all-wheel drive.
[0004] A power distribution device for distributing power to the front and rear wheels is used in the drive system, which switches between two-wheel and all-wheel drive.
[0005] The power distribution device includes an interrupt device for switching between two-wheel drive and all-wheel drive and a locking differential to prevent the vehicle from being placed in a state where it cannot drive during all-wheel drive, since in all-wheel drive more and more power is transferred to wheels with low grip and power is not transferred to wheels with high grip.
[0006] The interruption device is formed from a coupling device comprising a first disk that rotates together with a shaft, and a second disk that rotates together with a second shaft and contacts and is spaced apart from the first disk.
[0007] The locking differential comprises a rotatably designed housing, a first lateral gear connected to a first wheel, a second lateral gear connected to a second wheel, a pinion gear meshing with the first lateral gear and the second lateral gear, and a locking plate contacting and spaced from the first lateral gear in such a way that the first lateral gear is synchronized and unsynchronized with the housing.
[0008] Here, the interruption device is located between the locking differential and an axle assembly of the vehicle.
[0009] In this conventional power distribution device, two-wheel drive is performed when the first disc and the second disc are spaced apart, and four-wheel drive is performed when the first disc and the second disc come into contact with each other.
[0010] Additionally, when the locking plate is spaced from the first lateral gear in a state where the first and second discs are in contact, all-wheel drive with an open differential is achieved. This means that when power is transmitted through the housing, first lateral gear, and second lateral gear to the first and second wheels, the rotational speeds of the first and second lateral gears are compensated for by being different from each other, allowing the vehicle to turn stably. Here, because the pinion gear rotates with the housing and with respect to a transverse shaft, the first and second lateral gears can rotate at speeds different from the housing speed, and additionally at speeds different from each other.
[0011] Additionally, when the locking plate contacts the first lateral gear in a state where the first and second discs are in contact, the locking differential all-wheel drive is engaged. This means that if either the first or second wheel experiences low traction, the locking plate engages with the first lateral gear. Consequently, power is transferred through the housing, the first lateral gear, and the second lateral gear to the first and second wheels, while the first and second lateral gears are synchronized with the housing and rotate at the same speed. This transfers power to the wheels with high traction, allowing the vehicle to maintain stability even on low-traction surfaces.Although only the first side gear is in contact with the locking plate, while the pinion gear no longer rotates and only rotates with the housing, the second side gear rotates around the pinion gear at the same speed as the first side gear.
[0012] However, with such a power distribution device, as for example in the Korean patent application publication, KR 10 2022 0 136 802 A, there was a problem that size, mountability, weight and cost would worsen, since the interruption device and the locking differential each had to be provided.
[0013] During all-wheel drive operation, in a state where the locking differential is applied to the vehicle, additional slippage occurs between the first disc and the second disc, causing the locking differential to be unintentionally released.
[0014] WO 2019 / 210 225 A1 discloses an angle gear with a locking mechanism. The locking angle gear comprises a torque transmission unit, a gear, at least one linkage drive unit, and an actuator. The torque transmission unit is configured to transmit torque between itself and two outputs to the half-shafts. The ring gear is rotatably mounted on the torque transmission unit. The ring gear is designed to transmit torque between at least one part of the drive train and the torque transmission unit. The drive unit, with at least one linkage, is configured to selectively couple the rotation of the torque transmission unit with the rotation of the ring gear, thereby selectively transmitting torque between the torque transmission unit and the ring gear. The actuator is connected to the at least one linkage drive unit to selectively control it.
[0015] WO 2016 / 069 837 A1 discloses a constructed torque vector differential comprising a differential carrier rotatable about an axis. A pinion carrier can have at least one pinion rotatably mounted on at least a part of the pinion carrier.
[0016] The first and second lateral gears can be engaged with at least one pinion. The first lateral gear can be engaged with a first axle shaft for rotation. The second lateral gear can be engaged with a second axle shaft for rotation. A first clutch can be actuated to selectively lock the differential carrier and the pinion carrier against each other to allow rotation about the axis. A second clutch can be actuated to selectively connect the differential carrier to the first lateral gear. A third clutch can be actuated to selectively connect the differential carrier to the second lateral gear.
[0017] EP 1 733 156 B1 discloses a power distributor for a motor vehicle, comprising a first and a second driven axle, an input element that can be connected to the output of a drive unit, a transverse differential for the first driven axle, an output element that can be connected to the second driven axle, and a friction clutch equipped with two friction elements. One of the friction elements is connected to the output element, while the other friction element is rigidly connected axially to an input element of the transverse differential. The input element of the transverse differential rests axially on the output element.
[0018] DE 10 2006 024 216 A1 discloses a differential consisting of a differential housing, a pinion housing and first and second lateral gears which mesh with first and second pinion gears which are located inside the pinion housing.A sliding ring is movable between three engagement states by means of an actuator: a first, separated state in which the sliding ring is separated and the shafts can rotate independently of each other; a second, open state in which the shoulder section of the sliding ring engages in a corresponding section on the pinion housing, so that the pinion shaft is directly coupled to the rotation of the pinions, allowing the shafts to rotate at different speeds but with the same torque; and a third, locked state in which the teeth of the sliding ring engage with the teeth of the first side gear, so that the rotation of the pinion is directly coupled to the rotation of the pinions and side gears, allowing the shafts to rotate at the same speed but with independent torques.
[0019] CN 114 110 122 A discloses a differential system. The differential system consists of a differential mechanism and a segmentation mechanism for the differential mechanism. The differential mechanism comprises an outer and an inner differential mechanism housing. The outer housing of the differential mechanism serves as the transmission linkage to the transmission structure of the differential mechanism above it. The segmentation mechanism of the differential gear includes a segmenting clutch, teeth on the first end face, and teeth on the second end face. The teeth on the first end face are arranged between the outer and inner housings of the differential gear and are movably connected to the outer housing, allowing them to move axially and rotate synchronously relative to the outer housing. The teeth on the second end face are fixedly connected to the inner housing.The partial coupling is connected to the teeth on the first end face and serves to control their axial movement relative to the teeth on the second end face and to regulate the engagement or separation of the teeth on the first end face.
[0020] EP 1 981 732 B1 discloses a differential gear comprising a first releasable lock between a ring gear and one drive shaft, a second releasable lock between the ring gear and a differential housing, and a third releasable lock between the differential housing and a fixed part of the vehicle. The second and third locks are designed to be alternately opened and locked. This makes it possible to access drive shafts rotating in opposite directions on the left and right sides of the vehicle, thereby achieving a central rotation of the vehicle when the first lock is simultaneously held in the locked position.
[0021] One objective of the present disclosure is to provide a power distribution device capable of improving size, ease of assembly, weight and cost, while also implementing an interrupt function and a locking differential function.
[0022] This problem is solved by a power distribution device according to claim 1. Further developments of the device are the subject of the dependent claims.
[0023] One embodiment is a power distribution device comprising the following features: a rotatably mounted housing; a first lateral gear connected to a first wheel; a second lateral gear connected to a second wheel; a pinion gear meshing with the first lateral gear and the second lateral gear; a cage designed to support the pinion gear and capable of relative rotation with respect to the housing; a first locking plate contacting and spaced from the first lateral gear such that the first lateral gear is synchronized or unsynchronized with the housing;and a second locking plate which contacts the cage and is spaced from it such that the cage is synchronized or unsynchronized with the housing. The power distribution device further comprises: a first actuating element comprising an electromagnet, which is attached to the housing and is magnetized and demagnetized depending on whether a current is applied; a first armature formed integrally with the first locking plate, which is adsorbed into the first actuating element when the first actuating element is magnetized and moves away from the first actuating element when the first actuating element is demagnetized; a second actuating element comprising an electromagnet, which is attached to the housing and is magnetized and demagnetized depending on whether a current is applied;and a second armature, which is formed integrally with the second locking plate and is adsorbed into the second actuating element when the second actuating element is magnetized, and moves away from the second actuating element when the second actuating element is demagnetized.
[0024] If the first locking plate is spaced from the first side gear and the second locking plate can be spaced from the cage, the housing and the first locking plate can be unsynchronized with the first side gear and the housing and the second locking plate can be unsynchronized with the cage to provide the power distribution device in a two-wheel drive condition.
[0025] When the second locking plate contacts the cage, the housing and the second locking plate can be synchronized with the cage to provide the power distribution device in an all-wheel drive condition.
[0026] If the first locking plate is spaced apart from the first side gear, the housing and the first locking plate can be unsynchronized with the first side gear, resulting in all-wheel drive with an open differential.
[0027] When the first locking plate contacts the first side gear, the housing and the first locking plate can be unsynchronized with the first side gear and the second side gear, resulting in locking differential all-wheel drive.
[0028] The first side gear can include a first groove extending towards the first locking plate, the first locking plate can include a second groove that can engage with the first groove, the cage can include a third groove extending towards the second locking plate, and the second locking plate can include a fourth groove that can engage with the third groove.
[0029] The power distribution device may further include the following features: a first elastic component that applies force in a direction that separates the first locking plate and the first anchor from the first locking plate and the first actuating element; a second elastic component that applies force in a direction that separates the second locking plate and the second anchor from the cage and the second actuating element.
[0030] The power distribution device may further include the following feature: a bearing that rotatably supports the cage in relation to the housing.
[0031] The first locking plate and the second locking plate can be arranged on opposite sides of the cage.
[0032] Since the power distribution device according to the present disclosure comprises a rotatably designed housing; a first lateral gear connected to a first wheel; a second lateral gear connected to a second wheel; a pinion gear meshing with the first lateral gear and the second lateral gear; a cage designed to support the pinion gear and capable of relative rotation with respect to the housing; a first locking plate contacting and spaced apart from the first lateral gear such that the first lateral gear is synchronized and unsynchronized with the housing;and comprising a second locking plate that contacts and is spaced from the cage in such a way that the cage is synchronized and unsynchronized with the housing, it is possible to improve size, mountability, weight and cost while simultaneously implementing the interrupt function and locking differential function.
[0033] Additionally, unintentional release of the locking differential due to slippage of the clutch device can be suppressed, as the conventional clutch is replaced by the cage and the second locking plate.
[0034] Preferred embodiments of the present invention are explained in more detail below with reference to the accompanying drawings. These show: Fig. 1 a top view showing part of a vehicle in which a power distribution device according to an embodiment of the present disclosure is used; Fig. 2 a perspective view of a power distribution device made of Fig. 1; Fig. 3 i a perspective view showing an interrupting locking differential in the power distribution device Fig. 2 represents; Fig. 4 a perspective-based, expanded representation of Fig. 3; Fig. 5 a cross-sectional view along line II in Fig. 3, which represents a two-wheel drive condition; Fig. 6 a cross-sectional view along line II in Fig. 3, which represents an all-wheel drive state with an open differential; Fig. 7 a cross-sectional view along line II in Fig. 3, which represents a locking differential all-wheel drive condition; and Fig. 8 a cross-sectional view of a power distribution device according to another embodiment of the present disclosure.
[0035] The following describes in detail a power distribution device according to the present disclosure with reference to the attached drawings.
[0036] Fig. Figure 1 is a top view showing part of a vehicle in which a power distribution device according to an embodiment of the present disclosure is used. Fig. Figure 2 is a perspective view of a power distribution device made of Fig. 1, Fig. Figure 3 is a perspective view showing an interrupting locking differential in the power distribution device. Fig. 2 represents, Fig. Figure 4 is a perspective exploded view of Fig. 3, Fig. Figure 5 is a cross-sectional view along line II in Fig. 3, which represents a two-wheel drive condition, Fig. Figure 6 is a cross-sectional view along line II in Fig. 3, which represents an all-wheel drive state with an open differential, and Fig. Figure 7 is a cross-sectional view along line II in Fig. 3, which represents a locking differential all-wheel drive condition.
[0037] Referring to the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6 to Fig. 7. A power distribution device according to an embodiment of the present disclosure may comprise an interrupting locking differential 100 for implementing an interrupting function and locking differential function, and a connecting device 200 for connecting the interrupting locking differential device 100 to, for example, a rear differential module (RDM) and a (not shown) drive shaft of a vehicle.
[0038] The interrupting locking differential 100 can comprise a rotatably designed housing 110, a first lateral gear 120 connected to a first gear, a second lateral gear 130 connected to a second gear, a pinion gear 140 meshing with the first lateral gear 120 and the second lateral gear 130, a cage 150 designed to support the pinion gear 140 and capable of relative rotation with respect to the housing 110, a first actuating element 172 attached to the housing 110 and magnetized or demagnetized depending on whether a current is applied, a first armature 174 moving in a direction approaching and away from the first actuating element 172, and a first locking plate 176 moving with the first armature 174 and contacting the first lateral gear 120. and is spaced apart from the same, a second actuating element 182,which is attached to the housing 110 and, depending on whether a current is applied, is magnetized or demagnetized, comprises a second armature 184 which moves in a direction approaching and away from the second actuating element 182, and a second locking plate 186 which is arranged opposite the first locking plate 176 with respect to the housing 110 and moves with the second armature 184 and contacts the cage and is spaced apart from it.
[0039] The housing 110 comprises the first lateral gear 120, the second lateral gear 130, the pinion gear 140, the cage 150, a shell 112 with a space that receives the first locking plate 176 and the second locking plate 186, and a cover 114 which is attached to the shell 112 to cover an opening of the receiving space.
[0040] The shell 112 comprises an end plate 112a, which is formed in an essentially disc-like shape, an annular wall section 112b, which projects from an outer circumferential section of the end plate 112a towards the cover 114, a flange section 112c, which extends radially outwards from a front end of the annular wall section 112b, a first recess 112d, which is formed in a recessed shape on an outer circumferential surface of a section, which connects the end plate 112a and the annular wall section 112b in such a way that the first actuating element 172 can be mounted on it.
[0041] A first shaft bearing hole 112e, which is traversed by a first shaft connecting the first side gear 120 and the first wheel, is formed in a center of the end plate 112a, and a first through hole 112f, which is traversed by a first pushrod section 176b, which will be described later, is formed at a position that is radially spaced from the first shaft bearing hole 112e.
[0042] Here, the first shaft bearing hole 112e is formed such that it passes through the end plate 112a along an axis of rotation of the housing 110, and the first through hole 112f is formed such that it passes through the end plate 112a along a direction parallel to the axis of rotation of the housing 110.
[0043] A first fastening hole 112g, into which a fastening element 300, which secures the shell 112, the cover 114 and a drive gear 220, which will be described later, are inserted, can be formed in the flange section 112c.
[0044] The cover 114 is formed in an essentially disc-like shape, a second shaft bearing hole 114a, which is passed through by the second shaft connecting the second side gear 130 and the second wheel, is formed in a center of the cover 114, and a second through hole 114b, which is passed through by a second pushrod section 186b, which will be described later, is formed at a position that is radially spaced from the first shaft bearing hole 112e.
[0045] Additionally, a second mounting hole 114c, into which the mounting element 300 is inserted, is formed on an outer circumference of the cover 114, and a second recess 114d, in which the second actuating element 182 is mounted, is formed at a position that is radially spaced from the second mounting hole 114c.
[0046] The second wave hole 114a is formed here such that the cover 114 penetrates along the axis of rotation of the housing 110, and the second through hole 114b is formed such that the end plate 112a passes through along a direction parallel to the axis of rotation of the housing 110.
[0047] The first lateral gear 120 is formed such that it rotates coaxially with the axis of rotation of the housing 110 and can include a first tooth 122 formed on a section opposite the cover 114 and a first groove 124 formed on a section opposite the end plate 112a of the shell 112.
[0048] The second lateral gear 130 is formed such that it rotates coaxially with the axis of rotation of the housing 110 and with an axis of rotation of the first lateral gear 120 at a position opposite the first lateral gear 120, and includes a second tooth 132 formed at a position opposite the first lateral gear 120.
[0049] The pinion gear 140 is designed to rotate with respect to the transverse shaft 160 and to rotate with respect to the axis of rotation of the housing 110, and may include a third tooth 142 which engages with the first tooth 122 on one side of the same, and a tooth which engages with the second tooth 132 on another side of the same.
[0050] The cage 150 is formed in a ring-shaped form that extends along a direction of rotation of the pinion gear 140 and can include a third through-hole 152 that passes through the cage 150 along a radial direction of the cage 150 such that the transverse shaft 160 is inserted therein.
[0051] Additionally, the cage 150 can include a third groove 154 formed at a position opposite the cover 114.
[0052] The first actuating element 172 comprises an electromagnet which is magnetized when a current is applied to it and is demagnetized when no current is applied to it.
[0053] The first anchor 174 is formed in an annular shape extending along the direction of rotation of the housing 110 and having the first shaft bearing hole 112e of the housing 110 as its center, and an inner circumferential section of the first anchor 174 may be attached to the first pushrod section 176b, which will be described later, and an outer circumferential section of the same may be directed towards the first actuating element 172.
[0054] The first locking plate 176 can comprise an annular first plate section 176a extending along an outer circumferential section of the first side gear 120 between the first side gear 120 and the end plate 112a of the shell 112, and the first pushrod section 176b projecting from the first plate section 176a towards the end plate 112a and passing through the first through-hole 112f to be attached to the inner circumferential section of the first anchor 174, and the first plate section 176a can include a second groove 176c that can engage with the first groove 124.
[0055] The first plate section 176a can have a thickness that is less than the distance between the first side gear 120 and the end plate 112a, so that the first plate section 176a can move between the first side gear 120 and the end plate 112a in one direction of the axis of rotation of the housing 110.
[0056] Additionally, a first elastic component 178 is provided between the first side gear 120 and the first locking plate 176 to apply elastic force to move the first locking plate 176 towards the end plate 112a.
[0057] The second actuating element 182 comprises an electromagnet which is magnetized when a current is applied to it and is demagnetized when no current is applied to it.
[0058] The second actuating element 182 can be designed in such a way that it is operated independently of the first actuating element 172.
[0059] The second anchor 184 is formed in an annular shape extending along the direction of rotation of the housing 110 and having the second shaft bearing hole 114a of the housing 110 as its center, and an inner circumferential section of the second anchor 184 may be attached to the second pushrod section 186b, which will be described later, and an outer circumferential section of the same may be directed towards the second actuating element 182.
[0060] The second locking plate 186 can comprise an annular second plate section 186a extending along the housing 110 between the cage 150 and the cover 114, and the second pushrod section 186b projecting from the second plate section 186a towards the cover 114 and passing through the second through-hole 114b to be attached to the inner circumferential section of the second anchor 184, and the second plate section 186a can include a fourth groove 186c which can engage with the third groove 154.
[0061] The second plate section 186a can have a thickness that is less than the distance between the cage 150 and the cover 114, so that the second plate section 186a can move between the cage 150 and the cover 114 in one direction of the axis of rotation of the housing 110.
[0062] Additionally, a second elastic component 188 is provided between the cage 150 and the second locking plate 186 to apply elastic force to move the second locking plate 186 towards the cover 114.
[0063] The connecting device 200 comprises a housing 210 which accommodates the interrupting locking differential 100 and is attached to the rear differential module (RDM), and a drive gear 220 which is rotatably provided in the housing 210, and the drive gear 220 is connected to the (not shown) drive shaft on one side of the connecting device 200 and to the housing 110 on the other side of the same.
[0064] The following describes the practical effect produced by the power distribution device according to the present disclosure.
[0065] First, the current, referring to Fig. 5, in the case of a two-wheel drive mode, the second actuating element 182 is not applied. Then no attractive force is generated between the second actuating element 182 and the second armature 184, and the second locking plate 186 can be moved by the second elastic component 188 towards the cover 114 and does not come into contact with the cage 150. This means that the third groove 154 and the fourth groove 186c cannot engage with each other. Furthermore, the second armature 184, together with the second locking plate 186, can be moved in such a way that it is spaced away from the second actuating element 182. Accordingly, the housing 110 and the second locking plate 186 can be out of sync with the cage 150.
[0066] In the two-wheel drive mode, current may not be applied to the first actuating element 172. In this case, no attractive force is generated between the first actuating element 172 and the first armature 174, and the first locking plate 176 can be moved by the first elastic component 178 towards the end plate 112a without coming into contact with the first lateral gear 120. This means that the first groove 124 and the second groove 176c cannot engage with each other. Furthermore, the first armature 174, together with the first locking plate 176, can be moved in such a way that it is spaced away from the first actuating element 172. Consequently, the housing 110 and the first locking plate 176 can be out of sync with the first lateral gear 120.
[0067] In the interrupted state, since the rear wheels (first wheel and second wheel), the first side gear 120, the second side gear 130, the pinion gear 140 and the cage 150 can be moved independently with respect to the housing 110, the power generated by the power source is only transmitted to the front wheels without being transmitted to the rear wheels (first wheel, second wheel), and the vehicle can be driven by two wheels.
[0068] Here, power loss can be reduced because the housing 110, the drive gear 220 and the (not shown) drive shaft do not rotate.
[0069] Next, a current, referring to the Fig. 6 and Fig. 7, in the case of the all-wheel drive mode, is applied to the second actuating element 182. This generates an attractive force between the second actuating element 182 and the second armature 184. The second armature 184 can then be moved towards the second actuating element 182 and adsorbed into it. Furthermore, the second locking plate 186 can move together with the second armature 184 to come into contact with the cage 150. This means that the third groove 154 and the fourth groove 186c can engage with each other. Accordingly, the housing 110 and the second locking plate 186 can be synchronized with the cage 150 such that the cage 150 can rotate at the same speed as the housing 110.In this connected state, the power generated by the power source is transferred to the rear wheels (first wheel and second wheel) and to the front wheels in such a way that the vehicle can be driven by all four wheels.
[0070] In this case, the all-wheel drive mode, as described in Fig. As shown in Figure 6, no current is applied to the first actuating element 172. Therefore, no attractive force is generated between the first actuating element 172 and the first armature 174, and the first locking plate 176 can be moved by the first elastic component 178 towards the end plate 112a without coming into contact with the first lateral gear 120. This means that the first groove 124 and the second groove 176c cannot engage with each other. Furthermore, the first armature 174, together with the first locking plate 176, can be moved in such a way that it is spaced apart from the first actuating element 172. Accordingly, the housing 110 and the first locking plate 176 can be out of sync with the first lateral gear 120.In this all-wheel drive mode with open differential, where the power is transmitted to the rear wheels (first wheel and second wheel) through the housing 110, the first lateral gear 120 and the second lateral gear 130, the rotational speed of the first lateral gear 120 and the rotational speed of the second lateral gear 130 are compensated in such a way that they are different from each other, so that the vehicle can turn stably.
[0071] Alternatively, the all-wheel drive system, as used in this one, can be used. Fig. As shown in Figure 7, a current is applied to the first actuating element 172 to generate an attractive force between the first actuating element 172 and the first armature 174. The first armature 174 can then be moved towards the first actuating element 172 and adsorbed into it. Furthermore, the first locking plate 176 can be moved together with the first armature 174 to engage with the first side gear 120. This means that the first groove 124 and the second groove 176c can engage with each other.Accordingly, the first lateral gear 120 is synchronized with the housing 110 via the first locking plate 176, the first armature 174, and the first actuating element 172, and the second lateral gear 130 is synchronized with the first lateral gear 120 via the pinion gear 140 in such a way that the first lateral gear 120 and the second lateral gear 130 can be rotated at the same speed as the housing 110. In this locking differential all-wheel drive mode, in which power is transmitted to the first and second wheels via the housing 110, the first lateral gear 120, and the second lateral gear 130, power is supplied to the wheels on the ground with a relatively high gripping force, thus enabling the vehicle to be driven stably even on uneven terrain.
[0072] Since the interrupting device according to the present embodiment comprises the first locking plate 176 and the second locking plate 186, an interrupting function and a locking differential function can be implemented with the interrupting locking differential device 100. Accordingly, the size, ease of assembly, weight, and cost of the interrupting device can be improved.
[0073] Additionally, unintentional release of the locking differential due to slippage of the clutch device can be suppressed, since the conventional clutch is replaced by the cage 150 and the second locking plate 186, which can be engaged with each other.
[0074] Meanwhile, to improve longevity, as in Fig. Figure 8 shows a bearing 190 which rotatably supports the cage 150 in relation to the housing 110, provided between the housing 110 and the cage 150. Reference symbol list 110 cases 112 bowls 112a End plate 112b ring-shaped wall section 112c flange section 112d first notch 112e first shaft bearing hole 112f first through hole 112g first mounting hole 120 first side gear 124 first groove 130 second side gear 140 pinion gear 150 cage 154 third groove 172 first actuating element 174 first anchor 176 first locking plate 176c second groove 178 first elastic structural element 182 second actuating element 184 second anchor 186 second locking plate 186c fourth groove 188 second elastic structural member 190 storage
Claims
Power distribution device comprising the following features: a rotatably mounted housing (110); a first lateral gear (120) connected to a first gear; a second lateral gear (130) connected to a second gear; a pinion gear (140) meshing with the first lateral gear (120) and the second lateral gear (130); a cage (150) designed to support the pinion gear (140) and capable of relative rotation with respect to the housing (110); a first locking plate (176) contacting and spaced apart from the first lateral gear (120) such that the first lateral gear (120) is synchronized or unsynchronized with the housing (110);a second locking plate (186) which contacts the cage (150) and is spaced from it such that the cage (150) is synchronized or unsynchronized with the housing (110); a first actuating element (172) comprising an electromagnet and attached to the housing (110) which is magnetized and demagnetized depending on whether a current is applied; a first armature (174) formed integrally with the first locking plate (176) which is adsorbed into the first actuating element (172) when the first actuating element (172) is magnetized and moves away from the first actuating element (172) when the first actuating element (172) is demagnetized; a second actuating element (182) comprising an electromagnet and attached to the housing (110) which is magnetized and demagnetized depending on whether a current is applied;and a second armature (184) which is formed integrally with the second locking plate (186) and is adsorbed into the second actuating element (182) when the second actuating element (182) is magnetized, and moves away from the second actuating element (182) when the second actuating element (182) is demagnetized.; Power distribution device according to claim 1, wherein, when the first locking plate (176) is spaced apart from the first side gear (120) and the second locking plate (186) is spaced apart from the cage (150), the housing (110) and the first locking plate (176) are unsynchronized with the first side gear (120) and the housing (110) and the second locking plate (186) are unsynchronized with the cage (150) to provide the power distribution device in a two-wheel drive condition. Power distribution device according to claim 1, wherein, when the second locking plate (186) contacts the cage (150), the housing (110) and the second locking plate (186) are synchronized with the cage (150) to provide the power distribution device in an all-wheel drive state. Power distribution device according to claim 3, wherein, when the first locking plate (176) is spaced apart from the first side gear (120), the housing (110) and the first locking plate (176) are unsynchronized with the first side gear (120), so that all-wheel drive with open differential is implemented. Power distribution device according to claim 3, wherein, when the first locking plate (176) contacts the first side gear (120), the housing (110) and the first locking plate (176) are synchronized with the first side gear (120) and the second side gear (130), so that locking differential all-wheel drive is performed. Power distribution device according to one of claims 1 to 5, wherein the first lateral gear (120) has a first groove (124) projecting towards the first locking plate (176), the first locking plate (176) has a second groove (176c) that can engage with the first groove (124), the cage (150) has a third groove (154) projecting towards the second locking plate (186), and the second locking plate (186) has a fourth groove (186c) that can engage with the third groove (154). Power distribution device according to claim 1, further comprising the following features: a first elastic component (178) that applies force in a direction that separates the first locking plate (176) and the first anchor (174) from the first locking plate (176) and the first actuating element (172); and a second elastic component (188) that applies force in a direction that separates the second locking plate (186) and the second anchor (184) from the cage (150) and the second actuating element (182). Power distribution device according to one of claims 1 to 7, which further comprises the following feature: a bearing (190) which rotatably supports the cage (150) in relation to the housing (110). Power distribution device according to one of claims 1 to 8, wherein the first closing plate (176) and the second closing plate (186) are arranged on sides opposite each other with respect to the cage (150).