Mechanical torque-converting reducer assembly of new energy vehicle

Abstract

Disclosed in the present invention is a mechanical torque-converting reducer assembly of a new energy vehicle. The mechanical torque-converting reducer assembly comprises an input shaft, a clutch, a first limited slip differential, a second limited slip differential and a gear reducer, wherein by means of the cooperative use of the double limited slip differentials and the clutch, and by using the gear ratio of the gear reducer as the speed ratio between an input shaft of an electric motor and output shafts of left and right wheels, in case of load difference between the left wheel and the right wheel, the speed difference between the output shaft of the left wheel and the output shaft of the right wheel is adjusted by means of the disengagement of the clutch and the limited slip differentials, to change the speed difference between the input shaft and the gear reducer, so that a mechanical variable torque-converting function is achieved, and thus the function of automatically changing the speed ratio of the input shaft of the electric motor is achieved. The reducer assembly can be used as part of a vehicle transmission system in a normal driving state of a new energy vehicle, and can intervene in the vehicle transmission system when conditions arise to perform a torque-converting operation between an input shaft and output shafts of the left and right wheels, such that a situation whereby the wheels are locked is avoided.

Description

A mechanical torque converter reducer assembly for new energy vehicles Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a mechanical torque converter reducer assembly for a new energy vehicle. Background Art

[0002] With the continuous popularization of new energy vehicles, the improvement of new energy vehicle technology is also ongoing. The power of new energy vehicles generally outputs torque through internal combustion engines or electric motors, and then outputs the torque to the wheels through drive shafts and a series of transmission parts to convert it into power for the vehicle to move. The types of new energy vehicles include two-wheel driving and four-wheel driving. When four-wheel driving new energy vehicles deal with sharp turns or uneven roads, the power wheels on both sides will easily have speed differences and torque differences. If the car's drive system lacks a structure to adjust the output shaft connected to the power wheel in time to deal with this situation, it will cause a series of problems such as tire slippage, body deviation, and obstructed steering control, which can easily lead to vehicle loss of control and seriously affect the driver's personal safety.

[0003] In order to solve the problem of speed difference and torque difference between the powered wheels during vehicle driving, people have designed differentials for use on vehicles to deal with this problem. Among common differentials, the limited slip differential is a type of differential with superior structure and performance. It is different from the gear differential configuration used in the early days of automobile development. It can not only distribute the torque between the left and right wheels without affecting the passability on roads with severe road conditions, but also allows the speed difference between the driving wheels on both sides to be maintained within a certain range to ensure normal cornering and other driving performance. However, the existing limited slip differential will automatically lock when the speed difference between the wheels on both sides is large.

[0004] In addition, the differential is generally set on the wheel output shaft of the front or rear axle. When the differential is working, the input shaft driven by the vehicle engine will temporarily stop driving the wheels, and the power of the output shaft cannot be transmitted to the wheels, resulting in a decrease in wheel speed after the differential adjusts the torque of the wheels on both sides. The vehicle speed drops significantly, resulting in the vehicle being unable to regain power to support its continued driving after stabilizing its driving direction. When the wheels cannot obtain driving power, the vehicle's ability to respond to emergencies will decrease, and the difficulty of escaping the vehicle will increase.

[0005] Therefore, it is necessary to design a mechanical torque converter reducer assembly for new energy vehicles. Summary of the Invention

[0006] In response to the above technical deficiencies, the present invention provides a reducer assembly that can change the speed difference between the input shaft and the gear according to load changes, thereby realizing a mechanical torque change function and further realizing automatic speed ratio change.

[0007] To achieve the above object, the present invention is implemented through the following technical solutions:

[0008] The present invention discloses a mechanical torque converter reducer assembly for a new energy vehicle, comprising an input shaft, a clutch, a first limited slip differential, a second limited slip differential and a gear reducer, wherein the clutch and the first limited slip differential are coaxially matched with the input shaft, the first limited slip differential is transmitted by being threadedly connected to the input shaft, the end of the clutch close to the first limited slip differential is sleeved to the outer side of the end of the first limited slip differential close to the clutch by means of internal and external threads, the input shaft on the outer side of the first limited slip differential is equipped with a shaft sleeve, the end of the first limited slip differential close to the shaft sleeve is sleeved to the end of the shaft sleeve close to the first limited slip differential by means of internal and external threads, a circle of first external thread section is provided on the surface of the end of the shaft sleeve away from the first limited slip differential, the middle section of the gear reducer is a coaxially matched first gear and a second gear, the first gear is meshed with the first external thread section, and the second gear is meshed with the second limited slip differential for transmission.

[0009] Furthermore, the first limited-slip differential and the second limited-slip differential have the same structure, and the second limited-slip differential includes a left output shaft, a right output shaft, a left limited-slip inner housing, a right limited-slip inner housing, a differential main housing, a left differential housing and a right differential housing, the left output shaft is axially connected to one end of the left limited-slip inner housing, the right output shaft is axially connected to the other end of the right limited-slip inner housing, the left differential housing, the differential main housing and the right differential housing are fixedly connected as a whole in sequence, the differential main housing takes its central axis as the rotation center and is symmetrically provided with no less than three pairs of limiting holes penetrating the differential main housing, the limiting holes are embedded with travel transmission blocks, and the left limited-slip inner housing and the right limited-slip inner housing are both provided with pairs of travel transmission blocks A track groove for axial limiting, wherein the track groove is mirror-symmetrical with the differential main body case as the center at the setting positions of the left limited-slip inner housing and the right limited-slip inner housing, the radius difference between the circle where the track groove is farthest from the axis of the differential main body case and the circle where the track groove is closest is equal to the length of the limiting hole, and the inner walls of the left limited-slip inner housing and the right limited-slip inner housing are both provided with a circle of internal thread segments, wherein the left limited-slip inner housing or the right limited-slip inner housing in the first limited-slip differential is transmitted by cooperating with the external thread of the input shaft through the internal thread segment, the left limited-slip inner housing in the second limited-slip differential is transmitted by cooperating with the external thread of the left output shaft through the internal thread segment, and the right limited-slip inner housing in the second limited-slip differential is transmitted by cooperating with the external thread of the right output shaft through the internal thread segment.

[0010] Furthermore, a circle of convex edges is provided on the outer edge of the differential main body case of the second limited-slip differential, and the thickness of the convex edge in the axial direction of the differential main body case is greater than the thickness of the differential main body case in the axial direction of the differential main body case. A circle of second external thread segments is provided on the outer edge of the convex edge, and the second limited-slip differential is meshed with the second gear through the second external thread segments, and the diameter and number of teeth of the second gear are both smaller than the diameter and number of teeth of the first gear.

[0011] Furthermore, the left limited-slip inner shell and the right limited-slip inner shell are both provided with two track grooves, and the track groove provided in the left limited-slip inner shell and the track groove provided in the right limited-slip inner shell are both closed-loop, equal-width grooves with the outline of a rotationally symmetrical figure, and the track grooves are formed by connecting several groups of alternating upward track segments and downward track segments, and the number of groups of upward track segments and downward track segments is not less than 3, the direction of the upward track segment is extending from the center of the left limited-slip inner shell / right limited-slip inner shell to the outward edge, and the direction of the downward track segment is extending from the outer edge of the left limited-slip inner shell / right limited-slip inner shell to the center, and the number of groups of the upward track segments and downward track segments is any one of 3 groups, 4 groups, 5 groups, and 6 groups.

[0012] Furthermore, the angle between the straight line in the extension direction of the upward track segment and the radius of the left limited-slip inner shell / right limited-slip inner shell is greater than the angle between the straight line in the extension direction of the downward track segment and the radius of the left limited-slip inner shell / right limited-slip inner shell, and any angle is greater than 0°.

[0013] Furthermore, the limiting holes extend outward from the center of the differential main body case along the radial direction of the differential main body case, and the number of the limiting holes is twice the number of groups of the upward track segments and the downward track segments. The travel block is limited in the track groove between the left limited-slip inner shell and the right limited-slip inner shell.

[0014] Furthermore, the left limited-slip inner shell / right limited-slip inner shell is composed of a disc-shaped and hollow inner shell body and an internal spline sleeve arranged in the center of one end of the inner shell body and connected to the hollow inner shell body, and the track groove is arranged at the opposite end of the inner shell body and the internal spline sleeve.

[0015] Furthermore, a chamfered transition surface is provided at the root of the internal spline sleeve, which abuts against the inner surface of the left differential housing / right differential housing, and enables the outer side surface of the internal spline sleeve to slide fit with the inner surface of the left differential housing / right differential housing.

[0016] Furthermore, the left differential housing / right differential housing is composed of a disc-shaped and hollow outer shell disc and a shaft sleeve arranged in the center of one end of the outer shell disc and connected to the hollow part thereof. The outer shell disc is provided with a mating cavity on the other side opposite to the shaft sleeve. The inner surface of the mating cavity is slidably mated with the outer surface of the inner shell disc, and the inner surfaces of the mating cavity other than the inner surface are non-contact mated with the end plane of the inner shell disc.

[0017] Furthermore, the inner surface of the mating cavity is composed of an inner side surface that surrounds the outer end surface and an inner end surface separated from the outer end surface by the inner side surface. The inner end surface is composed of at least two levels of step surfaces, and any step surface and the transition between the step surfaces do not contact the left limited-slip inner shell / right limited-slip inner shell.

[0018] The beneficial effects of the present invention are:

[0019] A dual limited-slip differential is used in conjunction with a clutch, and the gear ratio of the gear reducer is used as the speed ratio between the motor's input shaft and the left and right wheel output shafts. When there is a load difference between the left and right wheels, the clutch is disengaged and the limited-slip differential is used to adjust the speed difference between the left and right wheel output shafts, changing the speed difference between the input shaft and the gear reducer, thereby realizing a mechanical torque change function, and further realizing the function of automatically changing the motor's input shaft speed ratio.

[0020] This reducer assembly can be used as part of the vehicle's transmission system when the new energy vehicle is in normal driving condition. When a differential situation occurs, it will intervene in the vehicle's transmission system to perform torque conversion operations between the input shaft and the left and right wheel output shafts, so that the vehicle will not experience wheel locking. Moreover, the theoretical torque conversion limit can be increased by 2 times, and it has a wider application range than traditional reducer assemblies, which improves the ability of new energy vehicles to maintain overall vehicle operation stability when a differential situation occurs, allowing new energy vehicles equipped with this reducer assembly to perform better when adapting to complex road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a schematic structural diagram of the reducer assembly.

[0022] FIG2 is a partial enlarged schematic diagram of point C in FIG1 .

[0023] FIG3 is a schematic diagram of the overall structure of the first limited slip differential.

[0024] FIG4 is a schematic diagram of the overall structure of the second limited slip differential.

[0025] FIG5 is a schematic diagram of the radial cross-sectional structure of the left limited-slip inner casing / right limited-slip inner casing according to the present invention.

[0026] FIG6 is a schematic diagram of the axial structure of the structure shown in FIG5 .

[0027] FIG7 is a schematic diagram of the radial cross-section structure of the differential main body case according to the present invention.

[0028] FIG8 is a schematic diagram of the axial structure of the structure shown in FIG7 .

[0029] FIG9 is a schematic diagram of the radial cross-section structure of the left differential case / right differential case according to the present invention.

[0030] FIG10 is a schematic diagram of the axial structure of the structure shown in FIG9 .

[0031] FIG11 is a diagram showing the relative position change between the left and right limited slip inner housing track grooves in the differential state.

[0032] FIG12 is a second diagram showing the relative position change between the left and right limited slip inner housing track grooves in the differential state.

[0033] FIG13 is a diagram showing the relative position change between the left and right limited slip inner housing track grooves in the differential state.

[0034] FIG14 is a fourth diagram showing the relative position change between the left and right limited slip inner housing track grooves in the differential state.

[0035] FIG15 is a fifth diagram showing the relative position change between the left and right limited slip inner housing track grooves in the differential state.

[0036] FIG16 is a diagram showing the verification principle when the number of up / down track groups is 3. ...

[0037] In the figure, 1. input shaft; 2. clutch; 3. first limited-slip differential; 4. second limited-slip differential; 5. gear reducer; 6. bushing; 7. first external threaded section; 8. first gear; 9. second gear; 10. left output shaft; 11. right output shaft; 12. left limited-slip inner housing; 13. right limited-slip inner housing; 14. differential main housing; 15. left differential outer housing; 16. right differential outer housing; 17. limiting hole; 18. travel transmission block; 19. track groove; 20. inner housing disc; 21. inner spline sleeve; 22. chamfered transition surface; 23. outer housing disc; 24. shaft sleeve; 25. mating cavity; 26. inner side surface; 27. inner end face; 28. convex edge; 29. ​​second external threaded section; 30. inner threaded section; 31. upward track section; 32. downward track section. DETAILED DESCRIPTION

[0038] The present invention discloses a mechanical torque converter reducer assembly for a new energy vehicle, as shown in a combination of Figures 1 and 2. The assembly includes an input shaft 1, a clutch 2, a first limited slip differential 3, a second limited slip differential 4, and a gear reducer 5. The clutch 2 and the first limited slip differential 3 are coaxially matched with the input shaft 1. The first limited slip differential 3 is threadedly connected to the input shaft 1 for transmission. The end of the clutch 2 near the first limited slip differential 3 is sleeved onto the outer side of the end of the first limited slip differential 3 near the clutch 2 by means of internal and external threads. The input shaft 1 outside the first limited slip differential 3 is equipped with a shaft sleeve 6. The end of the first limited slip differential 3 near the shaft sleeve 6 is sleeved onto the end of the shaft sleeve 6 near the first limited slip differential 3 by means of internal and external threads. The end surface of the shaft sleeve 6 away from the first limited slip differential 3 is provided with a circle of first external thread section 7. The middle section of the gear reducer 5 is coaxially matched with a first gear 8 and a second gear 9. The first gear 8 is meshed with the first external thread section 7, and the second gear 9 is meshed with the second limited slip differential 4 for transmission.

[0039] In the differential situation, the clutch 2 is moved out from the end of the first limited slip differential 3, and the first limited slip differential 3 is no longer used to transmit power to the input shaft 1; at the same time, the load on one of the wheels on both sides of the second limited slip differential 4 is reduced, and there is a load difference between the wheels on both sides of the second limited slip differential 4, resulting in different torques on both sides of the second limited slip differential 4. After the second limited slip differential 4 makes the wheel loads on both sides of the second limited slip differential 4 the same through torque conversion, the torque of the second limited slip differential 4 becomes larger and the speed becomes smaller, causing the speed of the second gear 9 on the gear reducer 5 to slow down, and the first gear on the gear reducer 5 to rotate faster. 8's rotation speed also slows down, thereby slowing down the speed of the shaft sleeve 6. This is because after the clutch 2 disengages the first limited-slip differential 3, the input shaft 1 still maintains its own rotation state. The speed drop of the input shaft 1 is not as large as the speed drop of the connecting shaft on the load side of the wheel adjusted by the second limited-slip differential 4. Therefore, a speed difference occurs on both sides of the first limited-slip differential 3. The first limited-slip differential 3 maintains a constant speed of the first limited-slip differential 3 by converting torque on both sides, and indirectly transmits power to the wheels on the connecting shaft where the second limited-slip differential 4 is located, ensuring that the wheels continue to rotate forward and do not lock.

[0040] The reducer assembly uses a dual limited-slip differential in conjunction with a clutch 2, with the gear ratio of the gear reducer 5 serving as the speed ratio between the motor's input shaft 1 and the left and right wheel output shafts. When there is a load difference between the left and right wheels, the clutch 2 is disengaged and the limited-slip differential is used to adjust the speed difference between the left and right wheel output shafts, thereby changing the speed difference between the input shaft 1 and the gear reducer 5, thereby achieving a mechanical torque change function and further realizing the function of automatically changing the speed ratio of the motor's input shaft 1.

[0041] The reducer assembly can be used as part of the vehicle's transmission system when the new energy vehicle is in normal driving condition. When a differential situation occurs, it will intervene in the vehicle's transmission system to perform torque conversion operations between the input shaft 1 and the left and right output shafts 11, so that the vehicle will not experience wheel locking. Moreover, the theoretical torque conversion upper limit can be increased by 2 times, and it has a wider application range than traditional reducer assemblies, which improves the ability of new energy vehicles to maintain overall vehicle operation stability when differential situations occur, allowing new energy vehicles equipped with the reducer assembly to perform better when adapting to complex road conditions.

[0042] As shown in Figures 1, 3, 4, 7 and 10, the first limited slip differential 3 has the same structure as the second limited slip differential 4. The second limited slip differential 4 includes a left output shaft 10, a right output shaft 11, a left limited slip inner housing 12, a right limited slip inner housing 13, a differential main housing 14, a left differential housing 15 and a right differential housing 16. The left output shaft 10 is axially connected to one end of the left limited slip inner housing 12, and the right output shaft 11 is axially connected to the other end of the right limited slip inner housing 13. The left differential housing 15, the differential main housing 14 and the right differential housing 16 are fixedly connected in sequence as a whole. The differential main housing 14 has its central axis as the rotation center and is symmetrically provided with no less than three pairs of limiting holes 17 that pass through the differential main housing 14. The limiting holes 17 are embedded with travel transmission blocks 18. The left limited slip inner housing 12 and the right limited slip inner housing 13 are both opened. A track groove 19 is provided for axially limiting the stroke transmission block 18. The track groove 19 is arranged at positions of the left limited-slip inner housing 12 and the right limited-slip inner housing 13 in a mirror-symmetrical manner with the differential main housing 14 as the center. The radius difference between the circle at the farthest point and the circle at the closest point of the track groove 19 from the axis of the differential main housing 14 is equal to the length of the limiting hole 17. The inner walls of the left limited-slip inner housing 12 and the right limited-slip inner housing 13 are both provided with a circle of internal thread segments 30, wherein the left limited-slip inner housing 12 or the right limited-slip inner housing 13 in the first limited-slip differential 3 is transmitted by cooperating with the external thread of the input shaft 1 through the internal thread segment 30, the left limited-slip inner housing 12 in the second limited-slip differential 4 is transmitted by cooperating with the external thread of the left output shaft 10 through the internal thread segment 30, and the right limited-slip inner housing 13 in the second limited-slip differential 4 is transmitted by cooperating with the external thread of the right output shaft 11 through the internal thread segment 30.

[0043] In the second limited slip differential 4, when the load difference T between the left output shaft 10 and the right output shaft 11 that generates torque is |左-右| , the adjacent travel transmission blocks 18 will make radial alternating relative motion along the limiting holes 17, and all the travel transmission blocks 18 will slide relative to each other in the same direction along the track groove 19, and a rotation angle ∠A will be generated between the track groove 19 of the left limited sliding inner shell 12 and the right limited sliding inner shell 13. Under the joint action of the two, ∠A will increase with the increase of T |左-右and ∠A≤[360° / (logarithm of the limiting hole 17×2)], and when ∠A reaches its maximum value, self-locking occurs between the left output shaft 10 and the right output shaft 11; and a torque load difference T is generated on the left and right sides of the first limited slip differential 3. |左-右| When the travel transmission block 18 moves along the limiting hole 17 , the principle of the travel transmission block 18 moving along the limiting hole 17 in the second limited slip differential 4 also follows.

[0044] Furthermore, referring to the self-locking method involved in the self-locking coefficient of the existing limited slip differential, combined with the track-type matching structure of the first limited slip differential 3 or the second limited slip differential 4 described in the present invention, when the angle between the track groove 19 of the limited slip inner housing on both sides and the radial direction of the differential main body housing 14 is equal to 45 degrees, the limited slip differential described in the present invention will be almost locked. Therefore, when the rotation angle ∠A of the track groove 19 between the left limited-slip inner housing 12 and the right limited-slip inner housing 13 caused by the torque difference between the left output shaft 10 and the right output shaft 11 is greater than 45 degrees, a self-locking phenomenon will occur. Under this phenomenon, it is equivalent to the track groove 19 of the left limited-slip inner housing 12 and the right limited-slip inner housing 13 driving the travel transmission block 18 located in the limiting hole 17 in the differential main body case 14 to move relative to the track groove 19. The travel transmission block 18 can simultaneously drive the track groove 19 in the limited-slip inner housing linked to the output shaft on the other side (opposite to the output shaft on the driving side). Finally, when the load wheel linked to the output shaft on the side driving the travel transmission block 18 loses grip, the travel transmission block 18 can still drive the load wheel linked to the output shaft on the other side to rotate. The output shafts on both sides become rigidly connected, and finally a limited-slip function is formed. The torque of the output shaft is amplified, and finally the power is generated to enable the vehicle to escape from the current abnormal uneven load road condition, thereby allowing the vehicle to escape.

[0045] In addition, when the rotation angle ∠A of the track groove 19 between the left limited-slip inner housing 12 and the right limited-slip inner housing 13 caused by the torque difference between the left output shaft 10 and the right output shaft 11 is less than 45°, self-locking will not occur. As a result, the torque generated by the output shaft on the side where the load wheel slips will act on the output shaft on the non-slip side. At this time, the travel transmission block 18 is in a relative state of driving the track groove 19 to move. When the track groove 19 provided in the limited-slip inner housing (similarly, the left limited-slip inner housing 12 or the right limited-slip inner housing 13) linked to one output shaft (which can be the left output shaft 10 or the right output shaft 11) drives the travel transmission block 18, the travel transmission block 18 cannot normally drive the track groove 19 in the limited-slip inner housing linked to the output shaft on the other side (opposite to the driving-side output shaft). At this time, this state requires that the loads on the two output shafts on both sides are uneven but not locked, that is, there is a normal load difference and speed difference on both sides. This phenomenon occurs when the car is turning.

[0046] The key point to be noted in the present invention is that, for the sake of ease of understanding, the number of travel transmission blocks 18 matched with the single-sided limited-slip inner shell (the left limited-slip inner shell 12 or the right limited-slip inner shell 13, the same below) is defined here as exactly half of the number of travel transmission blocks 18 in all the limiting holes 17, that is, in all the limiting holes 17, the travel transmission blocks 18 in the limited-slip inner shell on the same side are in the limiting holes 17 set at intervals, and the travel transmission blocks 18 in the limited-slip inner shells on both sides are equivalent to being alternately set in different limiting holes 17. In the same track groove 19, the travel transmission blocks 18 corresponding to the limited-slip inner shells on both sides will simultaneously move relative to each other. For the sake of ease of distinction, the travel transmission blocks 18 in the limited-slip inner shells on the same side are grouped together.

[0047] As for why such a distinction is made, it is because, in combination with Figure 16, the circle in the principle diagram is regarded as the stroke transmission block 18, and its total number is when, the closed curve is regarded as the track groove 19, and its undulation number is. When relative motion occurs, the two track grooves 19 each have a relatively independent group of movement modes of a total of stroke transmission blocks 18. In this state, it is necessary to ensure that during the movement process, the same group of stroke transmission blocks 18 will not have a situation where one stroke transmission block 18 is at the vertex turning point farthest from the center of the track groove 19 relative to the slip inner shell, while the other steel ball is at the bottom turning point closest to the center of the track groove 19 relative to the slip inner shell. If the above phenomenon occurs, it is obvious that a blind spot will occur, causing irregular motion.

[0048] When combined with Figures 11 to 15, Figures 11 to 15 can be regarded as schematic diagrams of the change in the relative position of the track grooves 19 on both sides when the limited-slip inner shells on both sides undergo relative movement. It can be seen that the shape of the track groove 19 is similar to a rotationally symmetrical four-pointed star, and each corner is an asymmetric shape. In this way, the intersection between the two track grooves 19 is the position of the travel transmission block 18. It can be seen from the figure that no matter which state, there will be no dead angle phenomenon where one travel transmission block 18 turns at the top point of the track groove 19 and the other travel transmission block 18 turns at the bottom point of the track groove 19. The travel transmission block 18 can normally transmit the torque input from the differential main body case 14, thereby realizing a regular and stable transmission state of the limited-slip differential.

[0049] In a conventional axle drive system employing a Tosen differential, self-locking occurs when one wheel slips—specifically, if the slipping wheel's speed is six times that of the gripping wheel. When self-locking occurs, the self-locking coefficient is 3.5, providing a reliable limited-slip function, ensuring that the power from the slipping wheel is transferred to the gripping wheel, helping the vehicle escape its current predicament. However, due to front axle issues, the self-locking coefficient of the Tosen differential is limited. However, the self-locking coefficient of the limited-slip differential described in the present invention is not limited by gear configuration. In the present invention, the self-locking coefficient is influenced by the angle between the track groove 19 and the radius of the left / right limited-slip inner housing 12 / 13 within which it resides, as well as the friction coefficient of the transmission block. Therefore, the self-locking coefficient can be adjusted based on actual conditions, such as a value of 5 or higher, to accommodate more complex road conditions and high-powered vehicles. In particular, this limited-slip differential can provide improved mobility and anti-interference capabilities for new energy vehicles with excellent performance potential in complex driving environments.

[0050] As one of the preferred embodiments of the present invention, since the left differential housing 15, the differential main body housing 14 and the right differential housing 16 are completely limited, they can be regarded as a complete whole. If, based on this, an internal thread section 30 is provided in the left limited slip inner housing 12 and the right limited slip inner housing 13, it is obvious that the kinetic energy of the clutch 2 can be input into the input shaft 1 through the internal thread section 30 of the left limited slip inner housing 12 or the right limited slip inner housing 13 in the form of a single-side connection of the second limited slip differential 4 to the input shaft 1, thereby forming a torque transmission effect, which is equivalent to turning the differential body into a more stable transmission state, with a reliable transmission structure and an efficient transmission method, and the differential The differential phenomenon inside the transmission body can be generated between the left limited-slip inner shell 12 and the right limited-slip inner shell 13 wrapped therein. The structure is also limited by the left differential shell 15, the differential main shell 14 and the right differential shell 16. When the differential main shell 14 accepts torque input, the limiting hole 17 it has can correctly transmit the torque to the stroke transmission block 18, and then through cooperation with the track groove 19, drive the limited-slip inner shell to perform correct transmission, and finally drive the output shaft to output the corresponding torque. Therefore, the overall structure has extremely high integrity, and this superior integrity is extremely important for new energy vehicles with excellent sports performance.

[0051] As shown in Figures 1, 2 and 4, the outer edge of the differential body case 14 of the second limited-slip differential 4 is provided with a circle of convex edges 28, and the thickness of the convex edges 28 in the axial direction of the differential body case 14 is greater than the thickness of the differential body case 14 in the axial direction of the differential body case 14. The outer edge of the convex edges 28 is provided with a circle of second external thread segments 29, and the second limited-slip differential 4 is engaged with the second gear 9 through the second external thread segments 29. The diameter and number of teeth of the second gear 9 are both smaller than the diameter and number of teeth of the first gear 8.

[0052] In the non-differential situation, the second limited slip differential 4 obtains the kinetic energy transmitted by the gear reducer 5 through the meshing of the second external threaded section 29 and the second gear 9, and uses it as the kinetic energy to drive the wheels connected to the left and right output shafts 11 to rotate. When the kinetic energy is transmitted to the gear reducer 5 through the first gear 8, the gear reducer 5 reduces the torque output by the gear reducer 5 to the second limited slip differential 4 due to the difference in diameter and number of teeth between the first gear 8 and the second gear 9, thereby increasing the speed of the left output shaft 10 and the right output shaft 11 connected to the second limited slip differential 4. In differential mode, the change in torque of the second limited-slip differential 4 will change the torque of the gear reducer 5 close to the second gear 9 through the meshing relationship between the second external threaded section 29 and the second gear 9, thereby changing the rotational speed of the second gear 9. Since the diameter and number of teeth of the first gear 8 are both larger than those of the second gear 9, the torque output by the torque gear reducer 5 to the right differential case 16 in the first limited-slip differential 3 will become smaller, thereby better allowing the left part of the first limited-slip differential 3 connected to the input shaft 1 to drive the right part of the first limited-slip differential 3 to perform torque conversion operation.

[0053] As shown in Figure 5 and Figure 6, the left limited-slip inner shell 12 and the right limited-slip inner shell 13 are both provided with two track grooves 19. The track groove 19 provided in the left limited-slip inner shell 12 and the track groove 19 provided in the right limited-slip inner shell 13 are both closed-loop, equal-width grooves with the outline of a rotationally symmetrical figure. The track groove 19 is formed by connecting several groups of alternating upward track segments 31 and downward track segments 32, and the number of groups of upward track segments 31 and downward track segments 32 is not less than 3. The direction of the upward track segment 31 is to extend from the center of the left limited-slip inner shell 12 / right limited-slip inner shell 13 to the outward edge, and the direction of the downward track segment 32 is to extend from the outer edge of the left limited-slip inner shell 12 / right limited-slip inner shell 13 to the center. The number of groups of the upward track segments 31 and downward track segments 32 is any one of 3 groups, 4 groups, 5 groups, and 6 groups.

[0054] Among them, the direction of the upward track section is to extend from the center of the left limited-slip inner shell 12 / the right limited-slip inner shell 13 to the outside, and the direction of the downward track section is to extend from the outer edge of the left limited-slip inner shell 12 / the right limited-slip inner shell 13 to the center, ensuring that under the driving / driven action of the travel transmission block 18, the limited-slip inner shells on both sides can make regular and controllable relative motion or synchronous motion, and the limiting hole 17 of the differential main body shell 14 can be at the maximum stroke of the travel transmission block 18 itself, that is, when self-locking occurs or does not occur, when a torque difference and speed difference are generated, the torque input by the differential main body shell 14 can be transmitted to the limited-slip inner shell, and then transmitted to the output shaft, so that the limited-slip inner shell The slip differentials can all work normally; among the number of groups of the upward track section 100 and the downward track section 101, 3 groups are the minimum number limit for achieving controllable movement. If the number is less than 3, the differential movement between the output shafts on both sides caused by the torque difference of the limited slip differential will be completely uncontrollable. If the number is greater than 6, unless the limited slip differential body is made large enough, it is impossible to accommodate too many travel transmission blocks 189 in the same differential body shell 145, and it will also increase unnecessary manufacturing costs, and the improvement in transmission assistance is small. Preferably, the number of groups is 4, because in this state, the structure of the differential can be made more compact, which meets the general usage specifications of new energy vehicles.

[0055] As a further preference of the above embodiment, the angle between the straight line in the extension direction of the upward track segment 31 and the radius of the left limited-slip inner shell 12 / right limited-slip inner shell 13 is greater than the angle between the straight line in the extension direction of the downward track segment 32 and the radius of the left limited-slip inner shell 12 / right limited-slip inner shell 13, and any angle is greater than 0°.

[0056] Among them, the track groove 19 in this state forms a rotationally symmetrical pattern in an asymmetric state. The upward track section with a gentler slope is conducive to the limited slip differential to enter the differential torque conversion state more smoothly when the differential occurs, while the downward track section with a steeper slope is conducive to the situation where the torque needs to be amplified after the differential occurs. The change in the angle difference will make the movement process of the stroke transmission block 18 more controllable. Due to the change in slope, the length of the upward track section will be longer than the downward track section, so it can be ensured that there will not be a stroke transmission block 18 at the top turning point and the bottom turning point of the track groove 19 at the same time, which is more reliable; at the same time, the angle relationship is conducive to increasing the self-locking coefficient, that is, when the friction coefficient of the stroke transmission block 18 is constant, the larger the angle, the larger the self-locking coefficient, and the angle is positively correlated with the rotation angle ∠A.

[0057] As shown in Figure 7 and Figure 8, the limiting hole 17 extends outward from the center of the differential main case 14 along the radial direction of the differential main case 14. The number of the limiting holes 17 is twice the number of groups of the upward track segment 31 and the downward track segment 32. The travel block is limited in the track groove 19 between the left limited-slip inner case 12 and the right limited-slip inner case 13.

[0058] Among them, under the condition that the length of the limiting hole 17 is equal to the radius difference between the circumference of the farthest point from the center of the track groove 19 and the circumference of the closest point, and the stroke block is simultaneously limited to the track groove 19 between the left limited sliding inner shell 12 and the right limited sliding inner shell 13, in order to more conveniently cope with the relative motion state of being in the limiting hole 17 and the track groove 19 at the same time, the stroke transmission block 18 is spherical and has higher strength. At the same time, the limiting effect of the limiting hole 17 on the stroke transmission block 18 will not cause a virtual position state when the maximum stroke of the slot body is not reached, and will also avoid the transmission block from being subjected to the huge shear force caused by the rotation angle ∠A between the limiting hole 17 and the track groove 19, making the transmission process smoother, safer and more reliable.

[0059] As shown in Figure 5, the left limited-slip inner shell 12 / right limited-slip inner shell 13 is composed of a disc-shaped and hollow inner shell disc body 20 and an internal spline sleeve 21 arranged in the center of one end of the inner shell disc body 20 and hollowly connected to the inner shell disc body 20. The track groove 19 is arranged at the opposite end of the inner shell disc body 20 and the internal spline sleeve 21.

[0060] The above-mentioned structural setting enables the limited-slip inner housing to well limit the formation of the transmission block 9 and engage with the left output shaft 101 / right output shaft 112. The transmission of the spline can be regarded as the transmission of gear meshing, so it is accurate and efficient.

[0061] As shown in Figures 3 to 5, a chamfered transition surface 22 is provided at the root of the internal spline sleeve 21. The chamfered transition surface 22 abuts against the inner surface of the left differential case 15 / right differential case 16, and enables the outer side surface of the internal spline sleeve 21 to slide with the inner surface of the left differential case 15 / right differential case 16.

[0062] The above structure can well limit the limited slip inner housing within the differential outer housing without causing friction lock, thereby ensuring the rationality of assembly and the stability of the structure.

[0063] As a further preference of the above embodiment, as shown in combination with Figures 9 and 10, the left differential housing 15 / right differential housing 16 is composed of a disc-shaped and hollow outer housing disc 23 and a shaft sleeve 24 arranged in the center of one end of the outer housing disc 23 and connected to the hollow part thereof. The outer housing disc 23 is provided with a mating cavity 25 on the other side opposite to the shaft sleeve 24. The inner surface 26 of the mating cavity 25 is slidably fitted with the outer surface of the inner housing disc 20, and the other inner surfaces of the mating cavity 25 except the inner surface 26 are non-contact fitted with the end plane of the inner housing disc 20.

[0064] Similar to the previous embodiment, the setting of this structure is designed to serve the compact and stable structure of the present invention, avoiding excessive friction caused by over-tight assembly, and at the same time allowing components to limit each other to ensure the safety of torque transmission.

[0065] As a further preference of the above embodiment, the inner surface of the mating cavity 25 is composed of an inner side surface 26 that is close to the outer end face and surrounds the outer end face, and an inner end face 27 that is separated from the outer end face by the inner side surface 26. The inner end face 27 is composed of at least two levels of step surfaces. Any step surface and the transition between the step surfaces do not contact the left limited-slip inner shell 12 / right limited-slip inner shell 13. In this structure, the above assembly method is more conducive to the cooperation between components and improves the transmission efficiency of the equipment.

[0066] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A mechanical torque converter reducer assembly for a new energy vehicle, comprising an input shaft, a clutch, a first limited slip differential, a second limited slip differential and a gear reducer, characterized in that: The clutch and the first limited slip differential are coaxially matched with the input shaft, and the first limited slip differential is transmitted by threaded connection to the input shaft. The end of the clutch close to the first limited slip differential is sleeved to the outer side of the end of the first limited slip differential close to the clutch by means of internal and external threads. The input shaft on the outer side of the first limited slip differential is matched with a sleeve, and the end of the first limited slip differential close to the sleeve is sleeved to the end of the sleeve close to the first limited slip differential by means of internal and external threads. A circle of first external thread section is provided on the surface of the end of the sleeve away from the first limited slip differential. The middle section of the gear reducer is a coaxially matched first gear and a second gear. The first gear is meshed with the first external thread section, and the second gear is meshed with the second limited slip differential for transmission.

2. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 1, characterized in that: The first limited slip differential has the same structure as the second limited slip differential, the second limited slip differential comprises a left output shaft, a right output shaft, a left limited slip inner shell, a right limited slip inner shell, a differential main shell, a left differential shell and a right differential shell, the left output shaft is axially connected to one end of the left limited slip inner shell, the right output shaft is axially connected to the other end of the right limited slip inner shell, the left differential shell, the differential main shell and the right differential shell are fixedly connected in sequence as a whole, the differential main shell takes its central axis as the rotation center and is symmetrically provided with no less than three pairs of limiting holes penetrating the differential main shell, the limiting holes are embedded with travel transmission blocks, and the left limited slip inner shell and the right limited slip inner shell are both provided with a travel transmission block. An axially limited track groove, wherein the setting positions of the track groove in the left limited-slip inner shell and the right limited-slip inner shell are mirror-symmetrical with the differential main body shell as the center, the radius difference between the circle where the track groove is farthest from the axis of the differential main body shell and the circle where the track groove is closest is equal to the length of the limiting hole, and the inner walls of the left limited-slip inner shell and the right limited-slip inner shell are both provided with a circle of internal thread segments, wherein the left limited-slip inner shell or the right limited-slip inner shell in the first limited-slip differential is transmitted by the internal thread segment and the external thread of the input shaft, the left limited-slip inner shell in the second limited-slip differential is transmitted by the internal thread segment and the external thread of the left output shaft, and the right limited-slip inner shell in the second limited-slip differential is transmitted by the internal thread segment and the external thread of the right output shaft.

3. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 2, characterized in that: A circle of convex edges is provided on the outer edge of the differential main body case of the second limited slip differential, and the thickness of the convex edge in the axial direction of the differential main body case is greater than the thickness of the differential main body case in the axial direction of the differential main body case, and a circle of second external thread segments is provided on the outer edge of the convex edge. The second limited slip differential is meshed with the second gear through the second external thread segments, and the diameter and number of teeth of the second gear are both smaller than the diameter and number of teeth of the first gear.

4. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 2, characterized in that: The left limited-slip inner shell and the right limited-slip inner shell are both provided with two track grooves, and the track groove arranged in the left limited-slip inner shell and the track groove arranged in the right limited-slip inner shell are both closed-loop grooves of equal width and rotationally symmetrical contours, and the track grooves are formed by connecting a plurality of groups of alternating upward track segments and downward track segments, and the number of groups of upward track segments and downward track segments is not less than 3, the direction of the upward track segment is extending from the center of the left limited-slip inner shell / right limited-slip inner shell toward the outward edge, and the direction of the downward track segment is extending from the outer edge of the left limited-slip inner shell / right limited-slip inner shell toward the center, and the number of groups of the upward track segments and the downward track segments is any one of 3, 4, 5, and 6.

5. A mechanical torque converter reducer assembly for a new energy vehicle according to claim 3 or 4, characterized in that: The angle between the straight line where the upward track segment extends and the radius of the left limited slip inner shell / right limited slip inner shell is greater than the angle between the straight line where the downward track segment extends and the radius of the left limited slip inner shell / right limited slip inner shell, and any angle is greater than 0°.

6. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 4, characterized in that: The limit hole extends outward from the center of the differential main body case along the radial direction of the differential main body case. The number of the limit holes is twice the number of groups of the upward track segment and the downward track segment. The travel block is limited in the track groove between the left limited-slip inner shell and the right limited-slip inner shell.

7. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 2, characterized in that: The left limited-slip inner shell / right limited-slip inner shell consists of a disc-shaped and hollow inner shell body and an internal spline sleeve arranged in the center of one end of the inner shell body and connected to the hollow inner shell body. The track groove is arranged at the opposite end of the inner shell body and the internal spline sleeve.

8. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 7, characterized in that: The root of the inner spline sleeve is provided with a chamfered transition surface, which abuts against the inner surface of the left differential housing / right differential housing, and enables the outer side surface of the inner spline sleeve to slide and fit with the inner surface of the left differential housing / right differential housing.

9. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 7, characterized in that: The left differential housing / right differential housing consists of a disc-shaped and hollow outer shell body and a shaft sleeve arranged in the center of one end of the outer shell body and connected to the hollow part thereof. A matching cavity is provided on the other side of the outer shell body opposite to the shaft sleeve. The inner surface of the matching cavity is slidably matched with the outer surface of the inner shell body, and the other inner surfaces of the matching cavity except the inner surface are non-contact matched with the end plane of the inner shell body.

10. The mechanical torque converter reducer assembly for a new energy vehicle according to claim 9, characterized in that: The inner surface of the mating cavity is composed of an inner side surface that surrounds the outer edge end surface and an inner end surface that is separated from the outer edge end surface by the inner side surface. The inner end surface is composed of at least two levels of step surfaces, and any step surface and the transition between the step surfaces do not contact the left limited-slip inner shell / right limited-slip inner shell.

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