93 results about "Limited-slip differential" patented technology

The invention relates to the technical field of intelligent oil injection control, in particular to a limited slip differential gear oil performance directional optimization method and system.The limited slip differential gear oil performance directional optimization method comprises the following steps that the temperature rise rate is collected through a temperature sensor to calculate the gear shaft elongation, and a meshing clearance trend vector is generated by combining differential temperature time sequence analysis; the stability correction is calculated by fusing oil film thickness data, the injection angle compensation driving servo motor is solved based on vector projection, the adhesion factor index is constructed by coupling the oil injection feedback and the oil film difference, the oil product meeting the tension condition is switched when the limit is exceeded, and the lubrication recovery performance is evaluated. According to the method, gear shaft temperature rise and differential mechanism temperature gradient data are collected in real time, meshing clearance accurate prediction is achieved by combining expansion coefficient analysis, stability judgment is improved by fusing oil film thickness data, jet precision is optimized based on a vector projection dynamic compensation jet angle, and an adhesion factor index containing a phase difference is constructed to achieve lubrication attenuation early warning. And oil products are accurately switched by dynamically matching tension and viscosity threshold values, so that friction loss is reduced.

Systems are provided for a limited slip differential (LSD). The LSD comprises a two-piece differential case, an intermediate floating piece positioned in an interior of the two-piece differential case and configured to slide axially therein. The LSD, further comprises a first side gear and a second side gear meshed with gears of the intermediate floating piece, a first disc spring mounted on the first side gear and a second disc spring mounted on the second side gear, a first clutch pack mounted on the first side gear and positioned between the first disc spring and a lip of the first side gear, and a second clutch pack mounted on the second side gear and positioned between the second disc spring and a lip of the second side gear, and a shim mounted on the second side gear and positioned axially between the second disc spring and the two-piece differential case.

The drivetrain system disclosed uses a controlled slip between an electric motor and one or more driven wheels to unify propulsion and regenerative braking. A planetary gearset (or similar two degrees-of-freedom gearing) connects the motor to the wheel, with a friction brake applied to one gear element to modulate torque. The motor is actively regulated to maintain a small constant speed offset (slip) relative to the wheel's rotation. This slip allows the motor to either drive or brake the wheel depending on its direction, with the transmitted torque being inherently proportional to the applied force on the friction brake. In multi-wheel configurations, a single motor drives multiple wheels via respective gearsets, inherently apportioning torque between wheels like a limited-slip differential without separate differential hardware. The result is a highly efficient, bidirectional drive and braking system that recovers energy, eliminates coasting drag, and uses existing brake components for torque control.

The present invention relates to an electric vehicle and a method of controlling the same, the electric vehicle may include: a driving motor that generates power required to drive the vehicle; a first limited slip differential that limits a differential action caused by a first differential device mounted on the first drive shaft; a second limited slip differential that limits a differential action caused by a second differential device mounted on a second drive shaft; and a controller that controls a control sensitivity of the driving motor and control amounts of the first and second limited slip differentials according to a driving mode of the vehicle.

The invention provides an electric drive assembly and a vehicle, and relates to the technical field of new energy automobiles, the assembly comprises an inner rotor motor, a limited slip differential and a half axle, a stator core is axially provided with a first oil duct communicating with a peripheral oil inlet and an end face oil outlet, and a rotor shaft is axially provided with a second oil duct communicating with an end oil inlet and a peripheral oil outlet; the rotor iron core is provided with two sets of third oil ducts which penetrate through the end face from an inlet of the inner circumferential face and are axially arranged in a penetrating mode, inlets of the third oil ducts are connected with outlets of the second oil ducts, a buffer groove is formed between the limited slip differential and the long half shaft, and the long half shaft is provided with a spiral groove. The two friction discs are respectively bonded with the differential shell and the long half shaft, the long half shaft is axially provided with a fourth oil channel so as to be communicated with the buffer groove and cool the inner circumferential surfaces of the friction discs, and a fifth flow channel is arranged between the differential shell and the oil collecting pool and is used for lubricating the planetary gears and the outer surfaces of the friction discs. By arranging the active oil cooling heat dissipation system, efficient and accurate heat dissipation can be achieved.

This invention discloses a hydraulically controlled limited-slip differential, belonging to the field of engineering machinery technology. It mainly includes a differential torque device connected to a drive axle housing. The differential torque device includes a cylinder housing with an oil port A. The drive axle housing has an oil port B that mates with oil port A. Oil ports A and B are sealed together by a sealing pin. The connection between the cylinder housing and the drive axle housing via the sealing pin simplifies the oil supply structure and improves installation and maintenance. The oil port A of the cylinder housing is connected to the drive axle housing via a sealing pin, facilitating assembly and maintenance. Furthermore, anti-rotation measures are added to eliminate the risks of wear and oil leakage caused by component rotation due to inertia and torque. This invention is primarily used in engineering machinery.

The utility model provides a limited slip differential, and belongs to the technical field of differential. The problem that the internal structure of a differential mechanism in the prior art is not stable enough is solved. The speed reducer comprises an outer shell, a bottom cover, a sleeve assembly, a differential assembly, a planet wheel assembly, a motor assembly and a speed reduction shaft assembly, the outer shell is connected with the bottom cover, the sleeve assembly and the planet wheel assembly are installed in the outer shell and the bottom cover, the sleeve assembly comprises a sleeve shell and sleeve joints, and the sleeve joints are fixedly installed at the two ends of the sleeve shell. A connecting convex body is formed on the sleeve shell, the differential mechanism assembly comprises a differential mechanism gear disc and a bevel gear shaft, and one end of the differential mechanism gear disc is attached to one end of the connecting convex body. The LED lamp has the advantages of being stable in structure and good in heat dissipation effect.

A control system for controlling a limited-slip differential (LSD) of a vehicle, the vehicle having an engine and left and right ground-engaging elements, the vehicle having the LSD operatively connectable to a driveshaft and to the left and right ground-engaging elements, left and right suspension assemblies connected to the left and right ground-engaging elements, the LSD being adapted for transferring torque from the driveshaft to the left and right ground-engaging elements. The control system includes at least one sensor determining indications of positions of the right and left suspensions or ground-engaging members; and a control unit operatively connected to the LSD and to the sensor, the control unit being configured to execute: receiving sensor signals from the sensor, generating a control signal at least partly based on the sensor signals, and controlling selective locking of the LSD based on the control signal.

The application discloses a limited slip differential. The limited slip differential comprises a housing capable of rotating around a main axis, a first half axle gear and a second half axle gear both rotatably installed on the housing and both having an axis coinciding with the main axis, and a planetary gear arranged between the first half axle gear and the second half axle gear and engaging with both. The housing is provided with a mounting cavity for mounting the planetary gear, and the mounting cavity has a support part. The planetary gear has a planetary gear shaft, a side surface of the planetary gear shaft being rotatably supported on the support part, and an axis of the planetary gear being perpendicular to the main axis. The planetary gear is configured so that a ratio of a force arm l of an acting force F of any one of the first half axle gear and the second half axle gear on the planetary gear to a fitting radius r between the side surface and the support part is less than or equal to a self-locking threshold. The limited slip differential realizes limited slip by using a self-locking principle of a rotating pair.

The present invention discloses a disconnecting center reducer, which relates to the field of transmission devices. Through the structure of a small-sized half shaft cooperating with a universal drive shaft, a disconnecting type axle housing and half shaft are designed, thereby significantly reducing the structural strength requirements for the half shaft and the size of the axle housing. The technical solution of the present invention is as follows: It includes an axle housing, a limited-slip differential arranged in the axle housing, and two half shafts; a rotating seat that rotates synchronously with the half shaft is sleeved on the outer end of the half shaft, a fixed seat fixedly installed on the axle housing is sleeved outside the rotating seat, and end teeth are provided on the outer end face of the rotating seat; the outer end of the half shaft is butt-connected to a universal drive shaft, and the wheel side assembly is connected through the universal drive shaft, and at least one universal joint is arranged in the universal drive shaft. The present invention makes the half shaft lighter in weight and better in structural strength under the same material, and also makes the axle housing lighter in weight and smaller in volume.

The present invention discloses a mechanical locking limited slip differential, which belongs to the technical field of differentials. The differential adds a mechanical locking mechanism to the existing limited slip differential. The mechanical locking mechanism includes an electromagnetic coil and an elastic locking pin. The electromagnetic coil is arranged on the outside of the hollow shaft opposite to the end face of the gear hub. The elastic locking pin includes a locking pin and an elastic member. The locking pin is arranged in a limiting hole axially opened in the gear hub. When the electromagnetic coil is energized, the locking pin moves toward the electromagnetic coil side and is inserted into the locking hole on the inner wall of the hollow shaft to achieve differential locking of the differential. When the electromagnetic coil is de-energized, the locking pin moves out of the locking hole under the action of the elastic member, and the differential function of the differential is restored. The present invention cleverly achieves the locking and disengagement of the locking pin by setting the locking pin as an integral locking pin structure or a split locking pin structure and utilizing its axial movement in the limiting hole of the gear hub. The structure is simple, the design is reasonable, the torque transmission capacity is strong, and the requirements of the vehicle's extreme escape ability are met, making it highly competitive in the market.

Provided is a disconnector apparatus having a limited slip differential, the disconnector apparatus comprising: a case; a support ring configured to surround a pinion gear inside the case; and a clutch ring connected to a sleeve operated by driving of an actuator and having a first engagement portion on one surface thereof, wherein when the sleeve is operated by the actuator, the clutch ring moves in an engagement direction and the first engagement portion positioned inside the case is engaged with a second engagement portion provided on one surface of the support ring to enable four-wheel driving.

Systems are provided for a limited slip differential (LSD). The LSD comprises a two-piece differential case, an intermediate floating piece positioned in an interior of the two-piece differential case and configured to slide axially therein. The LSD, further comprises a first side gear and a second side gear meshed with gears of the intermediate floating piece, a first disc spring mounted on the first side gear and a second disc spring mounted on the second side gear, a first clutch pack mounted on the first side gear and positioned between the first disc spring and a lip of the first side gear, and a second clutch pack mounted on the second side gear and positioned between the second disc spring and a lip of the second side gear, and a shim mounted on the second side gear and positioned axially between the second disc spring and the two-piece differential case.

The utility model provides an anti-collision limited slip differential, belongs to the field of differentials, and solves the problems that the conventional limited slip differential is lack of a protective structure, a shell is easy to deform due to collision, and the normal work is influenced. The differential mechanism comprises an axle and a differential mechanism shell, the axle is sleeved with the differential mechanism shell, the axle extends into the differential mechanism shell, a half axle gear is installed at the tail end of the axle, fixing grooves are formed in the two ends of the differential mechanism shell, limiting frames are installed in the fixing grooves, a base shell is installed between the limiting frames, guide columns are arranged on the base shell, and buffer plates are installed on the guide columns. The buffer plate is provided with a guide rod which extends into the guide column, a buffer spring is arranged between the guide rod and the guide column, a buffer layer adheres to the outer surface of the buffer plate, the limiting frame is provided with a sliding groove, and the buffer plate is inserted into the sliding groove. The anti-collision structure has the advantages that the anti-collision structure is arranged outside the differential shell, multiple buffering is formed through the buffering plate and the buffering springs among the guiding columns and the guiding rods, external collision is counteracted, and the differential is protected.

The present disclosure relates to a method, device, medium, electronic device, and vehicle for venting a limited-slip differential oil chamber. The method comprises: obtaining a first wheel speed difference when a vehicle is traveling in a first preset driving mode; determining whether gas exists in the limited-slip differential oil chamber of the vehicle based on the first wheel speed difference; and, if gas is determined to exist in the limited-slip differential oil chamber, controlling the vehicle to travel in a second preset driving mode to vent the gas in the limited-slip differential oil chamber. The first preset driving mode represents a mode in which the vehicle travels at a first preset speed and includes multiple turns during driving, and the wheel speed difference represents the difference in wheel speed between the left and right wheels of the vehicle; the second preset driving mode represents a mode in which the vehicle travels at a second preset speed and includes multiple turns during driving, and the difference between the second preset speed and the first preset speed is within a preset speed difference range.

The present invention provides a limited slip differential comprising: a differential limiting carrier mounted on a first output shaft; a differential limiting ring gear mounted on a second output shaft facing the first output shaft; a piston mounted on the differential limiting ring gear; a rod having one end penetrating the differential limiting ring gear so as to face the piston; and a sleeve connected to the other end of the rod and inserted in the operating space of the differential limiting ring gear.

The utility model discloses a rear wheel central braking device for a formula car. The rear wheel central braking device comprises an auxiliary frame, the limited slip differential is fixedly connected to one side of the auxiliary frame; the two ends of the limited slip differential are each connected with a wheel through a half shaft. The brake disc is coaxially arranged on the outer wall of the middle part of the limited slip differential and is connected with the limited slip differential; the brake is fixedly connected to the other side of the auxiliary frame; a U-shaped groove is formed in the middle of the brake; a clamping gasket is arranged in the U-shaped groove; wherein the outer ring of the brake disc is arranged in a U-shaped groove of the brake. According to the rear wheel central braking device for the formula car, a braking pipeline can be simplified, the stress of the rear stand column is reduced, and the unsprung mass is reduced.

A limited slip differential capable of achieving self-locking through zero moment arm is characterized in that a planetary gear reducer structure with two types of planetary gears is constructed on half shafts on the two sides, a half shaft bevel gear is constructed, the half shaft bevel gear is fixedly arranged at the end, close to the half shaft on the other side, of the half shaft gear, and an annular bevel gear is constructed; the annular bevel gear is fixedly arranged on the side face, close to the half shaft on the other side, of the inner gear ring, the structures of the half shafts on the two sides are equally arranged to form a free wheel, and the free wheel is formed by fixedly connecting two planetary bevel gears. The two planetary bevel gears of the free wheels are engaged with the half shaft bevel gears and the annular bevel gears of the half shafts on the two sides correspondingly, and the two or more free wheels are evenly distributed on the half shaft bevel gears and the annular bevel gears on the two sides; relative to the half shaft bevel gear, the force arm of the force applied to the free wheel by the annular bevel gear is zero, and locking is formed, that is, when the half shafts are driven, the angle basin gear or the outer gear ring rotates to be input, the half shafts on each side are forced to synchronously rotate, and no matter whether the half shafts on one side slip or are suspended or not, due to the fact that rotation and revolution of the free wheel are driven, locking is achieved. Therefore, the input does not transfer the power to the half shaft on one side which slips or is suspended.

A limited-slip differential stator includes an inner lip that fits into a central opening. The inner lip engages with a bearing ring to secure the stator to a gearbox housing of the limited-slip differential. The stator holds an electromagnetic coil. The stator is shaped to avoid any constrictions in the electromagnetic flux that could limit the electromagnetic force exerted on a locking mechanism of the limited-slip differential.

A vehicle travel control device includes a surrounding environment recognition device that acquires surrounding environment information on a surrounding environment of a vehicle; a vehicle state recognition device that acquires state information on a state of the vehicle; and a travel control unit that performs travel control of the vehicle, based on the surrounding environment information or the state information. When the vehicle state recognition device detects a slip of at least one drive wheel of the vehicle, the vehicle travel control device executes brake LSD control for braking the at least one drive wheel. When the surrounding environment recognition device recognizes snow on a traveling road of the vehicle and a snow melting area and a snow non-melting area ahead, the travel control unit switches an operation mode of the brake LSD control from a first mode to a second mode.

The utility model discloses an axle with a limited slip differential, which comprises an axle housing, a driven bevel gear, a first half shaft bevel gear and a second half shaft bevel gear are mounted in the axle housing, a plurality of double-sided friction plates or synchronous steel plates are mounted on the driven bevel gear, and a plurality of synchronous steel plates or double-sided friction plates are correspondingly mounted on the first half shaft bevel gear. The plurality of double-sided friction plates and the plurality of synchronous steel sheets are alternately arranged, and the pressing device is used for pressing the plurality of double-sided friction plates and the plurality of synchronous steel sheets together. The axle is particularly useful in muddy or uneven terrain and farmland operation.

The present application relates to a drift driving control method and system for an electronic limited slip differential. A drift driving control method and system for an electronic limited slip differential (e-LSD). The method and system enable drift driving by controlling the e-LSD differential when the driver intends to perform drift driving. Whether or not a drift mode condition is satisfied is determined based on a vehicle operating state of the driver and an output value reflecting a driving state of the vehicle. When the drift mode condition is satisfied, control is executed so that drift driving is performed by increasing the driving force of the outer wheel by using the electronic limited slip differential so that the vehicle is transitionally steered and then right and left wheels are simultaneously slipped while being kept.

A braking system includes brake circuits and a brake stability module. The brake circuits are configured to be independently activated and deactivated and when activated apply braking force at respective wheels of a vehicle. The braking stability module is configured to i) detect a failure with a first one of the brake circuits of a first axle of the vehicle, ii) lock or adjust an amount of engagement of a differential of the first axle of the vehicle to distribute brake force from a second one of the brake circuits of the first axle to one of the wheels at the first one of the brake circuits, and iii) control operation of the second one of the brake circuits to brake torque the one of the wheels at the first one of the brake circuits.

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

In a vehicle and a method of controlling the same, the vehicle may include: a first electric limited slip differential provided on a first driveshaft, and limiting differential actions of a left wheel and a right wheel of the first driveshaft; a second electric limited slip differential provided on a second driveshaft, and limiting differential actions of a left wheel and a right wheel of the second driveshaft; and a controller operatively connected to the first and second electric limited slip differentials and configured for controlling a torque limit value of the first electric limited slip differential and a torque limit value of the second electric limited slip differential based on a difference between an axial load of the first driveshaft and an axial load of the second driveshaft.

A vehicle control system according to various embodiments can include a control unit that receives data from a plurality of sensors which monitors an electronic limited slip differential mounted to a vehicle and detects road conditions. A prediction module executed by a processor predicts, based on electronic limited slip differential data and road condition data received by the control unit, a wheel alignment adjustment for the road conditions that the vehicle approaches and encounters along a road and generates a control signal based on the predicted wheel alignment adjustment. A wheel alignment adjustment mechanism, connected to a wheel mounted to the vehicle, automatically adjusts the wheel alignment for the wheel in response to the control signal such that at least one of a camber angle, a toe angle, and a caster angle for the wheel is adjusted as the vehicle travels across varying road conditions.

An electromagnetically actuated limited-slip differential is proposed. The electromagnetically actuated limited-slip differential comprises a differential carrier, a differential cover, and a spur gear. The differential cover is connected to the differential carrier by a frictional or positive fit. The spur gear is connected to the differential carrier by a material bond.

The present invention relates to a technology for continuously switching between a medium torque transmission state and a high torque transmission state using a limited-slip differential during vehicle travel. The present invention provides a limited-slip differential and a control method thereof. The limited-slip differential is configured to include: an input shaft, an output shaft, a medium torque transmission device, and a high torque transmission device. The input shaft is constantly connected to a differential case of the differential; the output shaft is selectively connected to the input shaft via a clutch plate pack and constantly connected to the wheels; the medium torque transmission device is configured to press a clutch plate coupled to the input shaft to press-fit the clutch plate pack; and the high torque transmission device selectively engages the clutch plate by moving a hub coupled to the output shaft when the input and output shafts are synchronized with the clutch plate pack being tightened.

A vehicle may include a first differential configured to allow a difference in speed between left and right wheels of a main driveshaft, a first limited-slip differential configured to selectively restrict a differential operation of the first differential, a second differential configured to allow a difference in speed between left and right wheels of an auxiliary driveshaft, a second limited-slip differential configured to selectively restrict a differential operation of the second differential, and a disconnecting device provided on the auxiliary driveshaft and configured to selectively block power transmitted from a driving source to the auxiliary driveshaft.

A disconnector apparatus with a limited-slip differential includes a casing, a support ring provided in the casing and configured to surround a pinion gear, and a clutch ring connected to a sleeve configured to be operated by an operation of an actuator, the clutch ring being configured such that when the clutch ring moves in an engagement direction when the sleeve is operated by the actuator, a first engagement part, which is provided at one end positioned in the casing, engages with a second engagement part, which is provided on one surface of the support ring, to implement four-wheel drive.