57 results about "Limited-slip differential" patented technology

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 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.

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.

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.

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.

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.

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.

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.

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.

A limited-slip differential can be an electric limited-slip differential with an electromagnet that actuates a clutch disc. The electric limited-slip differential can include an axle drive gear. The electromagnet must not rotate with the axle drive gear. The electric limited-slip differential can also include an actuating housing. The actuating housing can be attached to the axle drive gear. The electromagnet can cause an electromagnetic field to couple from an iron-containing housing of the electromagnet to the actuating housing. The electromagnetic field can axially displace the electromagnet relative to the actuating housing. The iron-containing housing and the actuating housing can include a chamfered edge through which the electromagnetic field couples.

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

A built-in disconnector assembly for an electronic limited slip differential device includes a shift guide sliding so that an outer case and an inner case of a disconnector device are fastened, a piston pressing a multi-plate clutch of the electronic limited slip differential (eLSD) device so that the multi-plate clutch enters an operation state, and a ball ramp operation unit rotated by a driving motor and sliding the shift guide and the piston toward the disconnector device, in which the ball ramp operation unit slides the shift guide to fasten the disconnector device and then is additionally rotated at a predetermined angle to slide the piston so that the eLSD device enters a fastened state.

Disclosed is a method of controlling a power transmission device for a vehicle, the power transmission device including: a traction motor that transmits power to an auxiliary drive wheel of the vehicle, the vehicle including a main drive wheel and the auxiliary drive wheel; a traction motor control unit that controls the traction motor; a housing that rotates upon receiving power generated from the traction motor; a first side gear connected to a first wheel of the auxiliary drive wheel; a second side gear connected to a second wheel of the auxiliary drive wheel; a pinion gear meshed with the first side gear and the second side gear; a cage that supports the pinion gear and rotates relative to the housing; a disconnect actuator system including a lock plate supported by the housing in contact with or separated from the cage; a DAS controller that controls the DAS; a limited slip differential including a drum, a first clutch disc, a second clutch disc, and a hydraulic device, the drum being operatively connected to the housing, the first clutch disc being coupled to the drum, the second clutch disc rotating with the second side gear, the hydraulic device causing the first clutch disc and the second clutch disc to engage and disengage; and a LSD controller that controls the LSD, the method including performing sequential control of the traction motor control unit, the DAS controller, and the LSD controller of the power transmission device, thereby preventing shock or damage due to control conflict.

The utility model discloses a limited slip differential which comprises a driven bevel gear, a first half shaft bevel gear and a second half shaft bevel gear, the first half shaft bevel gear is connected with a first half shaft, the second half shaft bevel gear is connected with a second half shaft, and a plurality of double-face friction plates or synchronous steel sheets are installed on the driven bevel gear. A plurality of synchronous steel sheets or double-sided friction sheets are correspondingly mounted on the first half-shaft bevel gear, the plurality of double-sided friction sheets and the plurality of synchronous steel sheets are alternately arranged, and a pressing device for pressing the plurality of double-sided friction sheets and the plurality of synchronous steel sheets together is further included. When the wheel on one side slips, the driven bevel gear, the first half shaft bevel gear and the second half shaft bevel gear are combined into a whole, the limited slip differential can rapidly transfer driving force to the wheel on the other side, the whole power is distributed to the wheels on the two sides, and therefore the escape capacity and the running stability of the vehicle are improved. The axle is particularly useful in muddy or uneven terrain and farmland operation.

A system includes a clutch state module and a clutch torque module. The clutch state module is configured to determine whether a clutch of an electronic limited-slip differential is locked or unlocked. The electronic limited-slip differential couples an engine of a vehicle to left and right wheels of the vehicle. The clutch torque module is configured to estimate an actual torque transmitted by the clutch using a first clutch torque model when the electronic limited-slip differential is unlocked and to estimate the actual clutch torque using a second clutch torque model when the electronic limited-slip differential is locked. The second clutch torque model is different from the first clutch torque model.

The lock-free limited slip differential comprises two groups of bidirectional single rotating devices and a main shaft or two half shafts; during turning, the middle driving wheel is swung to accelerate and rotate to push and swing the ratchets in the forward direction, the escapement teeth or the push teeth are separated from the middle driving wheel to exceed the ratchets, and the escapement teeth or the push teeth are driven to accelerate and rotate to form differential speed; although the suspended wheels idle, the landing wheels still keep normal driving force to push the vehicle to dig and advance; during sliding on a road, ratchets, escapement teeth or pushing teeth of the bidirectional single-rotating device are always engaged with the middle driving wheel in a full-time manner, so that the left wheel and the right wheel are synchronously driven at the same time, lock-free full-time driving and lock-free limited sliding are realized, the phenomenon of single-wheel flying rotation is avoided, human intervention is not needed, and full-time limited sliding differential and stable running are realized; the two-way single rotating device individually controls one wheel to stop rotating and rotates in situ, turns around or parks by taking the wheel which stops rotating as the center; or left wheels of the vehicle are controlled to advance and right wheels of the vehicle are controlled to retreat, and the vehicle rotates, turns around or parks around the midpoint of the vehicle body; technicians all research and develop differential locks, single-shaft differential and lock-free differential research is abandoned, and the existing lock-free limited slip differential does not need to turn around to research the differential locks.

The application discloses a multifunctional differential system. The multifunctional differential system comprises a limited slip differential and a power split mechanism. The limited slip differential has a first shell and a second shell and a limited slip gear assembly. The limited slip gear assembly is supported in the first shell and the second shell and comprises a first inner shell, a second inner shell and a limited slip differential gear train. The power split mechanism has a power electromagnetic clutch system. The relative rotation of the limited slip gear assembly relative to the first shell and the second shell is realized by the engagement and separation of the power electromagnetic clutch system, so as to complete the power engagement or power split between the first shell, the second shell and the limited slip gear assembly. The multifunctional differential system can inhibit the speed difference between the two sides of the differential, realize the power output and power split of the driving system, reduce the drag loss and realize miniaturization.

A built-in disconnector assembly for an electronic limited slip differential device includes a shift guide sliding so that an outer case and an inner case of a disconnector device are fastened, a piston pressing a multi-plate clutch of the electronic limited slip differential (eLSD) device so that the multi-plate clutch enters an operation state, and a ball ramp operation unit rotated by a driving motor and sliding the shift guide and the piston toward the disconnector device, in which the ball ramp operation unit slides the shift guide to fasten the disconnector device and then is additionally rotated at a predetermined angle to slide the piston so that the eLSD device enters a fastened state.

A limited-slip differential can be an electrically operated limited-slip differential to which a bushing and an annular position sensor are fixed. The bushing and the annular position sensor can move axially relative to an actuating side housing of the electrically operated limited-slip differential. A target ring can be fixed to the actuating side housing. The target ring can be in a fixed axial position relative to a locking axle gear. The annular position sensor can be in a fixed axial position relative to a clutch disc. The annular position sensor can determine a relative axial position between itself and the target ring. This relative axial position can indicate the relative axial position between the clutch disc and the locking axle gear, thus indicating whether the electrically operated limited-slip differential is locked or unlocked.

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.

A limited-slip differential switches between a locked and a non-locking configuration via an axially movable locking assembly. The locking assembly has pins that maintain a constant distance between a locking collar and a positioning collar. The positioning collar is coupled directly or indirectly to an iron frame to allow uniform axial movement. Excitation of an electromagnet attracts the frame, pulling the entire locking assembly into the locked configuration. A spring pushes the locking assembly back into the non-locking configuration when the excitation ceases.

The application discloses a limited slip differential. The limited slip differential comprises a housing, the housing can rotate around a main axis; side gears, the side gears comprise a first side gear and a second side gear, both are rotatably installed in the housing around the main axis; planetary gears, the planetary gears are arranged between the first side gear and the second side gear; rotating bodies, the rotating bodies comprise a first rotating body and a second rotating body, both are rotatably installed in the housing around the main axis, wherein the first rotating body is in transmission connection with the first side gear, and the second rotating body is in transmission connection with the second side gear; the force F applied to the corresponding rotating body by the side gear in the radial plane can be simplified as a single force, and the rotating body is configured to make the ratio l / r of the force arm l of the force F and the corresponding matching radius r less than or equal to a self-locking threshold. The limited slip differential realizes limited slip by using the self-locking principle of the rotating pair, and has the advantages of simple structure, large bearing capacity and low manufacturing cost.

The present application 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, comprising the following steps: calculating the gear shaft elongation through temperature sensor acquisition of temperature rise rate, generating meshing gap trend vector in combination with differential temperature time sequence analysis, calculating stability correction amount by fusing oil film thickness data, solving injection angle compensation drive servo motor based on vector projection, constructing adhesion factor index by coupling oil injection feedback and oil film difference, and switching oil products meeting tension conditions and evaluating lubrication recovery performance when exceeding limit. In the present application, by real-time acquisition of gear shaft temperature rise and differential temperature gradient data, combined with expansion coefficient analysis, precise prediction of meshing gap is realized, stability judgment is improved by fusing oil film thickness data, injection precision is optimized based on vector projection dynamic compensation of injection angle, adhesion factor index containing phase difference is constructed to realize lubrication attenuation early warning, and oil products are accurately switched by dynamically matching tension and viscosity threshold to reduce friction loss.