CN106763638B - An anti-slip differential - Google Patents

Abstract

The invention discloses an anti-slip differential, and belongs to the field of automobile accessories. According to the anti-slip differential, two groups of half axle spline hubs for externally connecting left and right wheel half axles are arranged in the middle of an outer shell, a center ring is arranged at the inner side end parts of the two groups of half axle spline hubs through a clamping ring, the inner side of a driving ring is sleeved on the outer side of the center ring, left and right driven rings are respectively arranged on two sides of the driving ring in a meshed mode and are respectively connected with the half axle spline hubs on the corresponding sides in a meshed mode, auxiliary springs are arranged on the outer side walls of the left and right driven rings, and a clamping tooth structure which can be in meshed transmission and enable the driven ring on the fast rotating side to be separated from the driving ring when a certain rotation speed difference exists between the left driven ring and the right driven ring is arranged between the driving ring and the left driven ring. The differential mechanism has the advantages of simple structure, ingenious design, convenient use and reliable work, well solves the problem of wheel slip and spin when the suspended slip road surface runs, and obviously improves the passing capacity of automobiles.

Description

An anti-slip differential

Technical field

The present invention relates to an automobile differential, and more particularly to an anti-slip differential.

Background technique

Differentials are mainly used in automobile transmission systems. Ordinary differentials are composed of planetary gears, planetary carriers (casings), side gears and other parts. The power of the engine enters the differential through the transmission shaft and directly drives the planetary carriers. , and then the planetary carrier drives the left and right half-shafts to drive the left and right wheels respectively. When the car goes straight, the left and right wheels and the planetary carrier rotate at the same speed, maintaining a balanced state. When the car turns, the balance is broken, the outer wheel speed increases, and the inner wheel speed increases. The rotation speed is reduced, the rotation speed difference is realized, and automatic adjustment is achieved. However, when encountering rough and muddy road conditions, the driving wheels will slip or even completely idle. The differential will waste all the driving force on the slipping wheels, so that the driving force cannot act on the effective wheels. At this time, the differential becomes the vehicle Get rid of difficult obstacles.

Because of the above-mentioned disadvantages of the differential, a differential lock has emerged that is opposite to the differential lock. The common differential lock is a manual mechanical differential lock (jaw type). The technology of this differential lock is simple. The production cost is low, but it is still the most reliable and effective drive system equipment to improve the vehicle's off-road performance so far. It can realize the complete mechanical combination of the power of the two half-shafts, which is very strong. However, the differential lock should only be used in bad road conditions or extreme conditions. Using it during normal driving will cause serious damage to the tires and other components of the car.

The existing tooth-type anti-slip differential can distribute power to the wheel on one side when one wheel slips. For example, the Chinese patent number ZL200620158979.6, the authorization announcement date is November 21, 2007, and the invention name is: An improved tooth-type differential. This application involves an improved tooth-type differential, which mainly consists of a driving ring, an extrapolation ring, a center ring, a muffler ring, a half-shaft spline sleeve, and a spring return It consists of components, which improves the meshing method of the driving ring, extrapolation ring, center ring and silencing ring. The driving ring, extrapolating ring, center ring and silencing ring adopt the end face tooth meshing method. The power transmission teeth of the extrapolating ring are The separation teeth are of the same height and tooth shape. The end face of the muffler ring only needs to be machined with four bosses to match the center ring, instead of being processed into end face trapezoidal teeth. The differential in this application can automatically clutch according to the different speeds of the left and right wheels of the vehicle's drive axle, achieving independent distribution of torque and speed. However, although this application has improved the meshing method of the toothed differential, its internal structure is still relatively complex. There are many internal parts in the differential, requiring tight fit, and the mechanism is prone to wear. If the wear conditions are different, the parts There may be mutual interference, which will affect the use effect and shorten the service life. If special materials are used, the price will become higher and the process requirements will also increase.

Contents of the invention

1. The technical problem to be solved by the invention

The purpose of the present invention is to overcome the above-mentioned deficiencies of existing differentials and provide an anti-slip differential, which adopts the technical solution of the present invention and has a simple structure, ingenious design, and easy use. It is very good when driving on suspended or slippery roads. It effectively solves the problem of wheel slippage and idling, and when necessary, the safety of the vehicle can be considered first, so that the car can be driven by one wheel, and the non-slip wheels can be used to drive the car, which significantly improves the passing ability of the car; in addition, it also It has the advantages of reliable operation and long service life.

2.Technical solutions

In order to achieve the above objects, the technical solutions provided by the present invention are:

An anti-slip differential of the present invention includes an outer shell, a half-shaft spline hub, a center ring, a driving ring, a left driven ring, a right driven ring, a spring seat, a left auxiliary spring and a right auxiliary spring. Two sets of half-shaft spline hubs for externally connecting the left and right wheel half-axles are installed in the middle of the outer shell. The inner ends of the two sets of half-shaft spline hubs are each equipped with a snap ring. The center ring is installed on the two snap rings. The inner side of the driving ring is slidably sleeved on the outer side of the center ring, and the outer side of the driving ring is connected to the outer shell. A left driven ring and a right driven ring are respectively engaged and installed on both sides of the driving ring. , the left driven ring and the right driven ring are respectively axially slidably engaged and connected with the half-shaft spline hubs on the corresponding sides, and a left auxiliary spring is provided on the outer wall of the left driven ring, which The left auxiliary spring is compressed between the spring seat installed on the spline hub of the left half shaft and the left driven ring. The right auxiliary spring is provided on the outer wall of the right driven ring. The right auxiliary spring is compressed between the spring seat and the left driven ring. Between the spring seat on the spline hub of the right half-shaft and the right driven ring, between the driving ring and the left driven ring, and between the driving ring and the right driven ring, there are mutually meshable transmission rings. When there is a certain speed difference between the left driven ring and the right driven ring, the fast-turning side driven ring is separated from the driving ring.

Furthermore, the latch structure includes convex latch teeth evenly arranged on the outer wall of the driving ring, and concave latch teeth evenly arranged on the inner walls of the left driven ring and the right driven ring. The convex latch teeth It is a protrusion with a spherical structure, and the concave latching teeth are grooves with a cylindrical structure, and the convex latching teeth mesh with the concave latching teeth.

Furthermore, the described latching teeth structure includes concave latching teeth evenly provided on the outer wall of the driving ring, and convex latching teeth evenly provided on the inner walls of the left driven ring and the right driven ring. It is a protrusion with a spherical structure, and the concave latching teeth are grooves with a cylindrical structure, and the convex latching teeth mesh with the concave latching teeth.

Furthermore, a silencer washer is also provided in the concave teeth.

Furthermore, the spring seat adopts a blocking washer.

Furthermore, bearings are installed on both left and right ends of the outer shell.

Furthermore, the outer casing is sprayed with anti-rust paint on the outer wall.

3. Beneficial effects

The technical solution provided by the present invention has the following significant effects compared with the existing known technology:

(1) An anti-slip differential of the present invention has an intermeshing transmission mechanism between the driving ring and the left driven ring, and between the driving ring and the right driven ring, and between the left driven ring and the right driven ring. When there is a certain speed difference, the fast-turning side driven ring and the driven ring are separated from each other by a latching tooth structure. It is only necessary to set a latching tooth structure on the driving ring and the driven ring. With the help of the pressure of the left and right auxiliary springs, the driving ring and the driven ring are separated. The rings are tightly combined, and when there is an excessive speed difference between the left driven ring and the right driven ring due to wheel slippage or suspension, the driven ring on the fast-turning side is separated from the driving ring without slipping or hanging in the air. The driven ring on the side meshes more closely with the driving ring. It has the advantages of simple structure, ingenious design, easy use, reliable operation and long service life. It can well solve the problem of wheel slippage and idling when driving on suspended or slippery roads, and When necessary, the safety of the vehicle can be considered first, so that the car can be driven by one wheel, and the non-slip wheel can be used to drive the car, which significantly improves the passing ability of the car;

(2) An anti-slip differential of the present invention, its tooth structure includes convex teeth evenly arranged on the outer wall of the driving ring, and concave teeth evenly arranged on the inner walls of the left driven ring and the right driven ring. , or the latch structure includes concave latch teeth evenly arranged on the outer wall of the driving ring, and convex latch teeth evenly disposed on the inner walls of the left driven ring and the right driven ring. The convex latch teeth are protrusions of a spherical structure, The concave teeth are grooves with a cylindrical structure, and the convex teeth mesh with the concave teeth; compared with the existing tooth-type differential, there is no need to set up mutually meshing trapezoidal teeth between the center ring and the driven ring. The structure is simple and easy to manufacture, and the convex teeth of the spherical structure and the side walls of the parts have little wear, there is no rotational interference between the parts, the failure rate is low, and the service life is long;

(3) The anti-slip differential of the present invention is also equipped with a silencer washer in the concave teeth, which effectively avoids pulsation, noise and wear of parts in power transmission.

Description of drawings

Figure 1 is a schematic cross-sectional structural diagram of an anti-skid differential of the present invention;

Figure 2 is a schematic structural diagram of the protruding teeth in the present invention;

Figure 3 is a schematic structural diagram of the concave teeth in the present invention.

Label description in the schematic diagram:

1. Outer shell; 2. Half-shaft spline hub; 3. Snap ring; 4. Center ring; 5. Driving ring; 6. Left driven ring; 7. Right driven ring; 8. Spring seat; 9. Left Auxiliary spring; 10. Right auxiliary spring; 11. Concave teeth; 12. Concave teeth; 13. Bearing; 14. Silencer washer; 15. Center ring assembly hole.

Detailed ways

In order to further understand the content of the present invention, the present invention will be described in detail with reference to the accompanying drawings and embodiments.

Example 1

As shown in Figure 1, an anti-slip differential in this embodiment includes an outer shell 1, a half-shaft spline hub 2, a center ring 4, a driving ring 5, a left driven ring 6, a right driven ring 7, and a spring. Seat 8, left auxiliary spring 9 and right auxiliary spring 10. The outer shell 1 adopts a two-piece structure and is connected with bolts to form an integrated structure. The outer shell 1 also has a transmission mechanism that is connected to the engine output shaft. Two sets of half-shaft spline hubs 2 are installed in the middle for externally connecting the left and right wheel half-shafts. The left and right wheel half-shafts are spline-connected with the corresponding half-shaft spline hubs 2, which is easy to install and has large transmission torque; the two sets of half-shafts Each inner end of the spline hub 2 is equipped with a snap ring 3. The central ring 4 is installed between the two snap rings 3. The central ring 4 is limited between the two snap rings 3 and cannot move axially. The active ring The inner side of 5 is slidably sleeved on the outer side of the center ring 4. The driving ring 5 and the center ring 4 can rotate relative to each other. The outer side of the driving ring 5 is connected to the outer shell 1. Similar to the existing technology, the outer side of the driving ring 5 can be vertically distributed. 4 cylinders, in a cross-shaped structure, are used to connect the outer shell 1; the left driven ring 6 and the right driven ring 7 are respectively engaged and installed on both sides of the driving ring 5, and the left driven ring 6 and the right driven ring 7 are respectively installed. It is meshed and connected with the axle spline hub 2 on the corresponding side in an axial sliding manner. Specifically, the inner holes of the left driven ring 6 and the right driven ring 7 are provided with spline teeth, which are connected with the corresponding axle splines. The spline teeth on the outside of the hub 2 are engaged together to transmit torque in the radial direction and can slide relatively in the axial direction; a left auxiliary spring 9 is provided on the outer wall of the left driven ring 6, and the left auxiliary spring 9 is compressed and installed on the Between the spring seat 8 on the spline hub 2 of the left half shaft and the left driven ring 6, the left driven ring 6 and the driving ring 5 are closely combined; the outer wall of the right driven ring 7 is provided with a right auxiliary Spring 10, the right auxiliary spring 10 is compressed between the spring seat 8 installed on the right half-shaft spline hub 2 and the right driven ring 7, so that the right driven ring 7 and the driving ring 5 are closely combined; the active Between the ring 5 and the left driven ring 6, and between the driving ring 5 and the right driven ring 7, there is a mutual meshing transmission device, and when there is a certain speed difference between the left driven ring 6 and the right driven ring 7, the fast turning side The driven ring is separated from the driving ring 5 by a snap-tooth structure. With the help of the pressure of the left and right auxiliary springs, the driving ring 5 and the driven ring are closely combined. It is only necessary to set a snap-tooth structure on the driving ring 5 and the driven ring, and When there is an excessive speed difference between the left driven ring 6 and the right driven ring 7 due to wheel slippage or suspension, the driven ring on the fast-turning side will be separated from the driving ring 5, and the driven ring on the side that is not slipping or suspended will be separated. The moving ring meshes more closely with the driving ring 5, and has the advantages of simple structure, ingenious design, easy use, reliable operation and long service life. When driving on suspended or slippery roads, it can well solve the problem of wheel slipping and idling, and can When necessary, the safety of the vehicle should be considered first, so that the car can be driven by one wheel, and the non-slip wheel can be used to drive the car, which significantly improves the passing ability of the car.

As shown in FIGS. 2 and 3 , in this embodiment, preferably, the latch structure includes convex latch teeth 11 evenly provided on the outer wall of the driving ring 5 , and evenly disposed on the left driven ring 6 and the right driven ring 7 The concave teeth 12 and the convex teeth 11 on the inner wall are protrusions with a spherical structure, and the concave teeth 12 are grooves with a cylindrical structure. The convex teeth 11 mesh with the concave teeth 12 . Using the above-mentioned latch structure can increase the locking coefficient between the left driven ring 6 and the right driven ring 7 and the driving ring 5, and has a lateral moment. When the differential speed is not large enough, the convex latch teeth 11 are stuck in the concave latch teeth. 12, when the wheel differential is too large, the convex teeth 11 rotate out of the concave teeth 12, and the contact surface between the convex teeth 11 and the concave teeth 12 only has a spherical vertex, which minimizes friction and increases It reduces the engagement pressure of the driven ring on the other side. Compared with the existing tooth-type differential, there is no need to set up mutually meshing trapezoidal teeth between the center ring 4 and the driven ring. The structure is simpler and the production is more convenient. , and the convex teeth 11 of the spherical structure have little wear on the side walls of the parts, there is no rotational interference between the parts, the failure rate is low, and the service life is long. In addition, in order to effectively reduce the operating noise of the differential, a silencer washer 14 is also provided in the concave teeth 12 (see Figure 1), which can reduce the wear of the left driven ring 6, the right driven ring 7 and the driving ring 5 As well as the sound produced during friction, reducing the generation of noise. In this embodiment, the number and engagement depth of the convex teeth 11 and the concave teeth 12 can be determined according to specific needs, combined with the functions of the left and right auxiliary springs to meet the requirements for the combination and disengagement of the convex teeth 11 and the concave teeth 12 That’s it.

In addition, as shown in Figure 1, the spring seat 8 in this embodiment uses a blocking washer, which has a simple structure and is easy to install. Bearings 13 are installed on the left and right ends of the outer shell 1, which facilitates the installation and use of the anti-skid differential on the bracket and better ensures power transmission. The outer wall of the outer shell 1 is also sprayed with anti-rust paint, which can increase the service life of the anti-skid differential. A center ring assembly hole 15 is also provided on the outside of the center ring 4 to facilitate the installation and adjustment of the anti-skid differential.

Example 2

The basic structure of an anti-skid differential in this embodiment is the same as that in Embodiment 1. The difference is that in this embodiment, the latch structure includes concave teeth 12 evenly arranged on the outer wall of the driving ring 5. The convex teeth 11 are provided on the inner walls of the left driven ring 6 and the right driven ring 7. The convex teeth 11 are protrusions with a spherical structure, and the concave teeth 12 are grooves with a cylindrical structure. The convex teeth 11 are in contact with the concave ones. The teeth 12 are engaged. The latching tooth structure can also play a similar role to the latching tooth structure in Embodiment 1.

In order to better understand the content of the present invention, the working principle of the anti-skid differential of the above-mentioned Embodiment 1 and Embodiment 2 is now explained with reference to Figure 1:

When in use, the torque of the engine is transmitted to the outer housing 1, driving the outer housing 1 to rotate, and the outer housing 1 drives the driving ring 5 to rotate. The center ring 4 will rotate freely relative to the driving ring 5, but is restricted by the snap ring 3 and cannot rotate. Moving in the direction, the driving ring 5 drives the left and right driven rings to rotate, and the left and right driven rings drive the axle spline hub 2 on the corresponding side to rotate. The axle spline hub 2 is connected with the external wheel half shaft to drive the wheel to rotate. When the car turns normally, the clamping tooth structures (power transmission teeth) of the two driven rings and the driving ring 5 are pressed more tightly, so the driving ring 5 better drives the two driven rings to rotate, and then drives the wheels to rotate. , although there is a differential speed between the two wheels, the difference in rotational speed between the two wheels is not enough to separate the convex teeth 11 and the concave teeth 12 due to the limitations of the left and right auxiliary springs. The convex teeth 11 are stuck inside the concave teeth 12, thus avoiding Vibration phenomenon when the vehicle turns. When a car slips, the wheel on the slipping side has a tendency to rotate quickly, that is, the driven ring on this side has a tendency to rotate faster relative to the driving ring 5. When the wheel differential on both sides is too large, the convex teeth 11 rotate out of the concave teeth. In the teeth 12, the contact surface between the convex teeth 11 and the concave teeth 12 has only a spherical vertex, which minimizes friction, reduces the locking force on that side, and increases the pressure of the driven ring on the other side. The active ring 5 will tighten the driven ring on the other side, and drive the wheel on the other side through the driven wheel on the other side to control the body to ensure the safe passage of the car; similarly, when one wheel is suspended in the air or enters mud, ice and snow, etc. When on the road, all the torque of the active ring 5 can be distributed to the driven ring on the other side. Then under the action of the elastic force of the auxiliary spring, the driven ring on that side will rejoin the active ring 5. This separation and connection are repeated continuously. appears, which will cause pulsation and noise in power transmission and increase wear of parts. This situation can be avoided by installing the silencer washer 14.

An anti-slip differential of the present invention is provided between the driving ring and the left driven ring, and between the driving ring and the right driven ring, which can engage in transmission with each other, and there is a certain rotation speed between the left driven ring and the right driven ring. The gear structure that separates the driven ring and the driving ring on the fast-turning side only needs to be provided on the driving ring and the driven ring, and the driving ring and the driven ring are closely combined with the pressure of the left and right auxiliary springs. , and when there is an excessive speed difference between the left driven ring and the right driven ring due to wheel slippage or suspension, the driven ring on the fast-turning side is separated from the driving ring, and the driven ring on the side that is not slipping or suspended is separated. The moving ring meshes more closely with the driving ring. It has the advantages of simple structure, ingenious design, easy use, reliable operation and long service life. It can well solve the problem of wheel slipping and idling when driving on suspended or slippery roads, and can be used when necessary. When considering the safety of the vehicle first, the car can be driven by one wheel, and the non-slip wheel is used to drive the car, which significantly improves the passing ability of the car.

The present invention and its embodiments have been schematically described above. This description is not limiting. What is shown in the drawings is only one embodiment of the present invention, and the actual structure is not limited thereto. Therefore, if a person of ordinary skill in the art is enlightened and creatively designs structural methods and embodiments similar to the technical solution without departing from the spirit of the present invention, they shall all fall within the protection scope of the present invention. .

Claims (4)

1. An anti-slip differential, including an outer housing (1), a half-shaft spline hub (2), a center ring (4), a driving ring (5), a left driven ring (6), and a right driven ring ( 7), spring seat (8), left auxiliary spring (9) and right auxiliary spring (10), which are characterized in that: two sets of half-axles for externally connecting the left and right wheel half-axles are installed in the middle of the outer shell (1). The shaft spline hub (2), the inner ends of the two sets of half-shaft spline hubs (2) are each equipped with a snap ring (3), and the central ring (4) is installed between the two snap rings (3) , the inner side of the active ring (5) is slidably sleeved on the outer side of the central ring (4), the outer side of the active ring (5) is connected to the outer shell (1), and both sides of the active ring (5) A left driven ring (6) and a right driven ring (7) are respectively engaged and installed. The left driven ring (6) and the right driven ring (7) are respectively connected with the half shaft spline hub (2) on the corresponding side. ) can be axially slidably engaged and connected. A left auxiliary spring (9) is provided on the outer wall of the left driven ring (6). The left auxiliary spring (9) is compressed and mounted on the left half shaft spline. Between the spring seat (8) on the hub (2) and the left driven ring (6), a right auxiliary spring (10) is provided on the outer wall of the right driven ring (7). The right auxiliary spring (10) 10) Compressed between the spring seat (8) installed on the right half-shaft spline hub (2) and the right driven ring (7), the driving ring (5) and the left driven ring (6) Between the driving ring (5) and the right driven ring (7), there is a transmission mechanism capable of meshing with each other, and when there is a certain speed difference between the left driven ring (6) and the right driven ring (7), the fast-turning side The latch structure of the driven ring and the driving ring (5) is separated; The latching teeth structure includes convex latching teeth (11) evenly arranged on the outer wall of the driving ring (5), and concave latching teeth evenly arranged on the inner walls of the left driven ring (6) and the right driven ring (7). Teeth (12), the convex teeth (11) are protrusions of a spherical structure, the concave teeth (12) are grooves of a cylindrical structure, the convex teeth (11) and the concave teeth are (12) Engage; or, The described latching teeth structure includes concave latching teeth (12) evenly arranged on the outer wall of the driving ring (5), and convex latching teeth evenly arranged on the inner walls of the left driven ring (6) and the right driven ring (7). Teeth (11), the convex teeth (11) are protrusions of a spherical structure, the concave teeth (12) are grooves of a cylindrical structure, the convex teeth (11) and the concave teeth are (12) Engagement; The concave teeth (12) are also provided with a silencer washer (14); When a car slips, the wheel on the slipping side has a tendency to rotate quickly, that is, the driven ring on that side has a tendency to rotate faster relative to the driving ring (5). When the difference between the wheels on both sides is too large, the convex teeth (11) After turning out the concave teeth (12), the contact surface between the convex teeth (11) and the concave teeth (12) has only a spherical vertex, which minimizes friction, reduces the locking force on that side, and increases As the driven ring exerts pressure on the other side, the driving ring (5) will bite the driven ring on the other side more tightly, and the driven wheel on the other side drives the wheel on the other side to control the body and ensure the safe passage of the car. 2. An anti-slip differential according to claim 1, characterized in that the spring seat (8) adopts a blocking washer. 3. An anti-slip differential according to claim 2, characterized in that: bearings (13) are installed at both left and right ends of the outer shell (1). 4. An anti-slip differential according to claim 3, characterized in that: the outer side wall of the outer shell (1) is sprayed with anti-rust paint.