SU816804A1 - Vehicle differential gear locking mechanism - Google Patents

Description

(54) VEHICLE DIFFERENTIAL MECHANISM MECHANISM

I

This invention relates to the automotive industry, in particular to vehicle locking mechanisms.

A vehicle differential locking mechanism is known, which has a cam clutch mounted on a semi-axle, the first coupling half of which is connected to the differential housing, and the second is mounted for axial movement on the semi-axle and spring-loaded, a split ring with stepped front cams installed in the first coupling half with lateral The surfaces of the half-coupling cams are bevelled 1.

A disadvantage of the known device is the presence of dynamic loads and transmission in a straight-line movement along uneven roads.

The purpose of the invention is to increase the effectiveness of the locking mechanism by ensuring a smooth increase in the locking factor.

The goal is achieved by the fact that in the mechanism of the second coupling half is spring-loaded relative to the semi-axis, and the cams of the first coupling half are set relative to the cams of the second coupling half with a tangential gap, while the side surfaces of the cams are made with additional bevels respectively at the tops of the cams of the second half-coupling and at the bases of the cams of the first half-coupling by greater than the angle of inclination of the side surface of the cam and its longitudinal axis, and the length of the beveled portion of the cams of the first coupling half is greater than the second.

FIG. 1 shows the blocking mechanism design; in fig. 2 - cut lock mechanism; in fig. 3 - view A on fit. 2 (turned) the position of the cams in the on state with uniform rotation of the wheels; in fig. 4 - the same, when transferring the blocking moment; in fig. 5 - the same, the position of the coupling halves in the off state SRI (differential unlocked).

The locking mechanism consists of a differential housing 1 having cams 2. whose lateral surface at the apex has a smaller bevel angle, d. than yro, i of the bevel oCi at the base, with which the movable coupling half 3 has a knockout, -1 pitch 4. The movable noisy chuck 3 is set, the tone on the splines of the semi-axis 5 and is loaded with a spring 6, which abuts against a circular Liiaii6y 7

with internal slots. Ring washer 7 is installed along the half-line 5 at the exit point of the slot. In the bore of the casing 1 of the differential, a split ring 8 with end-shaped cams is installed.

The differential lock mechanism works as follows.

When driving along uneven roads, which are random, the wheels of the leading axles alternately turn relative to each other. The cams 2 of the differential housing 1 and the cams 4 of the movable coupling half 3 are freely mixed within the tangential gap. As a result, the moments are evenly distributed between the wheels. If the size of the tangential gap is insufficient, the differential differential casing 1 and the movable coupling half 3 rotate relative to each other along surfaces with a smaller bevel angle () of the cams, which contributes to a smooth increase in torsional moment on the lock-up clutch. When one of the wheels of the drive axle hits a slippery surface, the differential housing 1 on the side surfaces with a bevel angle. (/ i) the cams 2 are connected to the cams 4 of the movable half-coupling 3 and do not allow separate slipping within the specified blocking torque.

When driving on a turn, the casing 1 of the differential and the half axis 5 tend to vary at different angular speeds and load the cam coupling with a moment that reaches the limit value determined by the spring stiffness and the angle of the cams. In this case, the movable coupling half compresses the spring 6 and disengages from the tops of the cams 2 of the housing. The ends of the cams 4 of the movable half-coupling 3 rest on the steps of the cams of the split ring 8. At the end of the rotation, the ends of the cams 4 descend from the steps of the cams of the split ring 8 and the case I of the differential engages the movable half-coupling.

Proposed locking mechanism

differential allows to reduce tire wear and reduce fuel consumption by

3-5% when moving its solid support

surfaces.

Claims (1)

Invention Formula A vehicle differential locking mechanism containing a cam clutch mounted on the axles, the first coupling half of which is connected to the differential housing, and the second is mounted for axial movement on the axle axis and spring-loaded, a split ring with end cams of a stepped form installed in the first coupling half, while the side rings the cam surfaces of the coupling halves are made oblique, characterized in that, in order to increase its efficiency by ensuring a smooth increase in the blocking coefficient application, the second coupling half is spring-loaded relative to the semi-axis, and the first half of the coupling cams mounted relative to the second cams ndlumufty with tangential clearance at the lateral surfaces are provided with complementary chamfers respectively at the tops of the cams of the second coupling part and the bases of the cams of the first half coupling at an angle greater than the angle of inclination of the side surface of the cam to its longitudinal axis, and the length of the beveled section of the cams of the first coupling half is greater than the second. Information sources, taken into account in the examination 1. USSR copyright certificate for application number 2330981 / 27-11, cl. In 60 K 17/20, 1978 (prototype). 3 f GT J, J pV. one x% 5J§ “w $; 5S%; J $. / : / g. U u five