Overrunning differential mechanism
阅读说明:本技术 一种超越差速器 (Overrunning differential mechanism ) 是由 周殿玺 鞠传喜 于 2020-08-03 设计创作,主要内容包括:本发明提出了一种超越差速器,由主差速传力器、差速控制器、离合器、左驱动轴、右驱动轴五部分组成,本发明中的超越差速器的主差速传力器与现有技术中的对称式圆锥行星齿轮差速器原理相同而结构不同,在此基础上设置了差速控制器、离合器,达到了车辆在光滑路面行驶时驱动力无滑转损失,在泥泞、冰雪无路条件下行走,或车轮单侧空滑转无附着力时也只有20%的速度损失,仍有公转的80%转速驱动前行,最低能保持80%的驱力效率。(The invention provides an overrunning differential, which consists of five parts, namely a main differential power transmission, a differential controller, a clutch, a left driving shaft and a right driving shaft, wherein the main differential power transmission of the overrunning differential has the same principle and different structure with a symmetrical conical planetary gear differential in the prior art, and the differential controller and the clutch are arranged on the basis, so that the purposes that the driving force of a vehicle does not have slip loss when the vehicle runs on a smooth road surface, the vehicle runs under the muddy and ice-snow non-road condition, or the vehicle only has 20% speed loss when the wheel slides in a single-side idle mode and has no adhesive force, the vehicle still drives the vehicle to run at the revolving speed of 80%, and the driving force efficiency of 80% can be kept at the lowest.)
1. An overrunning differential, comprising: the differential mechanism consists of a main differential transmission device, a differential controller, a clutch, a left driving shaft and a right driving shaft;
the main differential force transmission device consists of a differential left shell, a disc inner bevel gear planet carrier, a differential right shell, a pin shaft, a planetary gear, a left force transmission gear and a right force transmission gear;
the differential speed controller is arranged in an inner cavity of a disc inner bevel gear planet carrier of the main differential speed power transmission device; the differential controller is an inner ring wheel rotating speed control unit for turning of the automobile, which is composed of a controller planet carrier, an outer lap planetary gear, a main lap planetary gear, a tower shaft planetary gear, an outer gear ring, a speed reduction overrunning clutch gear ring, an outer gear ring and a spring I; the automobile turning outer wheel rotating speed control unit consists of a main tower planetary gear, a tower shaft planetary gear, a tower ring gear, a tower shaft force transmission toothed disc, an inner toothed ring and a spring II;
the inner spline of the controller planet carrier is fixedly connected with the outer spline of the left driving shaft in the main differential transmission device to form a rigid body, so that the revolution speed of the differential controller is completed; an inner bevel gear in a disc inner bevel gear planet carrier in the main differential transmission device is normally meshed with a main tower planet gear to finish the transmission main rotating speed of the differential controller;
an external tower planetary gear and a main tower planetary gear are sleeved on a shaft spline of a tower shaft planetary gear in the differential controller, and the three are fixed into a rigid whole to form a tower wheel and are arranged in a fan-shaped through hole of a controller planet carrier; the rotating speed angles of three planetary gears in the cone pulley are the same; the rotating speed of the main tower planetary gear is determined by the revolution speed of the main differential transmission device; the outer tower planetary gear is normally meshed with an outer gear ring, and the rotating speed of the outer gear ring is lower than the revolution speed of the main differential transmission device; the design rotation speed of the tower shaft planetary gear is faster than the revolution speed of the main differential transmission; the outer gear ring is slidably sleeved on the excircle of the controller planet carrier, and an inner spline of the outer gear ring is fixedly connected with an outer spline of the deceleration overrunning clutch gear ring to form a rigid whole; one end of the deceleration overrunning clutch tooth ring is in a sawtooth shape and is occluded with the outer tooth ring; after meshing, the rotation direction of a stress plane of the tooth shape of the decelerating overrunning clutch tooth ring is ensured to be the same direction of revolution, an outer spline is arranged on the excircle of the outer tooth ring, a symmetrical long strip-shaped through hole is radially arranged on the outer spline of the outer tooth ring, the outer spline of the outer tooth ring is sleeved with a right force transmission gear large-hole inner spline in a main differential force transmission device in a sliding manner, a spring I is pressed on the plane of the other end of the outer tooth ring in a jacking manner, the right force transmission gear small-hole inner spline and a right driving shaft outer spline are fixed into a rigid body, and the wheel rotation speed control unit of the inner ring right driving shaft is formed;
a tower shaft planetary gear in the differential controller is constantly meshed with a tower shaft ring gear, and an internal spline of the tower shaft ring gear is fixedly connected with an external spline of a tower shaft force transmission toothed disc to form a rigid whole; one end face of the tower shaft force transmission toothed disc is designed with saw-shaped clutch teeth which are meshed with an inner toothed ring, the force bearing plane direction of the saw-shaped teeth of the tower shaft force transmission toothed disc is opposite to the revolution direction, the excircle of the inner toothed ring is symmetrically and radially provided with a long through hole, an inner spline is arranged in a cavity ring of the inner toothed ring and is slidably sleeved with a right driving shaft outer spline in a main differential force transmission device, and a small hole inner spline of a right force transmission gear in the main differential force transmission device is fixedly connected with an outer spline of a right driving shaft into a whole; a spring II is pressed on the plane of one end of the inner tooth ring to form a wheel rotating speed control unit of the outer ring right driving shaft when the automobile turns left;
the clutch comprises a sliding ring, a pin column, a bolt shaft and a shifting fork ring, wherein the sliding ring is sleeved between an inner hole of an outer tooth ring and an outer circle of an inner tooth ring, symmetrical pin holes are formed in the outer circle of the sliding ring, the pin column is tightly installed in the pin hole, two protruding ends of the pin column are respectively inserted into a strip-shaped through hole of the outer tooth ring and a strip-shaped through hole of the inner tooth ring in a sliding mode, bolt holes are symmetrically and uniformly distributed in the circumference of the other end face of the sliding ring, the bolt shaft is installed in the bolt holes, and the bolt shaft penetrates out of the uniformly distributed holes in the tail portion of the right force transmission gear in a sliding mode and is fixed with the shifting fork.
Technical Field
The invention belongs to the field of vehicle differentials, and relates to an overrunning differential, which can ensure that the driving torque force of each wheel can be rigidly controlled to reach the maximum value at all times under all-terrain and all-weather working conditions when a vehicle runs at a normal differential state, and is suitable for all transmission vehicles needing differential.
Background
The symmetrical conic planetary gear differential mechanism for common automobile consists of planetary gear, planetary frame, differential casing, half axle gear and other parts. The power of the engine enters the differential mechanism through the transmission shaft to directly drive the planet carrier, and then the planet wheel drives the left and right two half-axle gears to respectively drive the left and right wheels. The design requirements of the differential are met: (left axle speed n1) + (right half-shaft speed n2) = (double planet carrier speed 2 n). When the automobile runs straight, the left wheel, the right wheel and the planet carrier rotateThe speed is equal and in equilibrium, the driving force reaches a maximum. When the automobile turns, the balance state of the three is destroyed, so that the rotating speed of the inner side wheel is reduced, the rotating speed of the outer side wheel is increased in a required range to work normally, when the rotating speed of one side wheel is reduced to exceed the normal differential speed on muddy and icy and snowy ground, the rotating speed of the other side wheel is increased to be the same as the required rotating speed, the differential mechanism is a balancer for the left wheel and the right wheel, the differential mechanism has a direct relation to the driving work efficiency of the automobile in terms of the driving distance of the automobile, when the rotating speed of one side wheel is reduced to n/2, the driving power is not generated when the rotating speed is reduced to zero, and when the rotating speed of the other side is 2. The present wheel type vehicle is widely used in symmetrical conic planetary gear differential mechanism, which has the advantages of simple structure, smooth operation, low cost, etc. however, it has the demerits that when one driving wheel slips and idles, the rotation speed of the other driving wheel is zero, the vehicle stops moving forward, the driving force is zero, so it must work under good environment condition to keep the maximum working efficiency, if the driving efficiency changes randomly in the process from normal differential speed to rotation speed changing to zero, the driving force changes from maximum to zero, thus greatly affecting the fuel utilization rate and adapting to the working condition.
Although the existing self-locking differential has better automatic anti-skidding capacity, the existing self-locking differential generally has the locking and no steering, can be limited and controlled only by high friction torque, and the general control force is within 25% -30%, so that the self-locking differential has limited adaptation conditions and can not work all over the terrain; the electronic technology lock control force can only act at about 30 percent, can not be used for a cart, can only be used for a trolley, and can not achieve all-terrain all-weather adaptation conditions and driving efficiency even if the electronic technology lock control force is applied to the trolley.
Disclosure of Invention
In order to solve the above-mentioned disadvantages of vehicle differential speed, in order to raise the power utilization efficiency, save oil, raise the adaptation environment, have the great benefit to civil vehicle, military vehicle, special vehicle, engineering machinery, the invention provides a kind of overriding differential mechanism, have rigidity to control every wheel constantly, no matter big car, all-round car drive torque force reach the maximum value under all terrain, all weather working condition, and ensure the mechanical controller that turns to normally, namely walk under the muddy, ice and snow no road condition, or have only 20% speed loss while the wheel unilateral has no adhesive force while running, can keep 80% of driving force efficiency at minimum.
Therefore, the technical scheme of the invention is as follows: an overrunning differential, comprising: the differential mechanism consists of a main differential transmission device, a differential controller, a clutch, a left driving shaft and a right driving shaft;
the main differential transmission device consists of a differential left shell, a disc inner bevel gear planet carrier, a differential right shell pin shaft, a planetary gear, a left transmission gear and a right transmission gear;
the differential speed controller is arranged in an inner cavity of a disc inner bevel gear planet carrier of the main differential speed power transmission device; the differential controller is an inner ring wheel rotating speed control unit for turning of the automobile, which is composed of a controller planet carrier, an outer lap planetary gear, a main lap planetary gear, a tower shaft planetary gear, an outer gear ring, a speed reduction overrunning clutch gear ring, an outer gear ring and a spring I; the automobile turning outer wheel rotating speed control unit consists of a main tower gear, a tower shaft planetary gear, a tower ring gear, a tower shaft force transmission toothed disc, an inner toothed ring and a spring II;
the inner spline of the controller planet carrier is fixedly connected with the outer spline of the left driving shaft in the main differential transmission device to form a rigid body, so that the revolution speed of the differential controller is completed; an inner bevel gear in a disc inner bevel gear planet carrier in the main differential transmission device is normally meshed with a main tower planet gear to finish the transmission main rotating speed of the differential controller;
an external tower planetary gear and a main tower planetary gear are sleeved on a shaft spline of a tower shaft planetary gear in the differential controller, and the three are fixed into a rigid whole to form a tower wheel and are arranged in a fan-shaped through hole of a controller planet carrier; the rotating speed angles of three planetary gears in the cone pulley are the same; the rotating speed of the main tower planetary gear is determined by the revolution speed of the main differential transmission device; the outer tower planetary gear is normally meshed with an outer gear ring, and the rotating speed of the outer gear ring is lower than the revolution speed of the main differential transmission device; the design rotation speed of the tower shaft planetary gear is faster than the revolution speed of the main differential transmission; the outer gear ring is slidably sleeved on the excircle of the controller planet carrier, and an inner spline of the outer gear ring is fixedly connected with an outer spline of the deceleration overrunning clutch gear ring to form a rigid whole; one end of the deceleration overrunning clutch tooth ring is in a sawtooth shape and is occluded with the outer tooth ring; after meshing, the rotation direction of a stress plane of the tooth shape of the decelerating overrunning clutch tooth ring is ensured to be the same direction of revolution, an outer spline is arranged on the excircle of the outer tooth ring, a symmetrical long strip-shaped through hole is radially arranged on the outer spline of the outer tooth ring, the outer spline of the outer tooth ring is sleeved with a right force transmission gear large-hole inner spline in a main differential force transmission device in a sliding manner, a spring I is pressed on the plane of the other end of the outer tooth ring in a jacking manner, the right force transmission gear small-hole inner spline and a right driving shaft outer spline are fixed into a rigid body, and the wheel rotation speed control unit of the inner ring right driving shaft is formed;
a tower shaft planetary gear in the differential controller is constantly meshed with a tower shaft ring gear, and an internal spline of the tower shaft ring gear is fixedly connected with an external spline of a tower shaft force transmission toothed disc to form a rigid whole; one end face of the tower shaft force transmission toothed disc is designed with saw-shaped clutch teeth which are meshed with an inner toothed ring, the force bearing plane direction of the saw-shaped teeth of the tower shaft force transmission toothed disc is opposite to the revolution direction, the excircle of the inner toothed ring is symmetrically and radially provided with a long through hole, an inner spline is arranged in a cavity ring of the inner toothed ring and is slidably sleeved with a right driving shaft outer spline in a main differential force transmission device, and a small hole inner spline of a right force transmission gear in the main differential force transmission device is fixedly connected with an outer spline of a right driving shaft into a whole; a spring II is pressed on the plane of one end of the inner tooth ring to form a wheel rotating speed control unit of the outer ring right driving shaft when the automobile turns left;
the clutch comprises a sliding ring, a pin column, a bolt shaft and a shifting fork ring, wherein the sliding ring is sleeved between an inner hole of an outer tooth ring and an outer circle of an inner tooth ring, symmetrical pin holes are formed in the outer circle of the sliding ring, the pin column is tightly installed in the pin hole, two protruding ends of the pin column are respectively inserted into a strip-shaped through hole of the outer tooth ring and a strip-shaped through hole of the inner tooth ring in a sliding mode, bolt holes are symmetrically and uniformly distributed in the circumference of the other end face of the sliding ring, the bolt shaft is installed in the bolt holes, and the bolt shaft penetrates out of the uniformly distributed holes in the tail portion of the right force transmission gear in a sliding mode and is fixed with the shifting fork.
The invention has the beneficial effects that: the main differential transmission device of the overrunning differential mechanism has the same principle and different structure with the symmetrical conical planetary gear differential mechanism in the prior art, and is provided with the differential controller and the clutch device on the basis, so that the driving force of a vehicle is not subjected to slip loss when the vehicle runs on a smooth road, the vehicle only has 20% speed loss when the vehicle runs under muddy and ice-snow non-road conditions or the vehicle wheels are subjected to single-side idle slip and no adhesive force, the vehicle is driven to run at a rotating speed of 80% of revolution, and the driving force efficiency of 80% can be kept at the lowest.
Drawings
FIG. 1 is a schematic representation of the construction of an overrunning differential of the present invention.
FIG. 2 is a diagrammatic view of the operating principle of an overrunning differential of the present invention.
Fig. 3 is a structural view of a bevel gear carrier in a disc in the present invention.
Fig. 4 is a structural diagram of a controller carrier in the present invention.
FIG. 5 is a three-dimensional structure view showing the engagement of the slip ring, the pin and the bolt shaft of the clutch device of the present invention.
FIG. 6 is a three-dimensional structure view of the outer ring and the decelerating overrunning clutch ring engaged in the present invention.
FIG. 7 is a three-dimensional structure diagram of the tower shaft force transmission chain wheel and the inner tooth ring in the invention.
FIG. 8 is a schematic diagram of the transmission of the meshing of the transmission chain wheel and the inner tooth ring of the tower shaft of the present invention.
FIG. 9 is the driving principle diagram of the decelerating overrunning clutch tooth ring and the outer tooth ring.
Fig. 10 is a first directional three-dimensional structural view of a right force transmission gear in the main differential force transmitter.
Fig. 11 is a second directional three-dimensional structural view of a right force transmission gear in the main differential force transmitter.
Fig. 12 is a graph of the left and right wheel no power loss control in the controller.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
Referring to fig. 1-11, an overrunning differential mechanism is composed of five parts, namely a main
the main
the
The inner bevel gear in the disc inner bevel gear planet carrier 1-2 in the main
the shaft spline of a tower shaft planetary gear 2-11 in the
at the right wheel speed n of a left-turn vehicle2,n2=n + Δ n, n in the
the tower shaft planetary gears 2-11 in the
When the automobile turns right, the left wheel n1N + Δ n, the rotational speed n of the right-hand
n2Tower shaft force transmission chain wheel of = n-delta n ratio 2-9n4Low, i.e. n4>n2N- Δ n. At the moment, the rotating speed n of the tower shaft force transmission chain wheel 2-94The rotating speed n2 is higher than that of the inner tooth rings 2-8, the mutual inclined plane extrusion springs II are shortened, the inner tooth rings are moved backwards, and the marks G 'in figures 8 and 7'2And G2In relation to the differential function by disengaging the engagement;
the
Their working principle:
1. the working principle of the main
2. The working principle of the
the internal spline of a controller planet carrier 2-1 in a
the main speed of the
the rotating speed of the
Right side wheel n of automobile capable of turning left2,n2When the speed is n + delta n, the speed reduction overrunning clutch teeth 2-4 in the
The working principle of the
when the automobile runs forwards and turns a big bend or backs linearly, the clutch is not disengaged, when the automobile backs and turns a small bend, the clutch teeth are disengaged, the shifting fork ring 3-4 pulls the bolt column 3-3 under the action of external force, and the pin shaft 3-2 fixed by the sliding ring 3-1 connected with the bolt column 3-3 through threads pulls the inner and outer tooth rings 2-5, 2-8 to compress the springs I2-6 and II 2-7 to shorten, so that the differential speed of the reverse turning small bend can be completed by the tooth disengagement. When the vehicle moves forwards, the external force of the shifting fork ring 3-4 is cancelled, the teeth automatically return to the original position, and the normal occlusion constant differential speed of arbitrary differential speed driving and linear reversing is achieved when the vehicle moves forwards.
The working sequence of the main differential transmission device is as follows: the differential comprises a left differential shell, a disk inner bevel gear planet carrier, a right differential shell, a pin shaft, a planetary gear, a left force transmission gear shaft, a right force transmission gear, a left driving shaft and a right driving shaft.
The working sequence of the differential speed controller in the invention is as follows:
a. form the revolution speed n of the controller1Main speed of force transmission n = nkThe working sequence of (1):
a disc inner cone gear planet carrier, a main tower planet gear, a controller planet carrier, a left force transmission gear and a right driving shaft;
b. the working sequence of the right-turning right driving shaft rotating speed control unit is as follows:
an outer tower planet gear, an outer gear ring, a reduction overrunning clutch gear ring, an outer gear ring, a spring I and a right driving shaft;
c. the working sequence of the left-turning right driving shaft rotating speed control unit is as follows:
a tower shaft planetary gear, a tower ring gear, a tower shaft force transmission toothed disc, an inner toothed ring, a spring II and a right driving shaft;
the working sequence of the clutch in the invention is as follows: a shifting fork ring, a bolt column, a sliding ring, a pin column, an outer tooth ring, an inner tooth ring, a spring I and a spring II.
The invention discloses a functional analysis of an overrunning differential, which comprises the following steps: maximum drive efficiency when verifying steering flexibility while maintaining all terrain weather:
the invention relates to a revolution speed n (n = n) of a reduction overrunning clutch ring of a differential controller and a main differential transmission in an overrunning differentialk) Has a speed reduction multiple relation K1Revolution n (n = n) of the main differential transmissionk) Rotating speed n of toothed disc for transmitting force with tower shaft4Has a speed increasing multiple relation K2N is determined3、n4By the differential property 2n = n1+ n2See FIG. 2 for derivation of K1、K2Calculating the formula:
example (c): the rotation speed of the rear inner wheel and the outer wheel is n when a certain automobile turns under the conditions that the wheel and wheel base parameters are fixed and the minimum turning diameter of the automobile is limited when the automobile turns left and right1、n2,n1=n±Δn,n2The maximum increase and decrease Δ n = ± 200 is calculated for n ± Δ n, and the following are obtained: k1=1.143、K2=1.5, in the process of straight-line driving to the turning limit Δ n =200, let
Calculating differential rotation speed n of controller in left and right turning based on the conditions of delta n =50, delta n =100, delta n =150 and delta n =2003、n4And differential speed n of main differential1、n2See figure 12 for the differential speed versus drive capability efficiency,
where a represents the curve of the left turn right outside wheel drive shaft speed of the vehicle,
a' -represents controller K2N of =1.54The curve of the speed of rotation is,
in the figure B-representing the right inner wheel drive shaft speed curve when the vehicle is turning right,
b' -represents the controller K1N of =1.1433The curve of the speed of rotation is,
from the vehicle driving force utilization map 12, it is explained that: when the automobile turns left, the working efficiency of the automobile is n4Control of normal driving turning differential n2The line A' is controlled by the line A which can not exceed the unnecessary high rotating speed, so that the maximum working efficiency is achieved;
when the automobile turns right n2N-delta n, the operating efficiency of the vehicle is n3Control of n by the B' curve of2The B line can only work at normal differential speed to reach n2Operation efficiency maximization of = n- Δ n;
thus, the automobile turns left and right n4、n3Respectively control n2Let n be2=n4Or n2=n3Never exceed n1=n±Δ n or n2And the rotating speed range of n +/-delta n ensures the maneuverability and the maximum driving force of the left and right differential running of the single-side wheel. By differential 2n = n1+n2The technology of the invention completely controls n when the automobile turns left and right1And n2The normal differential range is satisfied and the maximum driving efficiency is obtained.
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