Through hypoid final drive
SUBSTANCE: through hypoid final drive contains crank case (1) of reduction gear, drive collar (2) installed on drive shaft (3) and connected with center differential via gearing. Driving gear (4) is installed on drive shaft (3) and it is connected with driven gear (18) made as one whole with center differential cup (11). One semi-axle pinion (22) of centre differential is connected with driving hypoid gear (7) installed on tapered bearings (5) and (6). Other semi-axle pinion (21) of centre differential is connected with through shaft (25) of rear final drive horizontal axis of which is located below inter-wheel differential gear (26) axis via gearing. Driving gear (15) of gearing is connected with semi-axle pinion (21) and it is installed on bearings (16) and (17). Driven gear (23) is connected with through shaft (25) of rear final drive.
EFFECT: increase of service life of cardan shaft connecting through hypoid final drive with gear-box, increase of service life of hypoid drive.
2 cl, 3 dwg
The invention relates to the transport industry, in particular to reduced driving axles
Known anadromous main transmission containing the leading flange connected therewith center differential, one of the half-shaft gears which are connected with the cylindrical gear of three gears, one of which leading gear mounted on bearings located in the gear housing and the Cup differential, one driven gear fixed console on the host hypoid gear, and other additional driven gear (parasitic) meshed simultaneously with the leading and driven gears and mounted on bearings located in the crankcase (see H. W. Jaskiewicz. Leading bridges. - M.: Mashinostroenie, 1985, page 473, Fig. 8.20).
A disadvantage of the known constructions is the presence of additional guest (parasitic) gear, which has only one function - the transfer of torque from the driven gear to a host, resulting in reduced overall efficiency of the main transmission, and this leads to a loss of power transmitted to the main gear. In addition, you must use oil pump for forced lubrication of bearings located coaxially with the center differential.
Closest to the claimed technical solution is the gate g is Poiana main gear, containing the gear case, leading hypoid gear located on conical bearings, one of which is installed in the gear housing and the other in the glass, is fixed to the gear housing from the top of the cone hypoid gear, a leading flange mounted on the Cup center differential, one of the half-shaft gears which are connected with the leading hypoid gear, and the other is associated with reduced drive shaft rear main gear, a horizontal axis which is located below the axis of the transverse differential (see patent WO 2005047044, IPC7B60K 17/36, publ. 26.05.2005).
Known technical solution has the following disadvantages:
low durability of the propeller shaft connecting the checkpoint hypoid main transmission gearbox, due to the fact that the attachment point of the input of the master flange lock hypoid the main transmission is considerably below the point of attachment of the propeller shaft to the flange of the gearbox, the consequence is a significant angle between the forks of the propeller shaft, which leads to the increased load on the parts of the propeller shaft.
- low durability hypoid gearing due to the significant hypoid offset, causing increased sliding in engagement and, as a consequence, the rapid wear of the teeth of hypoid gears.
The task is make your decision which directed the claimed technical solution, is to increase the durability of the propeller shaft connecting the checkpoint hypoid main transmission gearbox, as well as increase the durability of the hypoid gear.
To solve the problem in passing hypoid main gear containing the gear case, leading hypoid gear located on conical bearings, one of which is installed in the gear housing and the other in the glass, mounted in the gear housing, the leading flange connected to the center differential, one of the half-shaft gears which are connected with the leading hypoid gear, and the other is associated with reduced drive shaft rear main gear, a horizontal axis which is located below the axis of the transverse differential, the other half-shaft gear center differential is associated with reduced drive shaft rear main transmission through the transmission gear, the leading gear which is connected with the specified polovoy gear and mounted on bearings located in the gear housing and leading hypoid gear and the driven gear is connected with a through drive shaft rear main gear, thus leading flange connected to the center differential through the transmission gear, top gear which is installed on the control shaft and connected with the driven gear, made the Oh in one piece with the Cup center differential, in addition, the glass with conical bearings is of the larger diameter of the hypoid gear and fixed in a casing with screws through the shims.
There is the following contradiction.
On the one hand, to increase the durability of the propeller shaft and hypoid transmission by reduction hypoid offset, but this is impossible, since in this case the lock drive shaft rear main gear will be set against the axis.
On the other hand, to increase the durability of the propeller shaft can also by reducing the angle between its forks by increasing the angle, main gear, but in this case much worse conditions lubrication of parts and components of the main transmission, which leads to premature wear and destruction, resulting in decreased reliability and durability of the lock main gear in General.
The claimed technical solution distinctive characteristics, which consists in the fact that the other half-shaft gear center differential is associated with reduced drive shaft rear main transmission through the transmission gear, the leading gear which is connected with the specified polovoy gear and mounted on bearings located in the gear housing and leading hypoid gear and the driven gear is connected through output shaft ol the water in the rear of the main transmission, reduce hypoid offset in the entrance of the main transmission, while ensuring the efficiency of the design.
A distinctive feature consists in the fact that the leading flange connected to the center differential through the transmission gear, top gear which is installed on the control shaft and connected with the driven gear, made in one piece with the Cup center differential, allows to reduce the distance between the fastening point of the input of the leading flange of the main transmission and the point of attachment of the propeller shaft to the flange of the box, which in turn decreases the angle between the forks of the propeller shaft and, consequently, decreases the load on the parts of the propeller shaft.
This set of essential features that characterize the created checkpoint hypoid main transmission enabled us to solve the conflict and thereby increase the durability of the propeller shaft connecting the checkpoint hypoid main transmission gearbox, and also to increase the durability of the hypoid gear.
Analysis of the known technical solutions in this field of technology has shown that the claimed technical solution has features that are missing in the analogs, and their use in the inventive combination of essential features allows you to get a new technical result, sledovat is Ino, the proposed solution meets the patentability requirements of "novelty" and "inventive step".
The proposed solution is illustrated by the drawings:
figure 1 - continuous hypoid main transmission, front view;
figure 2 - section A-a in figure 1;
figure 3 - gate hypoid main channel, side view.
Checkpoint hypoid main channel contains a crankcase 1 gearbox, a leading flange 2 mounted on the control shaft 3, which is pressed a leading cylindrical gear 4.
In the crankcase 1 on a tapered bearings 5 and 6 is the leading hypoid gear 7. The bearings 5 are installed in the crankcase 1 and the bearings 6 of the outer ring is pressed into the Cup 8, which screws through the shims 9 is fixed in the housing 1 from the side of the larger diameter of the hypoid gears 7.
In the crankcase 1 is the center differential, containing cups 10 and 11. The Cup 10 has elements 12 locking center differential and installed on the conical bearing 13 located in the crankcase 1, and the Cup 11 is installed on the bearing 14, based on the trailing portion of the cylindrical gear 15 of the rear main gear. Gear 15 mounted on a radial bearing 16, which is located in the crankcase 1, and the conical bearing 17 located at the leading hypoid gear 7. The Cup 11 done the on the in one piece with the driven gear 18, meshing with the leading cylindrical gear 4.
In the cups 10 and 11 installed crossbar 19, which freely rotate satellites 20, interacting with pausetime gears 21 and 22. Half-shaft gear 21 is connected by means of a slot with a cylindrical gear 15, and half-shaft gear 22 is connected with the leading hypoid gear 7.
Cylindrical gear 15 communicates with the driven cylindrical gear 23, which is situated on the bearings 24 mounted in the casing 1, and is connected through output shaft 25 of the rear main gear. The shaft 25 passes below the axis of the cross-axle differential 26, and means below and axis 27 and is connected with the output flange 28. Slave hypoid gear wheel 29 cross-axle differential 26 interacts with the leading hypoid gear 7.
Checkpoint hypoid main gear operates as follows.
Torque from the drive shaft that connects the entrance to the main transmission gearbox, is transmitted to the master flange 2, then the drive shaft 3 and leading the bevel gear 4, which rotates the cups 10 and 11 of the center differential. Next, the torque is transmitted to the cross-piece 19, which affects the satellites 20, thereby evenly distributing torque on the half-shaft gears 21 and 22. From polovoy gear 21 per rotation is given to the bevel gear 15, from which the torque is transmitted to the gear 23 and forth at the entrance of the shaft 25, which, in turn, rotates the output flange 28, the transmitting torque at the rear of the main transmission. Half-shaft gear 22 causes the rotation of the leading hypoid gear 7, which communicates with the slave hypoid wheel 29, which causes the rotation of the cross-axle differential 26 and axis 27.
The proposed solution allows to increase the durability of the drive shaft that connects the entrance to the main transmission gearbox, and also to increase the durability of the hypoid gear.
The claimed technical solution to meet the requirement of industrial applicability and possible to implement on standard manufacturing equipment.
1. Checkpoint hypoid main transmission containing the gear case, leading hypoid gear located on conical bearings, one of which is installed in the gear housing and the other in the glass, mounted in the gear housing, the leading flange connected to the center differential, one of the half-shaft gears which are connected with the leading hypoid gear, and the other is associated with reduced drive shaft rear main gear, a horizontal axis which is located below the axis of the transverse differential, characterized in that the other is olusia gear center differential is associated with reduced drive shaft rear main transmission through the transmission gear, leading gear which is connected with the specified polovoy gear and mounted on bearings located in the gear housing and leading hypoid gear and the driven gear is connected with a through drive shaft rear main gear, thus leading flange connected to the center differential through the transmission gear, top gear which is installed on the control shaft and connected with the driven gear, made in one piece with the Cup center differential.
2. Checkpoint hypoid main transmission according to claim 1, characterized in that the glass with conical bearings is of the larger diameter of the hypoid gear and fixed in a casing with screws through the shims.
SUBSTANCE: bevel gear contains casing (1) with opposite axle shaft gears (2, 3) axis of channel whereof forms acute angle with casing rotation axis of channel. On differential pinion axis (6) collets (10) are installed capable of shift along axis. Pinions (4, 5) engage with collets and penetrating into narrowed zone located between axle shaft gears are seized transmitting torque to stopped axle shaft gear and stopping slippage.
EFFECT: increase of bevel gear slippage properties.
SUBSTANCE: invention refers to transportation equipment. Drive axle (1) includes crankcase (2) where main bevel gearing (3) with input shaft (5), drive gear (4) and driven gear (6) are located. Driven gear may be installed on one of mounting seats (27) or on casing (7) of symmetrical planetary differential (9) connected by sun gear (17) and carrier (12) with respective shafts (18) and (19) of wheel drives. Drive axle (1) of all-wheel-drive vehicle is made with control device (20) for differential (9) connected with carrier (12) and casing (7) of differential (9). Axles (13) are fixed in carrier (12) to avoid rotation and axis shift by check plates (36) in slots (37) of axles (13) of planetary rollers (14), (15) and in grooves (38) of part (11) of carrier (12) made as a lid.
EFFECT: simplification of construction design and enhancement of device reliability.
8 cl, 9 dwg
FIELD: engines and pumps.
SUBSTANCE: invention relates to motor industry. The rpm controller represents a device incorporating a planetary differential gear with driving spider (2) and two various-diameter gear wheels (5, 12). Central gear wheel (5) runs opposite to the running spider (2) to transmit engine power to output shaft (6) via the reduction gear that changes the direction of rotation. Central gear wheel (12) runs in the same direction with spider (2) to transmit rotary motion to output shaft (6) via friction clutch (13). Adjusting actuator with a controlled signal, a function of the engine shaft rpm, varies the rotary motion transmission ratio and allows accelerating or decelerating output shaft (6) along with changing the transmission ratio from its maximum to zero.
EFFECT: automatic adjustment of the engine rpm with variation of transmission ratio in transient behavior.
FIELD: machine building.
SUBSTANCE: wheel planetary gearbox consists of driving bevel gear (1), installed at semi-axis (2), driven bevel gear (3), installed at the axle splines (4), cone satellites (5), installed at cross pins (6). Pins (6) are installed in the mating holes of internal body (7) and external body (8). Bodies (7, 8) are mutually connected by bolts (9). A deepening for thin-wall sleeve (10) is provided at the bodies' mating location, at bodies' external surface. Sleeve (10) is installed flush to the external surface of bodies. Circular grooves are made in the deepenings of bodies (7, 8) from different side of cross pins (6). O-rings (11) are installed in the circular grooves. The internal surface of thin-wall sleeve (10) interacts with O-rings (11).
EFFECT: simplification of sealing of mated surfaces of internal and external bodies; maintaining the overall dimensions of gearbox; ensuring sufficient strength the tho gearbox.
SUBSTANCE: the self-blocking differential contains a power-driven shell with lids, in which half shaft elements are placed coaxially and connected with the half shaft. The half shaft elements, on their external surface, have spiral grooves with a semi-circular cross-section, the direction of which is reverse to that of the spiral, rolling elements (balls) filling the closed channels in the power-driven shell, in chains. The closed channels contain working grooves open for inserting ball segments into the spiral grooves. The longitudinal bypass channels and the side return channels are formed by slots in the lids and cuts around the perimeter of the distribution washers installed on the half shaft elements. The distribution washers have a diameter equal to the working groove dimension.
EFFECT: increases reliability of self-blocking differential.
2 cl, 1 dwg
SUBSTANCE: the self-blocking differential contains a power-driven shell with lids, in which half shaft elements are placed coaxially and connected with the half shaft. The half shaft elements, on their upper surface, have spiral channels running in a direction opposite the spiral, odd number of rolling elements (balls), one closed channel containing a working groove open for inserting ball segments into the spiral channels of the half shaft elements; a longitudinal return channel with dimensions equal to the ball diameter, connected by intermediate channels made in the lids of the power-driven shell. The outside surface of the intermediate channels in the longitudinal section has a radius equal to 1.25 diameters of the ball; and their wall, at the outlet to the zone of connection to the return channel, contains a straight section. In the lids, a slot with dimensions equal to those of the working groove is made for placement of spiral channels of the half shaft elements in the intermediate channels area.
EFFECT: increased reliability of self-blocking differential.
4 cl, 2 dwg
FIELD: transport engineering; mechanical engineering.
SUBSTANCE: planetary gear driven in two-speed final drive of axle is installed in drive pinion case. Ring gear 23 is mounted on hub 24 made integral with clutch member 26 for rotation relate to hub 10 of carrier and is made for connection by clutch 27 with clutch member 32 belonging to case 14. Carrier hub 10 is constantly coupled by connecting clutch 8 with driven shaft and it is arranged coaxially to drive and driven shafts. Connecting clutch 8 has external teeth 9 engaging with teeth of clutch 27 connecting driven and drive shafts with ring gear hub. Drive shaft 15 is installed on additional bearing 17 fitted in bore 18 of driven shaft 3. Hub 24 ring gear with clutch member 26 is installed on bearing resting on carrier hub.
EFFECT: slowed down speeds, increased cross-country capacity of vehicle.
3 cl, 1 dwg
FIELD: transport engineering; vehicle transmissions.
SUBSTANCE: invention can be used in differential drives of vehicles with possibility of automatic wheel locking. Proposed self-locking differential of vehicle contains drive case accommodating axle-shaft members coupled with axle shafts and provided on outer surface semi-round in cross section screw grooves of opposite hand of helix, solids of revolution in form of balls filling, in chain, closed channels made in drive case and containing working grooves opened to dip ball segments into screws of axle-shaft members, longitudinal bypass channels and side return channels. Inner part of case consists of three parts. On extreme parts working grooves are made with opposite direction of helix relative to each other and to screw grooves of axle-shaft members. Middle part is made with width not exceeding diameter of balls and is furnished with through axial holes corresponding to size of diameter of balls. Angle of tilting of working and screw grooves to longitudinal axis is 74-76°. Side return channels in longitudinal section are made with sizes steplessly increasing from diameter of ball on ends of channels to 1.5 diameter of ball in central part of channels. Longitudinal bypass channels in cross section are made to size of diameter of ball, and inner side of channels is made at angle of 1-2° to center of bypass channel, with stepless transition in place of connection.
EFFECT: improved reliability and efficiency of locking.
4 cl, 3 dwg
FIELD: automotive industry.
SUBSTANCE: invention can be used in differential drives of wheeled vehicles made for automatic locking of wheels. Proposed self-locking differential of vehicle contains drive case 1 accommodating axle shaft-members 4, 5 arranged coaxially to each other and coupled with axle-shafts 2, 3. Said axle-shaft members are provided with helical grooves 6, 7 on outer surface with opposite hand of helix, solids of revolution in form of balls 8 filling in line at least one closed channel 10 made in drive case. Part of said channel is opened to dip segments of balls into helical grooves. Closed channel 10 is made rectangular in longitudinal section, with rounded off outer angles 12. Cross section of legs of rectangular closed channel is equal to diameter of balls 8. Number of balls in channel is odd.
EFFECT: simplified design of differential, reduced overall dimensions, increased manufacturability, strength and efficiency at self-locking.
FIELD: transport engineering.
SUBSTANCE: invention relates to vehicle transmission and brake system control mechanisms. According to proposed method of driving wheel slip control, center differential is locked by acting onto brakes of driving wheels and (or) changing engine torque at moment of beginning of decreasing of torque transmitted to slipping wheels accompanied by reduction of wheel rolling radius. For this purpose, differential locking device contains hydraulic lock clutch, brush unit 5, high voltage unit 6 and control system including control unit 7 and angular velocity pickup 8, torque pickup 9, linear speed pickup 10 and steering wheel turning angle pickup 11 interconnected by electric circuits. Electrorheologic liquid is used as working liquid. Clutch members are isolated from each other.
EFFECT: improved efficiency of driving wheel slipping control and operation of differential locking control system.
3 cl, 1 dwg
FIELD: transport engineering; transmissions of wheeled vehicles.
SUBSTANCE: proposed differential lock control system contains fluid medium supply source with reducing 7, three-position distributor 11, two-chamber cylinder consisting of control space A of lock-up clutch 4 formed by its housing and movable partition 34, and additional diaphragm chamber 6 having its control space Б arranged coaxially and in series relative to control space of lock-up clutch 4. Movable partition 34 is connected with pressure disk 29 by means of rod 30 rigidly connected by one end with pressure disk 29. Rod 30 interacts with diaphragm 32 of additional diaphragm chamber 6, and it passes in its middle part through central part of movable partition 34, being rigidly connected with support plate 33 interacting with partition 34. Space Б of additional diaphragm chamber 6 communicates with three-position distributor 11 selectively communicating said spaces with drain main line 14 and reducing regulated valve 7.
EFFECT: increased capacity owing to automatic reduction of locking at cornering of vehicle and decreased skidding of leading wheel.
FIELD: transport engineering.
SUBSTANCE: proposed final drive contains housing with oil reservoir, driven bevel gear and driving bevel gear with front and rear taper bearings whose outer races are press-fitted in bearing cup, and oil collecting pocket. Holes to let oil in and out are made in housing and bearing cup. Plate-type oil slinger with hole in central part is installed in cup between bearings. Diameter of slinger hole is less than inner diameter of front bearing outer race.
EFFECT: improved efficiency of lubrication of bearing of final drive driving gear.
FIELD: transport engineering; automobiles, tractors, diesel locomotives.
SUBSTANCE: proposed vehicle stepless transmission contains final drive, differential 4 and step-up drive, brake device 13, overrunning clutch 21, damper 22 and regulator 14. Driven gear 3 of final drive is rigidly engaged with case of differential 4. Differential gears 6, 8 are engaged with driven shafts 7, 9. Shaft 7 transmits torque to drive wheels (tracks, screw, etc). Shaft 9 sets brake device 13 into motion through step-up drive. Overrunning clutch 21 and damper 22 are fitted on shaft of brake device 13.
EFFECT: reduced losses of torque, prevention of shock loads.
2 cl, 1 dwg
FIELD: the invention refers to transport machinery.
SUBSTANCE: latching differential has a differential gear 4, a blocker and a control device. The control device has a scheme of measuring and comparison and sensors of a wheels angular speed in the shape of tachometers 11 and 12, kinematically connected with half-axles 9 and 10. The scheme of measuring and comparison includes differential links 13 and 14 and summing units 15 and 16 of angular accelerations, and an electro-chain of connection to a servo-motor 22 has intensifiers 19 and 20 and a relay of time 21. Differential links 13 and 14 are electrically connected with the sensors of wheels angular speeds. The differential realizes automatic blocking only at skidding of any driving wheel and does not react to other exterior disturbing influences. The control device works on the principle of comparison of an angular speeding up of a skidding wheel with given critical meaning equal to maximum possible speeding up at which skidding is still impossible.
EFFECT: decreasing of dynamic loads on transmission and drive and increasing reliability and longevity of a vehicle.
FIELD: transport mechanical engineering.
SUBSTANCE: differential comprises housing (1) with spider (2) and satellites (3), differential gears (4) and (5), locking hydraulic clutch, planet gear, and control system. The locking hydraulic clutch has housing (6) provided with driving friction disks (7) and driven friction disks (8) connected with housing (1). The control system comprises control unit (14), electric motor (15), pickups (16) of angular velocity, pickups (17) of torque, pickups (18) of linear velocity, and pickups (19) of angle of rotation of the steering wheel. The planet gear has carrier (12) provided with two rows of satellites (10) and (11), solar gear (13), and epicycloid gear (9). Solar gear (13) is connected with one of the differential gears (9), carrier (12) is connected with electric motor (15), and epicycloid gear (9) is connected with housing (6).
EFFECT: enhanced efficiency.
FIELD: transport engineering.
SUBSTANCE: proposed wheel has rim of regular shape and center of rotation. To drive the wheel, planetary reduction gear is fitted in wheel rim whose drive gear is planet pinion installed on driving "floating shaft whose axis, taking weight of vehicle applied to wheel, executes complex movement relative to axis of wheel rotation making it possible to: 1) spread projections of axis of rotation (being simultaneously point/line of support) of wheel and point of application of vehicle weight P to wheel on horizontal surface by some distance L; 2) change position of projection of point P on vertical; plane by some height h and provide constantly acting "canting" torque PL on wheel creating effect of eccentric wheel at wheel circumference remaining unchanged and eliminating cyclic loads.
EFFECT: improved cross-country capacity of vehicle, its steerability, efficiency of wheeled propulsor, simplified design.
FIELD: mechanical engineering; road vehicles.
SUBSTANCE: propose antilock system contains control device, remote controlled engine, transmission with driving wheels including clutch, gearbox, propeller shaft, final and differential drives, and vehicle wheels furnished with tachometers. Transmission contains at least two pairs of driving wheels. Gearbox is remote controlled by control device. Interaxle differential is connected to gearbox. Final and differential drives of all driving pairs of wheels remote controlled by control device are connected to interaxle differential, and steerable pairs of wheels are furnished with wheel angular position pickup connected to control device. Control device is made for setting additional pairs of wheels into active state in case of slipping or locking of one of wheels belonging to active pair.
EFFECT: possibility of regeneration of braking energy, increased cross-country capacity of vehicle, possibility of changing over of driving pairs of wheels of vehicle.
FIELD: transport mechanical engineering.
SUBSTANCE: cam-conical differential comprises housing (1), pinion (2) of the differential, carrier (3) with conical satellites (4), two conical differential gears (5), and two braking mechanisms (6). Braking mechanisms (6) are composed of two cylinders (7) and (8). One face of cylinders (7) and (8) has three expansion cams (9), and the other face is flat. Three stop projections (10) are made over periphery of the cylinders of braking mechanisms (6). The cylinders arrest angular rotation and are arranged at an angle of 120° over the periphery of the cylinder. Cylinder (7) of each braking mechanism (6) is rigidly connected with housing (1) of the differential. The smooth face of second cylinder (8) is provided with friction coating (11) that slides over the rim of the differential gear. The expansion cams of the cylinders face each other.
EFFECT: expanded functional capabilities.
FIELD: mechanical engineering.
SUBSTANCE: proposed self-controlled automatic clutch has two outer clutch members and one inner clutch member with two rows of sprockets, locking disk with projections and cups for springs arranged between sprockets and installed for displacement through definite angle relative to inner clutch member, springs and rollers arranged in pairs in wedge-like slots formed between outer clutch member and sprockets. Rollers of one row are installed for engagement with rollers of other row through locking disk to change functions of driving and driven clutch members depending on direction of load. Invention provides distribution of torque between driving axles and driving wheels allowing different rpms of wheels at cornering and when running along rough roads and instantaneous locking and releasing of axles and wheels without assistance of driver.
EFFECT: increased cross country capacity of automobile and stability against skidding.
FIELD: transport and agricultural engineering.
SUBSTANCE: proposed driving axle has housing, drive shaft, final drive in form of drive pinion and driven gear, differential case central hole fitted on bearings in housing and rigidly connected with driven gear, two driven shafts with screw thread, member movably connecting driven shafts by meshing with screw thread through solids of revolution and passing through central hole of differential case coaxially with case for axial displacement in said hole, and springs. Cavities, for instance, semi-spherical ones, are made in central cylindrical hole of differential case. Connecting member is made in form of cylindrical bushing on outer surface of which longitudinal grooves are made, for instance, with semispherical bottom, parallel to its axis, and on ends of inner surface cavities are made, for instance, semispherical ones. Ends of driven shafts from side of differential case are provided with outer thread and are installed in bushing for rotation. Bushing can be displacement both relative to differential case by means of solids of revolution, for instance, balls installed by one half in cavities of inner cylindrical surface of differential case and by other half, in longitudinal outer grooves of bushing and relative to driven shafts, by means of solids of revolution, for instance, balls installed in cavities of bushing and contacting with thread of driven shafts. Driven shafts are provided with stops to limit travel of bushing along driven shaft made, for instance, in form of beads on shafts and coil springs placed between beads and end faces of bushing. Cavities are made on end faces of driven shafts arranged inside differential case in which solids of revolution, for instance, balls are fitted.
EFFECT: simplified design, operation and repair of driving axle improved efficiency of its operation.
3 cl, 3 dwg