Controllable interwheel (interaxial) differential

FIELD: machine building.

SUBSTANCE: invention relates to automobile production field, and also transportation equipment. Controllable interwheel (interaxial) differential contains casing (1), in which there are located input shaft (2) with toothed wheel (3), intermediate shaft (4), output shafts (7,8), controlling drive, shaft (5) of controlling drive with toothed wheel (6), lock-up clutch, shaft (9) of blocking mechanism with bevel gear (10), installed on inetrmidiate shaft (4) follower gear (11) of main drive and transmission toothed wheels (12, 13), connected to follower gear of main gear, two symmetric cycloidal reducer (CR), drive pinions (14, 15) of which are implemented at one with driving heliac wheels of these CR and are installed on controlling shafts. Intermediate bodies of revolution consists of duplex in pairs satellites (26, 27), which are installed on eccentrics (22, 23) controlling shafts and connected to each other by means of conical enveloping toothed wheels (24, 25), blocking toothed wheel and control drive (8). In the second version of implementation of controllable inter-wheel (inter-axial) differential it is used one control shaft, on which there are installed stages of front and back CR.

EFFECT: invention provides improvement of passability and steerability of vehicle.

3 cl, 2 dwg

 

The invention relates to the field of automotive industry.

A well-known method of changing the direction of movement of the vehicle, which consists in forcing a change in angular position of the steered wheels relative to the trajectory at which the difference in the angular velocities of the outer (relative rotation) and the inner wheel is compensated by the mechanism of distribution of torque - the so-called differential. The disadvantage of this method of control is the lack of controllability of the vehicle due to the actions of the body to the inertial forces and the reduction of permeability in the application freely set differential.

There is a system of driving without a mechanical connection between the governing body and wheels - the so-called drive-by-wire steering by wire), in which the rotation of the steering wheel tracks special sensor that sends a signal to the electronic control unit gives a command to the actuators-motors turning wheel magazine "Behind the wheel", No. 2, 2004, p.70). The disadvantage of it is the lack of controllability of the vehicle, the complexity of the device.

There is a differential variable gear ratio, comprising a housing, pinion gear, two driven gear axes and device distribution of torque between them, which is efficient bias torque between the two gear axes is a periodic function of the angle of the satellites with limited slippage of one of the leading wheels (No. 2004117875. Summary). The disadvantage of this differential is the absence of coercive control torque distribution, the complexity of the device.

The closest analogue of the proposed device is a system with a controlled differential, containing an input shaft, two gear driven mechanism, the mechanism of forced distribution of torque between the drive control in which the redistribution of torque between the axle shafts are controlled by two electromagnetic couplings, blocking one of the two elements of the corresponding planetary gear, which, in turn, connect gear with two axes - the so-called system SH-AWD (Super Handing All-Wheel Drive system) (magazine "Behind the wheel", No. 8, 2004, s)Nedostatki it is the complexity of the device and 2-step change of torque.

The aim of the invention is to improve accessibility and controllability of the vehicle.

This objective is achieved in that in the housing with a rotatably mounted input shaft with the gear, the intermediate shaft, output shaft, characterized in that it comprises a control actuator, the control shaft of the drive gear, the locking coupling, shaft locking mechanism with a bevel gear mounted on the intermediate shaft driven above the Turney main gear and the transmission gear, rigidly connected with the driven gear main gear, two symmetric cycloidal reducer (black)lead gear which is made integral with the leading solar wheels these CR and installed with the possibility of free rotation on the control shafts, the intermediate body rotation, supported eccentrically mounted on control shaft connected to each other through a tapered inverting gears, a locking gear and actuator and installed with the possibility of free rotation coaxial output shafts on bearings in their sockets, and consisting of dual pairs of satellites, led solar wheel made integral with the output shaft.

Figure 1 shows a diagram of a managed cross-axle differential with a pair of cycloidal mechanisms and two control shafts.

Figure 2 shows a scheme managed Maleeva differential with a pair of cycloidal mechanisms and General Manager of the shaft.

Managed cross-axle (the axle) differential (hereinafter UMD) can be performed in several different ways.

Option one

UMD, which includes a housing 1 in which is rotatably mounted input shaft 2 with the gear 3, the intermediate shaft 4, the output shafts 5 and 6, characterized in that it comprises a control actuator, the shaft 7 of the steering drive gear 8, to block the full-time clutch, the shaft 9 of the locking mechanism with a bevel gear 10 mounted on the intermediate shaft driven gear 11 and the main transmission gear ratio of the gears 12 and 13 are rigidly connected with the driven gear main gear, two symmetric cycloidal reducer (CR), leading gears 14 and 15 which are made integral with the leading solar wheels 16 and 17 of these CR and installed with the possibility of free rotation on the control shafts 18 and 19, the intermediate body of rotation 20 and 21 installed on supported eccentrically 22 and 23 of governors of the shafts connected to each other through a tapered inverting gears 24 and 25, block gear 10 and the actuator 8 and installed with the possibility of free rotation coaxial output shafts 5 and 6 on the bearings in their sockets, and consisting of dual pairs of satellites 26 and 27, the driven sun gear 28 and 29 made integral with the output shaft (figure 1).

Option two

UMD includes a housing 30 in which is rotatably mounted input shaft 31 with the gear 32, the output shafts 33 and 34, the intermediate shaft 35 is transmitted by the gears 36 and 37, characterized in that it comprises a control actuator comprising a shaft 38 with the locking mechanism 39 and the pinion 40, the rear and front cycloidal reducers (CR), a leading gear 41 of the rear CR made integral with a sun wheel 42 lane is the second stage and is installed with the possibility of free rotation on the control shaft 45, leading gear 43 front cycloidal reducer made integral with a sun wheel 44 of the first stage and is installed with the possibility of free rotation on the control shaft 45, the intermediate body speed rear CR mounted for rotation on the first Cam 46 of the main shaft 45, which is mounted for rotation coaxially with the output shafts 33 and 34 on the bearings in their cavities and consists of twin satellites 47 and 48 of the first and second stages, the intermediate body speed front cycloidal gear mounted for rotation on the second Cam 49 of the control shaft 45 and consists of twin satellites 50 and 51 of the first and second degrees, the sun wheel 52 of the second stage back DAT made integral with the rear output shaft 33, a sun wheel 53 of the second step FWD CR made integral with the front output shaft 34, the control actuator 54 (2)

Managed cross-axle differential operates as follows.

The first variant (Fig 1)

The first mode. Free differential. The gear 10 is unlocked, its shaft 9 rotates freely in the bearing housing. The motor is de-energized, the shaft 7 of the motor rotates freely. Torque from the input shaft 2 in equal proportions is distributed between the two branches of the gearbox. The gears 12, 13 are rotated with RA is different angular velocities. During rectilinear movement of the output shafts 5, 6 also rotate at equal angular velocities in the same direction. Idling both cycloidal reducers (hereinafter CR) and their rotation control shafts 18, 19 in one direction are excluded gears 8 and 10. When changing the direction of movement of the vehicle resulting difference between the moments of rotation of the output shafts 5 and 6, is transmitted through the intermediate body of rotation 20 and 21 and the twin satellites 26, 27 on the shafts 18, 19, compensates for the rotation of the gears 8 and 10, operating in this case as satellites normal differential. Due to the large ratios of both CR may decrease the size of the locking elements and the control nodes and the whole device.

The second mode. Controlled differential. The gear 10 is unlocked, the shaft 7 and the gear 8 rotates under the influence of the torque of the motor. When the fixed position rollers 18 and 19 is also fixed, the intermediate body rotation with the twin satellites 26 and 27 rotate with the same angular velocity, the output shafts 5 and 6 rotate at equal angular velocities. The vehicle moves in a forward direction. The rotation of the gear 8 in one side or the other of the shafts 18, 19 are in reciprocal symmetric rotation, one of the output shafts gaining momentum to accelerate the treatment, the other is proportional to the deceleration. Running the algorithm axes of the wheels, similar to traditional turning, with the difference that in this case it is forced.

The third mode. Differential lock. The gear 10 is now through the clutch 9. The motor is de-energized. The shafts 18, 19 are fixed in a stationary position, the output shafts 5, 6 rotate with the same angular velocity. Load in the transmission caused by changing the direction of movement of the vehicle is sensed and suppressed stationary gear 10.

The second option (figure 2). Same as option first. The difference lies in the fact that during reciprocal movement directly from the input shaft 31 through the gear 32, the intermediate shaft 35, bevel gears 36 and 37 are leading 41, 43 gear both CR. The control shaft 45 is common to both CR. On the input shaft as the epicycle differential can be mounted planetary gear with locking mechanism, in this case, the distribution of torque will also be asymmetric. Reciprocal rotation of the output shafts 33, 34 differential requires proper execution of bridge gearboxes. When installing a relay gear directly into the gearbox (to change the rotation of one of the shafts on the reverse) bridge Reducto is s can be used interchangeably.

In both cases, the UMD can additionally have an input (main) differential lock mechanism, with a locked differential allows the output of the whole mechanism to have a difference of angular velocities of the output shafts at equal torque on them, and the free differential allows to obtain the difference of torque at equal angular velocities of the output shafts. In this embodiment, the device can operate as a traction control system (Traction Control).

The differential mechanism is capable of "learning" in the presence of a computer control unit and the appropriate program (in this case, you must also have a traditional steering). It is enough to use three sensors: position sensor steering wheel sensor rotation of the motor shaft and an ammeter in the circuit of the motor. When the initial (factory) setting differential, installed on a standard equipped vehicle to write the algorithm of the control program it is necessary to test the mechanism in optimal road conditions with movement of the steering wheel from lock to lock in free mode differential. In the future, this algorithm is taken "default" for "work". When changing wheels on the other, vary in size from the standard (e.g., the diameter of the or the magnitude of the departure of the disc) the control unit adjusts to the new algorithm is similar to the method described above, data to be entered in the program memory. The method of adjustment mechanism is simple and can be performed directly by the vehicle owner.

Also, by changing the load in the circuit of the control drive system can notify the driver about the change in air pressure in the tires of driving wheels of the initialization process of reprogramming of the control unit.

When sharing the device with anti-lock braking system (ABS) sensors can be installed to the rotation of the wheels directly inside the UMD on the output shafts, which may be advantageous from the point of view of composition and resource ABS.

The advantage of the proposed device is the ease of manufacture, versatility, an adequate adjustment mechanism applying wheels, non-standard, high efficiency and load capacity of a cycloidal transmission, reducing the wear of moving parts due to mnogodelnosti gearing, a wide range of gear ratios and adjustment of the differential.

1. Managed cross-axle (the axle) differential comprising a housing in which is rotatably mounted input shaft with the gear, the intermediate shaft, output shaft, characterized in that it comprises a control actuator, the control shaft of the drive gear, the locking coupling, shaft locking mechanism with a bevel gear mounted on the intermediate shaft driven gear and the transmission gear rigidly connected with the driven gear main gear, two symmetric cycloidal reducer (CR), leading gear which is made integral with the leading solar wheels these CR and installed with the possibility of free rotation on the control shafts, the intermediate body rotation, supported eccentrically mounted on control shaft connected to each other through a tapered inverting gears, blocking and control drive and installed with the possibility of free rotation coaxial output shafts on bearings in their sockets, and consisting of dual pairs of satellites, led solar wheel made integral with the output shaft.

2. Managed the differential according to claim 1, characterized in that it contains the input (main) differential lock mechanism, with a locked differential allows the output of the whole mechanism to have a difference of angular velocities of the output shafts at equal torque on them, and the free differential allows to obtain the difference of torque at equal angular velocities of the output shafts.

3. Managed cross-axle (Megace is Oh) differential comprising a housing in which is rotatably mounted input shaft with the gear, output shaft, the intermediate shaft with gear pinions, characterized in that it comprises a control actuator comprising a shaft with a locking mechanism and pinion, rear and front cycloidal reducers (CR), a leading gear, rear CR made integral with a sun wheel of the first stage and is installed with the possibility of free rotation on the control shaft, the leading gear FWD CR made integral with a sun wheel of the first stage and is installed with the possibility of free rotation on the control shaft, an intermediate body speed rear CR mounted for rotation on the first Cam of the control shaft, which is mounted for rotation coaxially with the output shaft on bearings in their cavities, and consists of twin satellites of the first and second stages, the intermediate body speed front CR is installed rotatably on the second Cam of the control shaft and consists of twin satellites of the first and second stages, a sun wheel of the second stage back DAT made integral with the rear output shaft, a sun wheel of the second step FWD CR made integral with the front output shaft, while the inverse rotation directly from the one shaft are leading gear both CR, having a common control shaft.

4. Managed the differential according to claim 2, characterized in that it contains the input (main) differential lock mechanism, with a locked differential allows the output of the whole mechanism to have a difference of angular velocities of the output shafts at equal torque on them, and the free differential allows to obtain the difference of torque at equal angular velocities of the output shafts.



 

Same patents:

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).

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1 dwg

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FIELD: transport engineering.

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EFFECT: improved efficiency of lubrication of bearing of final drive driving gear.

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