Device to distribute driving forces

FIELD: automotive industry.

SUBSTANCE: proposed device comprises differential mechanism, driving force regulator and differential limiter. Differential mechanism can distribute driving forces generated by vehicle drive for LH and RH wheels to allow differential torque on said LH and RH wheels. Driving force regulator regulates each distributed driving force. Differential limiter limits torque difference between LH and RH wheels by applying limiting torque to differential mechanism.

EFFECT: higher stability.

4 cl, 9 dwg

 

The technical FIELD TO WHICH the INVENTION RELATES.

The present invention relates to a device for distributing the driving force in the transverse direction, and more particularly to a technology of distributing the driving force from the source of motive power such as an engine, properly, on the left and right wheels in accordance with the movement condition of the vehicle.

The LEVEL of TECHNOLOGY

In recent years, we developed a device to control the yawing moment vozdeystvuyet on the vehicle by creating a difference in driving force between the left and right wheels during turning of the vehicle, to thereby improve the maneuverability of the vehicle.

For example, in Japan patent No. 2738225 the described device of the distribution of the driving force in the transverse direction, provided with a control mechanism transmitting a driving force to distribute the driving forces of the left and right wheels through the transmission of the driving force of the engine from the input device, ensuring difference rotation between the left and right wheels through a differential mechanism for transmitting a driving force on the axis of the left and right wheels, and by transferring the driving force of one of the axes of the left and right wheel driving force in the other.

However, according to the technology disclosed in Japan patent No. 278225, the difference of the driving forces is established between the left and right wheels by transferring the driving force to the left or right wheel, but may not be limited.

Therefore, a problem arises that cannot be suppressed thrashing left and right driving wheels during straight movement of the vehicle.

If the slip of the left and right driving wheels during straight movement of the vehicle is suppressed, for example, according to the technology in Japan patent No. 2738225, the driving force is translated to the left or right wheel, thereby causing the problem lies in the fact that the vehicle turns.

The INVENTION

Thus, one of the preferred aspects of the invention is to create a device for the distribution of the driving force in the transverse direction, thereby providing a simple construction, the execution of distribution of the driving force is correct, according to the state of motion.

According to one aspect of the invention the device is arranged to distribute the driving forces on the left and right wheels of the vehicle, the device includes a differential mechanism, made with the possibility of distribution of the driving force from the source drive transport cf is DSTV right and left wheels as a distributed driving forces ensuring difference rotation between the left and right wheels; the controller of the driving force, is arranged to control each of the distributed driving forces, and the differential limiter configured to limit the difference between the left and right wheels through a restrictive application of torque to the differential mechanism.

The device is equipped with not only the differential mechanism and the regulator of the driving force, but also the differential limiter, whereby the difference of rotation, which is provided by the differential mechanism between the left and right wheels is limited, so that the slip of the left and right wheels during straight-line motion can be suppressed.

As a result, the resistance movement during the rectilinear movement of the vehicle can be improved to fulfill the distribution of the driving force is correct, according to the state of motion.

The device may include a casing that includes a first wall, hermetically separating the first region containing the differential mechanism and a differential limiter and storing the first oil and the second area, the host controller driver and storing the second oil well first oil.

According to the above casing accommodates the differential mechanism, the controller driving the forces and differential limiter, and provided that the wall tightly divide the side of the area to accommodate in her differential mechanism and a differential limiter and the other side of the field to accommodate the regulator driving force, so that different oil stored in one area and another area. The resulting design can be so compact and simple that individual nodes fit into the casing and the oil for the differential mechanism and a differential limiter.

For example, the frictional elements such as clutches or brakes, are used in States of slippage in the controller of the driving force, and in a state of low-spin or in a state of complete clutch differential limiter. Even in this case, oil and friction elements appropriate for the individual methods can easily be used individually in the composition of the invention, so that the controller of the driving force and the differential limiter can act more correctly.

In the result, it is possible to reduce the complexity of the design and layout an increase in the cost of the device.

The first region may include a third region containing a differential limiter, and a fourth region containing the differential mechanism.

The fourth region may be located between tracheoplasty and the second area.

The casing may include a dividing part configured to divide the third region and the fourth region.

According to the above casing accommodates the slider driving force on one side of the axial direction of the left and right wheels relative to the differential mechanism and a differential limiter on the other side, and divides the side of the differential mechanism and a differential limiter of the second wall and the second wall is made with ribs, passing in the axial direction of the left and right wheels and in the radial direction from one side surface of the second wall.

Thus, the node of the differential constraints, is located on the opposite side of the regulator, the driving force relative to the differential mechanism, so that may be enough to save the space for the differential limiter.

Moreover, the ribs are made on the separating part that separates the differential limiter and the differential mechanism, so that the differential limiter and the casing can be supported sufficiently.

Moreover, the ribs are held in the axial direction of the left and right wheels and in the radial direction, i.e. radially from the left and right wheels, so that they can keep peremeshivaniem, which, otherwise, would be caused by the spins on the left and right wheels, and so the oil temperature or the casing can be restrained from excessive growth by heat transfer through the fins.

As a result, it is possible to keep the action of the differential mechanism or differential limiter satisfactory.

Differential limiter may include a friction clutch made with the possibility of entering into engagement with the differential mechanism for the application of restrictive torque; and a pusher configured to push the friction clutch in the axial direction to ensure the occurrence of the engaged friction clutch with a differential mechanism.

The friction clutch is made with the possibility of bringing into contact with the second surface of the second wall facing the third region, when coming into engagement of the slip clutch of the differential mechanism.

According to the above differential limiter includes parts of the friction clutch for a restrictive application of torque to a differential mechanism when pressed and cast into engagement with the plunger, and a friction clutch based on one lateral surface facing the other side surface the second wall. As a result, the pushing force during engagement of the friction clutch can rassredotochivaniya on the second wall.

Ribs made on the second wall, so that they can adequately provide the clamping force. As a result, the elastic deformation can be suppressed to satisfactorily improve the reactivity of differential constraints and durability of the differential limiter.

BRIEF DESCRIPTION of DRAWINGS

Variant exercise can be described in detail with reference to the accompanying drawings, on which:

Figure 1 represents the complete scheme of the structure of the vehicle containing the device of the distribution of the driving force in the transverse direction according to the invention;

Figure 2 is a view in section of the device of the distribution of the driving force in the transverse direction according to the invention;

Figure 3 represents a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse direction according to the invention;

Figure 4 is a perspective view of the left separation of the unit of distribution of the driving force in the transverse direction according to the invention;

Figure 5 is a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse healthy lifestyles the Institute according to the first modification;

6 is a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse direction according to the second modification;

7 is a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse direction according to the third modification;

Fig represents a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse direction according to the fourth modification, and

Fig.9 represents a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse direction according to the fifth modification.

DETAILED description of the INVENTION

Exemplary embodiments of the present invention is described hereinafter with reference to the accompanying drawings.

With reference to figures 1 - 4, of which figure 1 represents a complete scheme of the structure of the vehicle containing the device of the distribution of the driving force in the transverse direction according to the invention; figure 2 is a view in section of the device of the distribution of the driving force in the transverse direction according to the invention; figure 3 represents a scheme of the structure, schematically showing the device of the distribution of the driving force in the transverse direction and according to the finding, and figure 4 is a perspective view of the left separation part.

As shown in figure 1, the vehicle 1 is a vehicle with four-wheel drive that contains the engine 2 is installed in the source drive in the front of the body, the transmission 4, is attached to one side of the engine 2; the center differential 6, attached to the transmission 4 to the distribution of the driving force on the side of the front wheels and the rear wheels; front differential 16 for distributing the driving force distributed to the front wheels center differential 6, on separate shafts 12 and 14 of the left front wheel 8 and the right front wheel 10; a drive shaft 18 for the transmission of the driving force distributed to the rear wheels center differential 6, on the side of the rear wheels; and a device 28 distribution of the driving force in the transverse direction, is attached to one end of the propeller shaft 18 for distributing the driving force to separate the shafts 24 and 26 (axis of left and right wheels) left rear wheels 20 and the rear right wheel 22 in accordance with the state of motion of the vehicle 1.

Engine 2, transmission 4 speed transmission, center differential 6 and front differential, described above, are widely known in the art, and the device is istwo 28 distribution of the driving force in the transverse direction according to the invention is described in more detail below.

The device 28 distribution of the driving force in the transverse direction is formed by placing in the casing 30 of the device 32 input constituting one end side of the drive shaft 18; node 34 of the differential mechanism (differential unit)attached to the device 32 input and located on the axis 24 of the left rear wheel and the axis 26 of the right rear wheel; node 36 of the regulation mechanism of the driving force in the transverse direction (the control unit of the driving force in the transverse direction), located on the axis 26 of the right rear wheel; and node 38 of the differential limiting mechanism (differential bounding node)located on the axis 24 of the left rear wheel.

The casing 30 includes an input unit 40 for placement of the device 32 input; part 42 of the Central wall connected to the input unit 40, and share a common node 34 of the differential mechanism and the node 36 of the regulation mechanism of the driving force in the transverse direction; a portion 46 of the right side wall to accommodate node 36 of the regulation mechanism of the driving force in the transverse direction together with the part 42 of the Central wall, along with the placement of the right of the dividing portion 44; and the left spacer portion 48 to accommodate node 34 of the differential mechanism together with the part 42 of the Central wall and the branch node 34 differ dzialdowo mechanism and node 38 differential restrictive mechanism; and part 50 of the left side wall to host node 38 of the differential limiting mechanism together with the left of the dividing part 48.

The portion 46 of the right side wall, left of the dividing part 48 and portion 50 of the left side wall of the generally Cup-shaped form, which individually open in the portion 42 of the Central wall and which have holes for the passage through them of the axes 24, 26 and so on, the left and right wheels 20 and 22.

Moreover, the portion 42 of the Central wall and the right spacer portion 44 is also made with holes in their Central parts, which can pass through them axes 24, 26 and so on. Furthermore, in certain of the openings of these individual parts 42, 44, 46, 48 and 50 of the wall, the individual parts of the axes, such as axis 24 of the left rear wheel and the axle 26 of the right rear wheel is supported rotatably through bearings or similar elements.

Especially in the part 42 of the Central wall, parts of the holes are elements 42a and 42b oil seals so that they are tightly divide the side of the node 34 of the differential mechanism and the side of the node 36 of the regulation mechanism of the driving force in the transverse direction.

Furthermore, in the casing 30 oil of different types stored in the same area on the side of the node 34 of the differential mechanism, GE is metecno separated, which absorbed the node 32 input node 34 of the differential mechanism and the node 38 of the differential limiting mechanism, and in another area on the side of the node 36 of the regulation mechanism of the driving force in the transverse direction.

Moreover, as shown in figure 4, the left spacer portion 48 contains many leaf-rib portions 48a formed on its radially inner peripheral surface in the axial direction (which will be referred to simply as "the direction of the axes) axes 24 and 26 of the left and right rear wheels 20 and 22 in the radial directions, i.e. radially from the axes 24 and 26. The rib section 48a spaced at a specified distance from a node 34 of the differential mechanism in such a way that they are not to experience any nuisance action with the node 34 of the differential mechanism.

The following describes the specific design of individual nodes, placed in the casing 30.

The device 32 input provided at its front end a drive gear 32a, which is in mesh with a crown gear 52 of the node 34 of the differential mechanism.

Node 34 of the differential mechanism essentially cylindrical crankcase 54 of the differential is attached to the surface of the left side of the crown gear 52.

Moreover, Carter 54 has a so-called differential gear planetariumeyes duchatellier type. More specifically, the ring gear 54a is formed on the inner peripheral and Carter 54 of the differential gear and the sun gear 56 is attached to the slot to one end portion axis 26 of the right rear wheel. Between the ring gear 54a and the sun gear 56 is a pair of planetary satellites 58a and 58b, which are in engagement with the ring gear 54a on one side and with a sun gear 56 on the other side. Figure 2 and 3 planetary gears 58a and 58b are shown separately by one, but all three sets of paired planetary gears 58a and 58b are located between the ring gear 54a and the sun gear 56.

Moreover, the left end portion of the shafts of the individual planetary gears 58a and 58b are supported in the left side of the planetary holder 60a attached through the slot to one end portion axis 24 of the left rear wheel. On the other hand, the right end portion of the shafts of the individual planetary gears 58a and 58b are supported on the right side of the planetary carrier 60b, which is attached through the slot to the left end part of the input of the intermediate shaft 62 mounted for rotation on the axis 26 of the right rear wheel.

More specifically, the node 34 of the differential mechanism, a rotary driving force from the engine 3 is transmitted via the propeller shaft 18 from node 32 is water on the crown gear 52, so Carter 54 of the differential rotates together with a crown gear 52. Moreover, the ring gear 54a on the inner peripheral and Carter 54 of the differential rotates, so that the planetary gears 58a and 56b are rotated along with rotation on its axis around the sun gear 56. As a result, the rotary driving force is transmitted separately through the left side of the planetary holder 60a axis 24 of the left rear wheel, through the right side of the planetary holder 60b on the input shaft 62 of the node 36 of the adjustment mechanism of the driving force in the transverse direction and through the sun gear on the axle 26 of the right rear wheel.

Node 36 of the regulation mechanism of the driving force in the transverse direction are input the intermediate shaft 62, which is mounted to rotate on the outer periphery and the axis 26 of the right rear wheel so that it rotates synchronously with the right side of the planetary holder 60b; accelerating the intermediate shaft 64, which is located on the right side input of the intermediate shaft 62 and is mounted for rotation on the outer periphery and the axis 26 of the right rear wheel, and an additional intermediate shaft 66, which is mounted rotatably on the outer peripheral and uskoryayuschem the intermediate shaft 64.

Moreover, on the right end part of the input of the intermediate shaft 62, the left end portion accelerating the intermediate shaft and the left end part of slowing the intermediate shaft 66, respectively, formed part 62a of the input counter gear portion 64a accelerating opposing gear and part 66a slowing down opposing gear. These separate parts 62a, 64a and 66a of opposing gears installed in the direction of the axes, and the number of teeth is set so that the number of teeth part 64a accelerating opposing gear less, and the number of teeth part 66a slowing down opposing gear more than part 62a of the input counter gear.

Moreover, the accelerating/decelerating gear 68 are located on the sides of the outer peripheral and the above-mentioned individual parts 62a, 64a and 66a of opposing gears. Only one accelerating/decelerating gear shown in figure 2 and 3, but only three of the set accelerating/decelerating gears 68 are located on the outer peripheral surface of the individual parts 62a, 64a and 66a of opposing gears.

Accelerating/decelerating gear 68 has a Central shaft 70 supported on the end portion of the casing 30 part 42 of the Central wall and the right of the dividing part 44. Moreover, the external p is refering the surface of the Central shaft 70 rotatably and in one piece formed part 72 of the input gear for engagement with a part 62a of the input counter gear part 74 of the accelerating gear for engagement with a part 64a accelerating opposing gear and part 76 slow gear for engagement with a part 66a slowing down opposing gear. The number of teeth of the individual parts 72, 74 and 76 of the gear set so that the number of teeth part 74 of the accelerating gear higher, and the number of teeth part 76 slow gear is smaller than the portion 72 of the input gear.

The rotary driving force is transmitted to the input shaft 62, is transmitted from the portion 62a of the input counter gear through a portion 72 of the input gear on the accelerating/decelerating gear 68. Moreover, the frequency of rotation, which is transmitted from the portion 74 of the accelerating gear accelerating/decelerating gear 68 through a portion 64a accelerating opposing gears, accelerating the intermediate shaft 64 is increased, according to the aforementioned ratio of the number of teeth, that is, according to the ratio of the gear ratio, to a speed higher than that at the input of the intermediate shaft 62. On the other hand, the frequency of rotation, which is transmitted from the part 76 slow gear through a portion 66a slowing down opposing gears, slowing the intermediate shaft 66 is slowing to a speed less than that of the input of the intermediate shaft 62.

Moreover, cha is th 78 accelerating clutch and part of the 80 slowing clutch friction clutch multi-disc type formed on the right side end parts of accelerating the intermediate shaft 64 and an additional intermediate shaft 66.

More specifically, the support element 82 of the drive side acceleration is attached through the slot to the right-side end part of accelerating the intermediate shaft 64, and multiple internal disks 84 side acceleration is attached through the slot, while maintaining a specified interval in the interval, to the external peripheral and the support element 82 of the drive side acceleration. On the other hand, the support element 86 of the drive side of the deceleration attached through the slot to the right-side end part to a slowing down of the intermediate shaft 66 so that it is located on the left side of the support element 82 of the drive side acceleration, and multiple internal disks 86 side deceleration attached through the slot, while maintaining a specified interval in the interval, to the outer peripheral and the support element 86 of the drive side of a slowdown.

Moreover, external drives, 90 individually located between individual internal disks 84 side acceleration and between individual internal disks 88 hand slowing.

Moreover, the cylindrical body 92 of the clutch are arranged so that closes separate disks 84, 88 and 90, as well as individual support elements 82 and 86 disk, and the outer peripheral surface of the outer disk 90 is attached through the slot to the inner peripheral surface of the housing 92 of the clutch.

In housing the e clutch 92 is formed separating plate 92a, which separates individual disks 84 and 90 on the side acceleration and separate disks 88 and 90 on the side of a slowdown. Moreover, two (left and right) surfaces of the body 92 of the clutch done many through holes 92b and 92c, which are adjacent in the circumferential direction. Pistons 94a and 96a inserted into the through holes 92b and 92c slidable in axial directions.

Pistons 94a and 96a are parts of the hydraulic piston mechanisms 94 and 96, which are located in two, the left and right sides of the housing 92 of the clutch and which is placed in the portion 46 of the right side wall and the right of the dividing portion 44 of the housing 30 respectively. Hydraulic piston mechanisms 94 and 96 form part of the device forming the oil pressure with electronic control, which is controlled by a not shown ECU (electronic control unit)mounted on the vehicle 1.

Moreover, the housing 92 of the clutch is attached through the slot in the right side end portion to the axis 26 of the right rear wheel.

Part 78 of the accelerating clutch includes a housing 92 of the clutch, a hydraulic piston mechanism 94 placed in the part 46 of the right side wall, the support element 82 of the drive side acceleration, as well as internal disk 84 and the external drive 90 on the side acceleration. Part 80 samedayessay includes a housing 92 of the clutch, hydraulic piston mechanism 96, placed on the right of the dividing portion 44, the support element 86 of the drive side of the easing, as well as internal disk 88 and the external drive 90 on the side of a slowdown.

When separate disks 84 and 90 on the side of the acceleration, for example, pushing the piston 94a-side acceleration, the driving force is transmitted between accelerating the intermediate shaft 64 and the axis 26 of the right rear wheel. When separate disks 88 and 90 on the side of deceleration, for example, pushing the piston 96a-side deceleration, the driving force is transmitted between slow intermediate shaft 66 and the axis 26 of the right rear wheel. Separate disks 84, 88 and 90, which are housed in part 78 of the accelerating clutch and part 80 slowing clutch, used primarily in the state of slippage, that is, in the state of proscaline.

On the other hand, the node 38 of the differential limiting mechanism is the so-called differential limiting clutch is made of a multi-disc friction clutch.

More specifically, the support element 100 of the drive differential restrictive clutch attached through the slot to the left-side end portion of the crankcase 54 differential node 34 of the differential limiting mechanism, and multiple internal disks 102 differential restrictive clutch CR is defined through the slot, along with keeping the interval specified in the interval, to the outer peripheral surface of the support element 100 of the drive differential restrictive clutch.

Moreover, the external drive 104 differential restrictive clutch is located between the individual internal disks 102 differential restrictive clutch.

Moreover, the cylindrical body 106 differential restrictive clutch is placed so as to close such separate disks 102 and 104, and an external disk 104 differential restrictive clutch attached through the slot to the inner peripheral surface of the housing 106 differential restrictive clutch.

The housing 106 of the differential restrictive clutch rests rotatably on its right side to the left of the dividing portion 48 of the casing 30 through the thrust bearing 108.

Moreover, the housing 106 of the differential restrictive clutch includes two parts, i.e. Carter 106a coupling and flange 106b clutch that is attached through the slot toward each other. Therefore, the disk friction clutch can be installed in the housing 106 of the differential restrictive clutch.

In the left side of the case 106 of the differential restrictive clutch, on the other hand, made notesto through holes 106c thus, located in the circumferential direction. Pistons 110a separately inserted into the through hole 106c slidable in axial directions.

Pistons 110a form part of a hydraulic piston mechanism 110 differential restrictive clutch, which is located on the left side of the chassis 106 of the differential restrictive clutch and placed in the part 50 of the left side wall of the casing 30. Hydraulic piston mechanism 110 differential restrictive clutch also forms part of the device forming the oil pressure with electronic control, which is operatively controlled by, like a hydraulic porshneva mechanism 94 and 96 parts 78 accelerating clutch and part 80 slowing clutch by the ECU of the vehicle 1.

Moreover, the left-side end part of the housing 106 differential restrictive clutch attached through the slot to the axis 24 of the left rear wheel.

Thus, the node 38 of the differential limiting mechanism includes a supporting element 100 of the drive differential restrictive clutch housing differential restrictive clutch, a hydraulic piston mechanism 110 differential restrictive clutch inner disc 102 differential limiting coupling is possible and the external drive 104 differential restrictive clutch.

Moreover, separate disks 102 and 104 are pushed and entered into the engagement PORTNAME 110a, for example, so that the rotation transmitted from the crankcase 54 differential, are transmitted as they are, through the housing 106 of the differential restrictive grip on the axle 24 of the left rear wheel. Internal disk 102 differential restrictive clutch and external disk 104 differential restrictive clutch made of such steel disks that can operate in full engagement (or can directly connect).

The following describes the operation of the device of the distribution of the driving force in the transverse direction, the thus created.

This device 28 distribution of the driving force in the transverse direction, the rotating driving force from the engine 2 is transmitted from the drive gear 32a device 32 input on the crown gear of the node 34 of the differential mechanism.

Moreover, in this node 34 of the differential mechanism, when the sump 54 of the differential rotates, the planetary gears 58a and 58b are rotated and turn on the ring gear 54a, so that the rotational driving force is transmitted through the left side of the planetary holder 60a axis 24 of the left rear wheel and through the sun gear 56 on the axle 26 of the right rear wheel.

Through these steps, node 34 differential fur the ISM frequency difference of rotation between the axes 24 and 26 is provided by the behavior of the planetary gear 58a and 58b, so that the rotational driving force is uniformly transmitted to the shafts 24 and 26 of the left and right wheels 20 and 22.

On the other hand, rotation of the right side of the planetary holder 60b is transmitted through the input shaft 62 at node 36 of the regulation mechanism of the driving force in the transverse direction.

Node 36 of the regulation mechanism of the driving force in the transverse direction speed entered from the input of the intermediate shaft 62 is transmitted through the accelerating/decelerating gear 68 so that it is accelerated for accelerating the intermediate shaft 64 and slows down to slow the intermediate shaft 66.

On the other hand, the axle 26 of the right rear wheel rotates through the sun gear 56 of the node 34 of the differential mechanism, so that the housing 92 of the clutch node 36 of the regulation mechanism of the driving force in the transverse direction also rotates.

Moreover, in accordance with the control ECU pistons 94a and 96a hydraulic piston mechanisms 94 and 96 on the side acceleration either side of the easing, pushing the appropriate separate disks 84, 88 and 30, so that the driving force is transmitted in part 78 of the accelerating clutch or part 80 inhibiting adhesion between accelerating the intermediate shaft 64 to slow or intermediate shaft 66 and the axis 26 of the right rear wheel.

More specific is about, in part 78 of the accelerating clutch speed accelerating internal disk 84 on the accelerating side of the intermediate shaft 64 is higher than the frequency of rotation of the external drive 90 on the side of the axis 26 of the right rear wheel. Therefore, if the individual disks 84 and 90, in this state, are engaged with each other, rotational driving force on the accelerating side of the intermediate shaft 64 is transferred to the side of the axis 26 of the right rear wheel in accordance with the principle that the driving force is transmitted from the higher side to the lower side of a rotation frequency. As a result, the driving force axis 26 of the right rear wheel is increased, and the rotating driving force axis 24 of the left rear wheel, which is transmitted with Overdrive intermediate shaft 64 through the accelerating/decelerating gear 66, the input shaft and the node 34 of the differential mechanism, is reduced.

On the contrary, in the case when the node 80 slowing clutch are engaged, torque is the driving force axis 26 of the right rear wheel is reduced and torque is the driving force axis 24 of the left rear wheel is increased.

When the portion 78 of the accelerating clutch and part of the 80 slowing clutch is equally removed from the mesh, the rotating driving force is transmitted to the shafts 24 and 26 of the left and right wheels 20 and 2 exclusively through node 34 of the differential mechanism.

On the other hand, the rotating driving force of the crankcase 54 differential node 34 of the differential mechanism is transmitted through opatrny element 100 of the drive differential restrictive clutch node 38 of the differential limiting mechanism on the internal disk 102 differential restrictive clutch.

Moreover, in accordance with the control ECU pistons 110a hydraulic piston mechanism 110 differential restrictive clutch push and injected into the engagement of the slip clutch 102 and 104 separate differential limiting clutch. Bringing into engagement limits the difference, which was provided in the node 34 of the differential mechanism between the crankcase 54 of the differential and the axle 24 of the left rear wheel.

Torque is the driving force of the device 32 input is passed directly to the axle 24 of the left rear wheel.

Moreover, the node 34 of the differential mechanism limits the difference Carter 54 differential from the left side of the planetary holder 60a attached to the axis 24 of the left rear wheel, that is, the planetary gears 58a and 58b and the sun gear 56. As a result, the limitation is also imposed on the difference axis 26 of the right rear wheel through the sun gear 56, i.e. the difference of the axes 24 and 26 of the axle shafts 20 and 22 of the left and pravah the rear wheels.

Based on the work described above, the ECU controls not only part 78 accelerating clutch and part 80 slowing clutch node 36 of the regulation mechanism of the driving force in the transverse direction, but also the differential limiting clutch differential bounding node 38 in accordance with the state of motion of the vehicle 1, to thereby distribute the appropriate driving force to left and right rear wheels 20 and 22.

For example, during turning of the vehicle 1, the difference of the driving forces suitable for rotation, can be created on the left and right rear wheels 20 and 22 above the regulatory mechanism of the driving force in the transverse direction, to thereby improve the maneuverability and traction characteristics.

On the other hand, during the rectilinear movement of the vehicle 1 thrashing left and right rear wheels 20 and 22 can be suppressed above differential limiting mechanism, to thereby improve traction characteristics.

Thus, stability of motion while turning, but also during rectilinear motion can be improved to fulfill the distribution of the driving force is correct, according to the state of motion.

Moreover, in the device of the distribution of the driving force in poper is cnom the direction of the individual nodes 32, 34, 36 and 38 are located in the casing 30, and the oil is shared between the device 32 input node 34 of the differential mechanism and the hub 38 of the differential limiting mechanism. As a result, the device 28 distribution of the driving force in the transverse direction can be made compact and simple in design so as to reduce the complexity of the design and layout, and increased costs.

Moreover, the node 38 of the differential limiting mechanism is located on the left side of the node 34 of the differential mechanism, i.e. on the side opposite to the node 36 of the regulation mechanism of the driving force in the transverse direction, so that the space can be maintained sufficiently.

Moreover, the rib portion 48a formed on the left of the dividing portion 48 between the node 34 of the differential mechanism and a differential limiting node 38, so that they can support themselves node 38 of the differential limiting mechanism and the casing 30 to a sufficient degree. Moreover, the rib portion 48a formed radially from the direction of the axes, so that they can keep mixing of oil, which, otherwise, would be caused by rotations of the crankcase 54 differential node 34 of the differential mechanism. At the same time, the excessive temperature rise m the SLA or casing 30 can be suppressed by the heat transfer through the rib section 48a, in order to maintain satisfactory action node 34 of the differential mechanism, node 38 of the differential limiting mechanism and so on.

On the other hand, the right side surface of the housing 106 differential restrictive clutch node 38 of the differential limiting mechanism relies on the left of the dividing portion 48 having such rib section 48a, through the thrust bearing 108. When separate disks 102 and 104 are pushed by the piston 110a node 38 of the differential limiting mechanism, a pushing force can rassredotochivaniya on the left of the dividing portion 48, so that the elastic deformation of the node 38 of the differential limiting mechanism can be restrained to satisfactorily improve the reactivity limits difference and durability.

Thus, the device of the distribution of the driving force in the transverse direction according to the invention provides, in a simple design, execution, distribution of the driving force is correct, according to the state of motion.

Description for option exercise device of the distribution of the driving force in the transverse direction according to the invention to this point has been completed. However, an implementation option should not be limited to the above.

For example, the above-mentioned variant implementation also mo is et to be modified in the device distribution of the driving force in the transverse direction, which are shown in figure 5-9.

More specifically, the device 200 distribution of the driving force in the transverse direction, as shown in figure 5, according to the first modification, contains a node 202 of the differential mechanism, equipped with a sump 204 differential, containing the so-called bevel gear, instead of the crankcase 54 differential, which is placed at the node 34 of the differential mechanism of the above-mentioned variant of implementation and which has a planetary gear.

The device 300 distribution of the driving force in the transverse direction, as shown in Fig.6, according to the second modification, divides the node 36 of the adjustment mechanism of the driving force in the transverse direction in the above-mentioned variant implementation in the transverse direction so that the right node 304 of regulation driving force for distributing the driving force from the left rear wheel right rear wheel located on the right side of the node 302 of the differential mechanism, and the left node 308 adjustment of the driving force for distributing the driving force from the right rear wheel left rear wheel is located on the left side of the node 306 of the differential mechanism.

The device 400 distribution of the driving force in the transverse direction, as shown in Fig.7, according to the third modification, contains the node 402 mechanism of regulation D. Igusa strength in the transverse direction, equipped accelerating gear 404, which has two parts, gears, instead of accelerating/decelerating gear 68, which is located in the node 36 of the regulation mechanism of the driving force in the transverse direction in the above-mentioned variant implementation, and consists of three parts gears.

The device 500 distribution of the driving force in the transverse direction, as shown in Fig, according to the fourth modification, contains the node 502 of regulation mechanism of the driving force in the transverse direction, equipped with braking mechanism 504 to transfer the driving force from the left axis on the right wheel brake mechanism 506 to transfer the driving force from the right axis on the left axis, instead of part 73 of the accelerating clutch and part 80 slowing clutch that is placed in the node 36 of the regulation mechanism of the driving force in the transverse direction in the above-mentioned variant implementation.

The device 600 distribution of the driving force in the transverse direction, as shown in Fig.9, according to the fifth modification, separates the control unit of the driving force to the right node 602 of regulation of the driving force and the left node 604 regulation of the driving force, as in the above-mentioned second modification, so that individual nodes adjust the driving force of the brake mechanism 606 to transfer the driving force from the left floor of the sea on the right wheel brake mechanism 608 to transfer the driving force from the right axis on the left axis, instead of a clutch of the above-mentioned fourth modification.

Function node of the differential mechanism, the control unit of the driving force and the node of the differential limiting mechanism in these individual modifications are essentially identical to those of the node 34 of the differential mechanism, node 36 of the regulation of the driving force and node 38 of the differential limiting mechanism.

In the above embodiment, for example, the device 28 distribution of the driving force in the transverse direction is placed on the side of the rear wheels of the vehicle with four-wheel drive. However, the invention should not be limited to these but can be modified in addition to those modifications so that the device is placed on the side of the front wheels of the vehicle with four-wheel drive or front wheel drive or cars with rear-wheel drive.

Moreover, in the above embodiment, the vehicle 1 uses the engine 2 as the source drive, which should not be limited to this but may be an electric motor or the like.

Moreover, in the above embodiment, the device 28 distribution of the driving force in the transverse direction is equipped with a node 36 of the regulation mechanism of the driving force in the transverse direction p. the right side and the node 38 of the differential limiting mechanism on the left side relative to the node 34 of the differential mechanism. However, the design can also be modified by treatment composition in the transverse direction.

1. The device is made with the possibility of distribution of the driving forces on the left and right wheels of the vehicle, the device includes a differential mechanism, made with the possibility of distribution of the driving force from the source drive vehicles on the left and right wheels as a distributed driving forces ensuring difference rotation between the left and right wheels; a controller driving force, is arranged to control each of the distributed driving forces, and the differential limiter mounted coaxially differential mechanism along the axis of rotation of the left and right wheels and configured to limit the difference rotation between the left and right wheels through a restrictive application of torque to a differential mechanism, and a casing containing the first wall, hermetically separating the first region containing the differential mechanism and a differential limiter and storing the first oil and the second area, the host controller driver and storing the second oil well first oil.

2. The device according to claim 1, wherein the first region includes a third region, wesaysummermusic limiter, and a fourth region containing the differential mechanism, while the fourth region is located between the third region and the second region, and the housing includes a second wall separating the third region and the fourth region.

3. The device according to claim 2, in which the first surface of the second wall facing the fourth region, performed with the set of edges, with the first part taking place in the axial direction of the left and right wheels, and the second part, passing in the radial direction.

4. The device according to claim 3, in which the differential limiter includes a friction clutch made with the possibility of entering into engagement with the differential mechanism for the application of restrictive torque, and the pusher are made with the possibility of pushing the friction clutch in the axial direction to ensure the occurrence of the engaged friction clutch with a differential mechanism, when the friction clutch is arranged to bring into contact with the second surface of the second wall facing the third region when coming into engagement of the slip clutch of the differential mechanism.



 

Same patents:

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

FIELD: machine building.

SUBSTANCE: invention relates to machine building, particularly to lock engines of differential. Mechanism of automatic blocking of differential consists of hydraulic pump with toothed wheels, two valves, isolated in open condition by springs and intermediate shafts with intermediate toothed wheels. Mechanism of hydraulic blocking of differential is in the space between differential pinion and axle shaft gear and is enclosed into case. Toothed wheels of hydraulic pump are blocked with two intermediate toothed wheels, which are engaged with other couple of intermediate toothed wheels. Intermediate toothed wheels are blocked to differential pinions. Casing is filled by working liquid for major part of its volume and by its journal bears on two bearings, compressed into semi-axial toothed wheels.

EFFECT: increasing of mechanism durability and providing of blocking of differential at growing of difference between number of revolutions of wheels.

3 dwg

FIELD: transport.

SUBSTANCE: proposed method of controlling multi-drive vehicle differentials consists in locking differentials for preset time intervals, on reaching threshold values of mismatch in cinematic parametres of driving wheels, and in unlocking differentials at expiry of aforesaid time intervals, or on reaching threshold values of controllability ratio. Note here that, in locking differentials of the first drive axle and bogie, differentials of the second and next driving axles and bogie are locked at expiry of certain time intervals, not exceeding the ratio of distance from the first to second and subsequent driving axles and bogie to the speed of multi-drive wheeled vehicle.

EFFECT: increased efficiency of multi-drive wheeled vehicle running gear in adverse weather and road holding conditions.

6 dwg

FIELD: transport.

SUBSTANCE: invention relates to vehicle transmissions, particularly, to differentials with automatic wheels locking. The proposed differential comprises drive housing accommodating moving ball closed chains incorporating with half-axle components. The said components are fitted aligned on half-axles. The drive element represents a plate, the ball chains being fitted in the holders furnished with axles mounted in through slots of the drive housing at equal radial distance from the drive housing axis. The ball chains are arranged so as to allow the balls to pass along the variable-depth figurate paths arranged in symmetry on the flange opposite end faces. The said flanges seat on the aforesaid half-axle elements.

EFFECT: higher reliability, compact design.

6 cl, 6 dwg

FIELD: transport.

SUBSTANCE: proposed gearbox incorporates an input and output shafts running in bearings and a lay shaft arranged parallel to the said input and output shafts. The output and lay shafts are furnished with the supports in the gearbox housing intermediate wall. The input shaft rear end is fitted in the output shaft end. The input shaft comprises a reverse drive gear and three forward running gears made integral with the aforesaid shaft. The input shaft supports also dual-direction gear free running thereon and accommodating a two-position coupling. One driven gear runs free on the output shaft end, while two other driven gears are fitted on the output shaft unfixed with a three-position coupling arranged there between. Three drive gears, dual-direction gear and three forward running driven gears in mesh with the input and output shaft gears run on the lay shaft. The reverse gear is fitted unfixed on the lay shaft to engage with the additional reverse gear. The said lay shaft supports two unfixed three-position coupling seating between the lay shaft gears. Similar coupling is fitted on the output shaft end.

EFFECT: reduced metal input, higher efficiency.

2 dwg

FIELD: machine building.

SUBSTANCE: invention relates to vehicles, in particular to self-locking differential gears and can be used in both transfer box and wheel gears. The propose vehicle differential gear comprises the housing, final drive, differential gear housing with half shaft gears and cams fitted therein. The said half shaft gears are in mesh with differential pinions. The said cams are helically-cammed with half shaft gears to get in contact with the push rods furnished with rollers. The thrust bearing is fixed on the reduction gear housing, the bearing movable race features a cam-like surface to interact with push rod rollers. The bearing cage inner surface features helical grooves or a diametral bore with through holes. The coupling holds the cage down to the thrust bearing fixed race with the help of plate spring.

EFFECT: mechanical control over differential gear capable of distinguishing between slipping and normal operating conditions.

9 dwg

Bevel gear // 2341385

FIELD: transport.

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.

5 dwg

FIELD: transport.

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: transportation.

SUBSTANCE: differential comprises hollow body (1), rotating pins (2) with two satellites (3) and two two-gear units (4) and side gears (5, 6). Bevel gear differential nest (4) consists of two cylindrical gears (4') paired with bevel gears (4'') without mutual engagement. Cylindrical differential nest consists of two cylindrical gears engaged with one of the side gears. Torsion torque automatic redistribution is provided between driven wheels during decrease and/or absence of grip of one of the wheels.

EFFECT: differential design simplification; cross-country capability increase without locking of driven wheels; prevention of excessive fuel consumption and excessive tire wear.

2 cl, 3 dwg

FIELD: mechanics.

SUBSTANCE: four-power takeoff multiengine gear system incorporates the first and second input and output shafts (10, 12), respectively, third shaft (42) linked to the first variable-speed gear (44, 46) and fourth shat (48) linked to the second variable-speed gear (50, 52). Four shafts (10, 12, 42, 48) are linked together by a twin planetary set of cone gears. The first aforesaid set does not reverse the gear running and incorporates the first and second sun gears (40, 28) in mesh with respective set of the first and second satellite gears (21, 26). The first (21) and second (26) satellite gears are fitted onto a common satellite shaft (24) linked to a common spider (22). The second planetary set of gears reverses the sense of rotation and incorporates the first sun gear (40) and third sun gear (38) in mesh with the set of third satellites (39). Different-diameter first and second satellites (21, 39) are linked to make a stepped multi-toothing satellite.

EFFECT: differential gear with four power takeoffs.

9 cl, 3 dwg

FIELD: mechanical engineering; vehicle transmissions.

SUBSTANCE: proposed differential contains case 1, side gears 2, and 3, planet pinions and locking device. Locking devices is made in form of ring shifter 7 connected with drive 8, pushers 10 arranged inside axles 9 of planet pinions, intermediate members and locking members. Differential includes also elastic stop, and spring inserts 17 and 18 placed between case 1 and rear surfaces 20 and 21 of side gears 2 and 3. Grooves are made on end face front surfaces of side gears 2 and 3. Said grooves have wavy profile corresponding to profile of locking members, and number of radial grooves is even.

EFFECT: prevention of failure of differential lock caused by wedging of locking members between side gears, and falling out of locking members at unlocking, provision of stepless row of values of locking coefficient.

5 cl, 6 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of differential locking of multidrive wheeled vehicles and it can be used at designing of systems to control tractive forces of driving wheels of multidrive vehicles and carrying out investigations of wheeled vehicles. proposed method of control of differential locks comes to locking of differential for definite periods of time at threshold values of mismatching of mechanical parameters of driving wheels intercoupled by said differential and unlocking differential at expiration of definite of time or at achievement of threshold value of steerability index. Unlocking of differentials at achievement of threshold value of steerability index is carried out individually, starting from differential whose locking has greater effect on steerability of wheeled vehicle.

EFFECT: enlarged range of control of traction forces on driving wheels to increase cross-country capacity and traction and speed properties at provision of required steerability of multidrive wheeled vehicles.

1 dwg

Muscular drive // 2270780

FIELD: transport engineering; bicycles.

SUBSTANCE: invention is designed for devices automatically changing gear ratio without interruption of power flow. Proposed drive contains two differentials. Force sensor 5 is installed between input shaft 8 and common input of both differentials, namely power differential 1 and regulating second differential 2. Said force sensor 5 cuts in braking device 4 at rise of load, said braking devices is idling at direct drive and is connected with regulating input of second differential 2. As a result, output gear 21 of second differential 2 starts rotating and self-braking drive 3 releases carrier 25 of power differential 1. Proposed drive automatically changes over from direct drive to drive with changed gear ratio. Moment of changing over can be regulated by tensioner 6 of spring 19 of force sensor.

EFFECT: facilitated selection of step-down gear in wide range of gear ration depending on individual capabilities of user.

1 dwg

The invention relates to the field of engineering, namely, devices for locking the bevel differentials vehicles

Muscular drive // 2270780

FIELD: transport engineering; bicycles.

SUBSTANCE: invention is designed for devices automatically changing gear ratio without interruption of power flow. Proposed drive contains two differentials. Force sensor 5 is installed between input shaft 8 and common input of both differentials, namely power differential 1 and regulating second differential 2. Said force sensor 5 cuts in braking device 4 at rise of load, said braking devices is idling at direct drive and is connected with regulating input of second differential 2. As a result, output gear 21 of second differential 2 starts rotating and self-braking drive 3 releases carrier 25 of power differential 1. Proposed drive automatically changes over from direct drive to drive with changed gear ratio. Moment of changing over can be regulated by tensioner 6 of spring 19 of force sensor.

EFFECT: facilitated selection of step-down gear in wide range of gear ration depending on individual capabilities of user.

1 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of differential locking of multidrive wheeled vehicles and it can be used at designing of systems to control tractive forces of driving wheels of multidrive vehicles and carrying out investigations of wheeled vehicles. proposed method of control of differential locks comes to locking of differential for definite periods of time at threshold values of mismatching of mechanical parameters of driving wheels intercoupled by said differential and unlocking differential at expiration of definite of time or at achievement of threshold value of steerability index. Unlocking of differentials at achievement of threshold value of steerability index is carried out individually, starting from differential whose locking has greater effect on steerability of wheeled vehicle.

EFFECT: enlarged range of control of traction forces on driving wheels to increase cross-country capacity and traction and speed properties at provision of required steerability of multidrive wheeled vehicles.

1 dwg

FIELD: mechanical engineering; vehicle transmissions.

SUBSTANCE: proposed differential contains case 1, side gears 2, and 3, planet pinions and locking device. Locking devices is made in form of ring shifter 7 connected with drive 8, pushers 10 arranged inside axles 9 of planet pinions, intermediate members and locking members. Differential includes also elastic stop, and spring inserts 17 and 18 placed between case 1 and rear surfaces 20 and 21 of side gears 2 and 3. Grooves are made on end face front surfaces of side gears 2 and 3. Said grooves have wavy profile corresponding to profile of locking members, and number of radial grooves is even.

EFFECT: prevention of failure of differential lock caused by wedging of locking members between side gears, and falling out of locking members at unlocking, provision of stepless row of values of locking coefficient.

5 cl, 6 dwg

FIELD: automotive industry.

SUBSTANCE: proposed device comprises differential mechanism, driving force regulator and differential limiter. Differential mechanism can distribute driving forces generated by vehicle drive for LH and RH wheels to allow differential torque on said LH and RH wheels. Driving force regulator regulates each distributed driving force. Differential limiter limits torque difference between LH and RH wheels by applying limiting torque to differential mechanism.

EFFECT: higher stability.

4 cl, 9 dwg

FIELD: transport.

SUBSTANCE: invention relates to vehicles with all-wheel drive. All-wheel drive truck includes cabin, cargo body, transmission to transfer torque moment from engine to front and rear driving axles. In the kinematic chain of transmission, there is transfer gear with interaxle differential. Interaxle differential comprises two planetary gear sets. The planetary gear sets are switched by gear clutch. The gear clutch is driven by piston. The piston is located in two-section chamber communicating with working fluid pressure source via four-way on/off control valve. The control valve is operated by electric magnet. The electric magnet is connected to step switch. The step switch is driven from rear driving axle beam.

EFFECT: better drivability and flotation of vehicle.

3 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to vehicles with all-wheel drive. The truck comprises cabin, cargo body, strain gauge, transmission to transfer torque moment from engine to front and rear driving axles. In the kinematic chain of driveline, transmission with clutch and transfer gear with interaxle differential is located. Interaxle differential comprises two planetary gear sets. The planetary gear sets are switched by gear clutch. The gear clutch is driven by piston. The piston is located in two-section chamber communicating with working fluid pressure source via four-way hydraulic on/off control valve. Hydraulic control valve is operated by electric magnet. The electric magnet is connected to strain gauge via threshold element. The strain gauge responds to cargo presence in truck body.

EFFECT: better drivability and flotation of vehicle.

3 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to vehicles with all-wheel drive. The truck comprises frame, body, strain gauge, driveline including interaxle differential. Interaxle differential comprises two planetary gear sets. The planetary gear sets are switched by gear clutch. The gear clutch is hydraulically driven by piston. The piston is located in two-section working chamber. The working chamber communicates with working fluid pressure source through hydraulic on/off control valve. Hydraulic control valve is operated by electric magnet. The electric magnet by one its electric circuit is connected via threshold element to strain gauge, and by its other electric circuit - to transmission low gear actuation sensor. In the electric circuit connecting electric magnet with strain gauge, self-reset circuit-opening relay contact. The contact is connected to transmission high gear actuation sensor.

EFFECT: better drivability and flotation of vehicle.

2 cl, 2 dwg

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