CN100406295C - Vehicle drive axle structure - Google Patents

Abstract

The invention relates to a modified structure of a vehicle drive axle, in particular to a structure for preventing a drive wheel on a non-slip side from losing the rotation capacity when the drive axle slips on one side by using a differential vehicle in the drive axle. The invention can be applied to vehicles driven by a single axle and vehicles driven by multiple axles.

Description

Vehicle Drive Axle Structure

The invention provides a technique for preventing the non-slipping side of the driving wheel from losing its ability to rotate when the driving wheel slips on one side in a vehicle using a differential in the driving axle.

In daily life, we often see some vehicles slipping on one side of the driving wheel due to mud or ice and snow, and it is difficult to move forward. The characteristics of the torque make the drive wheel on the non-slip side not powerful enough.

The purpose of the present invention is to find a method that can not only maintain the beneficial effect of the differential in the vehicle steering process, but also eliminate the disadvantage that the differential cannot distribute more power to the non-slip driving wheels when the driving wheels slip on one side. method of action.

In order to achieve the above object, the present invention has taken the following scheme:

As shown in Figure 1, a set of motion limiting mechanism is connected in parallel between the left semi-shaft a and the right semi-shaft b of the differential c in the drive axle of the vehicle. The motion speed ratio is limited to a range greater than zero and less than infinity, so that as long as any one of the half shafts rotates, the other half shaft will inevitably rotate, so that the drive wheel driven by one of the half shafts will rotate. When slipping, the drive wheel driven by the other half shaft can also rotate.

The movement limiting mechanism connected in parallel between the two axle shafts a and b of the drive axle of the vehicle consists of gear f and gear e, which are installed on axle a and can rotate with axle a, and are installed on axle b and can rotate together. The gear L and gear S that rotate together with the half shaft b, the unilateral force transmission mechanism w, and the gear m that is installed and fixed on the input shaft of the unilateral force transmission mechanism w and can rotate together with the input shaft, and the gear m that is installed and fixed on the unilateral transmission mechanism The gear n on the output shaft of the force mechanism w and can rotate with the output shaft, the unilateral force transmission mechanism y, and the gear g installed and fixed on the input shaft of the unilateral force transmission mechanism y and can rotate with the input shaft and the installation It is fixed on the output shaft of the unilateral force transmission mechanism y and is composed of gear h that can rotate together with the output shaft and basic components such as bearings.

The installation requirements for the components of the movement limiting mechanism connected in parallel between the two half shafts of the vehicle drive axle are: the gear m on the input shaft of the unilateral force transmission mechanism w meshes with the gear f on the half shaft a and the output The gear n on the shaft meshes with the gear s on the half shaft b, the gear g on the input shaft of the unilateral force transmission mechanism y meshes with the gear L on the half shaft b, and the gear h on the output shaft meshes with the half shaft a The gear e on the top is meshed. In Fig. 1, the unilateral force transmission mechanism w and the unilateral force transmission mechanism y are arranged separately so that the space occupied by the entire motion limiting mechanism is large. If the centralized arrangement shown in Fig. 2 is adopted, it is beneficial to reduce the space.

In order to make the movement limiting mechanism connected in parallel between the two axle shafts a and b of the vehicle drive axle not affect the steering performance of the vehicle while overcoming the unilateral slip of the drive wheel, it is necessary to make the gear f on the axle a 1. The gear ratio between the gear m on the input shaft of the unilateral force transmission mechanism w, the gear n on the output shaft, and the gear s on the half shaft b satisfies: f/m×n/s ≤ the minimum turning radius of the vehicle The rotational speed of the inner driving wheel/the rotational speed of the outer driving wheel when the vehicle is moving with the minimum turning radius. And the gear ratio between the gear L on the half shaft b, the gear g on the input shaft of the unilateral force transmission structure y, the gear h on the output shaft, and the gear e on the half shaft a satisfies: L/g×h/ e≤The speed of the inner drive wheel when the vehicle is moving with the minimum turning radius/The speed of the outer drive wheel when the vehicle is moving with the minimum turning radius. Note: The rotational speeds of the inner and outer driving wheels when the vehicle is moving with the smallest turning radius refer to the rotational speeds of the inner and outer driving wheels of the same driving axle when the vehicle is traveling in the sharpest curve. The speeds of the inner and outer driving wheels are replaced by Sinner and Souter respectively, then the above relational expressions can be transformed into f/m×n/s≤Sinner/Souter, L/g×h/e≤Sinner/S outside.

The unilateral power transmission mechanism w and y used in the parallel motion limiting mechanism between the two semi-shafts a and b of the vehicle drive axle is a type that can drive the output shaft to rotate regardless of whether the input shaft is forward or reverse. The mechanism that the output shaft cannot drive the input shaft to rotate no matter whether it is forward or reverse, it is transformed on the basis of the planetary gear system, as shown in Figure 3, the sun gear t of the planetary gear The center of the wheel vertically runs through the rotating shaft z, the planet carrier of the planetary gear system is connected with a movable wheel j with the rotating shaft z as the center of rotation, and the ring gear q is fastened on the concentric sleeve r at the left end of the rotating shaft z. On the right side of the gear j is a gear u fixed on the rotating shaft, the gear p meshes with the movable gear j, the gear v meshes with the gear u, both the gear p and the gear v are fixed on the rotating shaft d, and the rotating shaft d is installed on the long arm On the bearing provided on k, the long arm k is fixed on the ring gear q; the shaft sleeve r is the input shaft, and the rotating shaft z is the output shaft; the sun gear t, the ring gear q, the movable gear j, the gear p, the gear v, The gear ratio between gears u should satisfy: 1/(q/t+1)×j/p=u/v.

The working principle of the unilateral force transmission mechanism is: when the output rotating shaft z rotates, it will cause the gear t and the gear u fixed on it to rotate, because the purpose of the unilateral force transmission mechanism is to use it for output When the rotating shaft z rotates, the shaft sleeve r at the input end will not be retracted to rotate, so the ring gear q connected to the shaft sleeve r should not rotate, so that the rotation of the sun gear t can only drive the rotation of the planetary gear x, and the rotation of x The rotation drives the movable gear j to rotate. At this time, the steering of the movable gear j is the same as that of the rotating shaft z. Since 1/(q/t+1)×j/p=u/v, the rotating shaft d is between the movable gear j and the gear u Driven by idling together, the long arm k will not rotate, the rotational energy of the rotating shaft z will not be transmitted to the ring gear q, and the shaft sleeve r which acts as an input will not rotate; when the input shaft r rotates, if the sun If the gear t is still, the planetary gear x will inevitably rotate and drive the movable gear j to rotate, and the movable gear j will drive the gear u to rotate through the gear p, the rotating shaft d, and the gear v, so that the rotating shaft z will rotate. Due to the rotation of the rotating shaft z It can cause the rotation of the sun gear t, and the rotation speed of the sun gear t does not match the rotation speed ratio of the planetary gear x and the ring gear q, thus causing the entire unilateral force transmission mechanism to be stuck and forced to rotate as a whole. The side force transmission mechanism is only equivalent to the function of the coupling to transmit the power of the input shaft to the output shaft in a ratio of 1:1.

In addition to the structure shown in Figure 3, the unilateral force transmission mechanism can also derive many deformed structures on this basis, as shown in Figure 4, Figure 5, and Figure 6. In Fig. 4, r is the input shaft, z is the output shaft, the long arm k is fixed on the ring gear q and is connected with the rotating shaft d′, the rotating shaft z, and the rotating shaft d respectively through bearings, the sun gear t, the ring gear q, and the movable gear j , gear p, gear v, and gear u should satisfy the condition of 1/(q/t+1)×j/p=u/v; gear p'=p, gear v'=v; gear p The existence of ', gear v', and rotating shaft d' can make the force of the whole mechanism more balanced. In Fig. 5, the two ends of the output shaft z are supported by bearings. The ring gear q adopts double-sided teeth and a bearing is arranged on the rim between the inner teeth and the outer teeth to install the rotating shaft d. The inner teeth q1 of the ring gear q and The planetary gear x meshes with each other, and the outer tooth q2 of the ring gear q directly meshes with the gear on the half shaft of the drive axle of the vehicle to play the role of input power. The inner tooth q1 of the ring gear q, the sun gear t, the active gear j, the gear The gear ratio between p, gear u and gear v should satisfy the condition of 1/(q1/t+1)×j/p=u/v. Figure 6 uses a conical planetary gear train, the gear ratios of gear t, movable gear j, gear u, gear v, and gear p should satisfy 1/(q/t+1)×j/p=u The condition of /v, in the figure r is the input axis, and z is the output axis.

The unilateral power transmission mechanism shown in Figure 7 is modified on the basis of a planetary gear train with planetary gear pairs, and its structure is as follows: one end of the rotating shaft z is inserted into a rotatable sleeve r, The gear q on the sleeve r and the gear t fixed on the rotating shaft z mesh with the gear x2 and the gear x1 on a planetary gear pair respectively, the rotating arm of the planetary gear train is connected with the movable ring gear j, and the movable gear i The ring j is installed on the rotating shaft z and takes the rotating shaft z as the center of rotation. On the right side of the movable gear j, there is a gear u fixed on the rotating shaft z. The gear p is internally meshed with the movable ring gear j, and the gear v is externally meshed with the gear u. , the gear p and the gear v are both fixed on the shaft d, the shaft d is installed in the bearing configured by the long arm k, and the long arm k is fixed on the sleeve r; the sleeve r is the input shaft, and the shaft z is the output shaft; the gear q. The gear ratio between gears x1 and x2, gear t, ring gear j, gear p, gear v and gear u on the planetary gear pair should satisfy 1/(q/t×x1/x2-1)×j/p = condition of u/v.

From the structure and working principle of the unilateral force transmission mechanism, it can be seen that it also has an important feature: the output shaft can run at a higher speed than the input shaft under the same steering, but the output shaft cannot run at a higher speed than the input shaft. Shaft rotation at lower speeds.

The realization principle of the technology that prevents the driving wheel of the vehicle from losing the driving force on the other side due to one-sided slipping shown in Figure 1 is: when the vehicle is running straight, the gear f on the half shaft a and the gear e on the half shaft b Both gear L and gear s move at the same speed. At this time, the rotational speeds of the input shafts of unilateral force transmission mechanism w and unilateral force transmission mechanism y are lower than the rotational speed of the output shaft. The characteristic of running at a higher speed than the input shaft makes the motion limiting mechanism not restrict the movement between the two half shafts; when the drive wheel driven by the half shaft a slips and causes the speed of the half shaft a to exceed When the rotational speed of the half shaft b, due to the characteristic of the unilateral force transmission mechanism that "the output shaft cannot operate at a lower speed than the input shaft", the rotational speed of the output shaft of the unilateral force transmission mechanism w cannot be lower than the rotational speed of the input shaft, so When the speed ratio between the half shaft b and the half shaft a drops to the extent that the speed of b/a speed=the number of teeth of f/the number of teeth of m×the number of teeth of n/the number of teeth of s, the power of half shaft a will pass through the gear f, Gear m, unilateral force transmission mechanism w, gear n, and gear s are transmitted to the half shaft b, so that the half shaft b can always rotate with the rotation of the half shaft a; the tire driven by the half shaft b slips and guides to the half shaft When the rotational speed of b exceeds the rotational speed of half shaft a, on the one hand, the power on half shaft b cannot pass through the unilateral power transmission mechanism due to the characteristic of the unilateral force transmission mechanism that "the output shaft can operate at a higher speed than the input shaft". W is transmitted to the half-shaft a, on the other hand, when the speed ratio of the half-shaft a and the half-shaft b is reduced to the extent of the rotational speed of a/the rotational speed of b=the number of teeth of L/the number of teeth of g×the number of teeth of h/the number of teeth of e, The power on the half shaft b can be transmitted to the half shaft a through the gear L, gear g, unilateral force transmission mechanism y, gear h, and gear e, so that the half shaft a can always rotate with the rotation of the half shaft b; when When the vehicle turns, because the number of teeth of f/the number of teeth of m×the number of teeth of n/the number of teeth of s ≤ the speed of the inner driving wheel when the vehicle is moving with the minimum turning radius/the speed of the outer driving wheel and the number of teeth of L when the vehicle is moving with the minimum turning radius The number of teeth in /g × the number of teeth in h/the number of teeth in e ≤ the speed of the inner drive wheel when the vehicle is moving with the minimum turning radius/the speed of the outer drive wheel when the vehicle is moving with the minimum turning radius, so the unilateral force transmission mechanism w and unilateral transmission If the rotational speed of the input shaft of the force mechanism y is less than or equal to the rotational speed of the output shaft, the motion limiting mechanism will not restrict the movement of the two half shafts, so that the steering ability of the vehicle continues to be normal; due to the unilateral force transmission mechanism w And the single-side transmission mechanism y has the characteristic that "the input shaft can drive the output shaft to rotate regardless of forward rotation or reverse rotation, and the output shaft cannot drive the input shaft to rotate regardless of forward rotation or reverse rotation". Therefore, whether the vehicle is moving forward or backward, the movement The limiting mechanism can all play the role of "making the driving wheel of the vehicle not lose the driving force on the other side due to one-side slippage".

The application of the present invention on vehicles can well improve its adaptability to muddy roads and ice and snow roads, making it faster, more stable and more powerful when driving on these roads, which can not only meet the needs of agricultural vehicles and off-road vehicles. The demand for vehicles such as trucks and engineering vehicles that often operate under poor road conditions, and for vehicles with good road conditions such as trucks and cars is also very much needed, so it has a wide range of application prospects.

In order to solve the problem that the driving wheel is difficult to move after the driving wheel slips on one side when driving in muddy, rainy and snowy conditions, many automobile manufacturers at home and abroad have made great efforts: The gear is equipped with an automatic friction device, so that when the driving wheel slips on one side of the car, the friction resistance of the side gear on the slipping side is increased to increase the power of the side gear on the non-skidding side; A locking device is added to the differential. When the driving wheel of the vehicle slips on one side and the speed difference between the side gear on the slipping side and the side gear on the non-skidding side exceeds a certain limit, the differential will automatically lock. Make the driving wheels on both sides move at the same speed. Compared with the above-mentioned technology, the present invention has obvious advantages: one, the slipping side in the present invention transmits power to the non-slipping side through a gear device, so its reliability is good and the transmission torque is large; two, the present invention The motion limiting mechanism used in the vehicle is connected in parallel between the two half shafts, which does not hinder the normal driving performance of the vehicle, and even if the motion limiting mechanism breaks down, it will not have a negative impact on the original driving performance of the vehicle; 3. Because in the present invention, the number of teeth of f/m teeth number × the number of teeth of n teeth/s number of teeth ≤ the speed of the inner drive wheel when the vehicle moves with the minimum turning radius/the speed of the outer drive wheel when the vehicle moves with the minimum turning radius, the number of teeth of L/ The number of teeth in g×the number of teeth in h/the number of teeth in e ≤ the speed of the inner drive wheel when the vehicle is moving with the minimum turning radius/the speed of the outer drive wheel when the vehicle is moving with the minimum turning radius, so the motion limiting mechanism is unilaterally slipped when the vehicle drive wheel is in motion During the rotation, the power of the half shaft on the slipping side is transmitted to the half shaft on the non-slipping side, which also plays the role of deceleration and increasing force, which can make the non-slipping side obtain several times the torque under normal driving conditions (the multiple of torque increase is equal to It is related to the ratio of L/s×h/e, f/m×n/s, the smaller the value, the larger the reduction ratio, and the more multiples of torque increase), thus greatly improving the speed of the driving wheel of the vehicle in a single Athletic ability in side skid or unilateral suspension state.

In addition to the solution shown in Figure 1, Figure 8 is also a new solution: the driven gear of the final drive in the vehicle drive axle A gear 3 is installed on the outer side of 2. The gear 3 is connected with the gear 2 and rotates together with the gear 2. The input shafts of the unilateral force transmission mechanism w and the unilateral transmission mechanism y are opposite and connected together to form a rotating shaft d. The gear u is fixed. On the rotating shaft d and meshed with gear 3, gear h is fixed on the output shaft of the unilateral power transmission mechanism w, gear e is fixed on the left half shaft a of the differential and meshed with gear h, gear n is fixed on the single On the output shaft of the side force transmission mechanism y, the gear s is fixed on the half shaft b on the right side of the differential and meshes with the gear n; the gear 3, gear u, gear h, gear c, gear n, gear s The gear ratio should meet the following requirements: tooth 3/u×h/e≤rotation speed of the inner drive coordinator wheel when the vehicle is moving with the minimum turning radius/speed of driven gear 2 of the main reducer when the vehicle is moving with the minimum turning radius and tooth 3 /u×n/s≤Speed speed of the inner drive coordinator wheel when the vehicle moves with the minimum turning radius/Speed speed of the driven gear 2 of the main reducer when the vehicle moves with the minimum turning radius.

The realization principle of the technology shown in Figure 8 to prevent the driving wheel of the vehicle from losing the driving force on the other side due to one-sided slippage is: when the vehicle is in a normal driving state, since the tooth 3/u×h/e≤ Rotational speed of the inner drive coordinating wheel when the turning radius is in motion/speed of the driven gear 2 of the final reducer when the vehicle is moving with the minimum turning radius and tooth 3/u×n/s≤The inner drive coordinating wheel when the vehicle is moving with the minimum turning radius Speed/the speed of the driven gear 2 of the final drive when the vehicle is moving with the minimum turning radius, so no matter whether the vehicle is going straight or turning, the speed of the gear h on the output shaft of the unilateral force transmission mechanism w is the same as that of the unilateral force transmission mechanism y The gear n on the output shaft will not be less than the speed of their common input shaft gear u, which is in line with the working characteristics of the unilateral force transmission mechanism "the output shaft can rotate at a higher speed than the input shaft". The gear u and There is no interaction force between gear h, gear u and gear n, half-shaft a and half-shaft b are in a normal motion force state, and the normal driving performance of the vehicle is not affected at all; When the driving wheel driven by the shaft a slips and the speed of b/a=the number of teeth 3/the number of teeth of u×the number of teeth n/the number of teeth of s, the power of the driven gear 2 on the final reducer will be Through the gear 3 and gear u, it is transmitted to the input shaft of the unilateral force transmission mechanism y. Due to the characteristic of the unilateral force transmission mechanism that "the input shaft can drive the output shaft to rotate regardless of forward rotation or reverse rotation", the unilateral force transmission mechanism The power on the input shaft can be transmitted to the output shaft, thereby driving the gear n to rotate, and the gear n drives the gear s to rotate, and the speed ratio between the half shaft b and the half shaft a will not decrease any more; when the half shaft b drives When the drive wheel slips and causes the rotation speed of a/b = the number of teeth of tooth 3/the number of teeth of u×the number of teeth of h/the number of teeth of e, the power of gear 2 on the final reducer will pass through gear 3, gear u, The unilateral power transmission mechanism w, gear h, and gear e are transmitted to the half shaft a, so that the speed ratio between the half shaft a and the half shaft b will no longer decrease, and the driving wheel driven by the half shaft a will not lose its drive force. In this scheme, when any half shaft of the drive axle is broken or the half shaft gear fails, the other half shaft can still function independently, thus solving the problem that the vehicle cannot drive due to the failure of one half shaft.

The solution shown in Figure 1 achieves the purpose of the invention by limiting the speed ratio between the two half shafts, and the solution shown in Figure 8 is by limiting the speed ratio between each half shaft and the driven gear of the final drive To achieve the purpose of the invention, the solution shown in Figure 9 achieves the purpose of the invention by limiting the speed ratio between each half shaft and the driving gear of the final drive. Description, but its technical characteristics should still be within the scope of the present invention. In Figure 9, 1 is the driving gear of the main reducer, 2 is the driven gear of the main reducer, 3 is the bevel gear installed on the input shaft of the unilateral force transmission mechanism y, and 4 is the bevel gear installed on the unilateral force transmission mechanism w The bevel gear on the input shaft, a is the half shaft on the left side of the differential, and b is the half shaft on the right side of the differential.

Since the minimum turning radius of some vehicles is equal to the diagonal line between the front wheels and the rear wheels, that is to say, it can perform extreme steering movements with any rear wheel as the center of rotation, which requires the speed of movement between the two rear wheels The ratio can reach infinity, and the above-mentioned schemes can only be applied when the speed ratio of the driving wheels on both sides is greater than zero and less than infinity. It is not suitable for setting on the rear drive axle of this type of vehicle, but it can be used on the front drive axle of this type of vehicle upper setting (although one rear wheel will not turn when the vehicle is doing extreme steering movements, both front wheels must turn). Of course, in order to prevent the driving force on the other side from being lost when the driving wheel slips on one side for those vehicles that need to be driven by the rear axle and have extreme steering capabilities, the scheme shown in Figure 10 can be used: A gear 1 is additionally installed on the half shaft a on the left side of c, and the gear 1 is fixed on the half shaft a and can rotate together with the half shaft a. A gear 2 is installed on the half shaft b on the right side of the differential c. The gear 2 is fixed on the half shaft b and can rotate together with the half shaft b. The gear 5 is fixed on the left end of the rotating shaft 10 and meshes with the gear 1. The planetary gear The ring gear 6 of the system is fastened to the right end of the rotating shaft 10 and its rotation center line coincides with the rotation center line of the rotating shaft 10. The sun gear 7 of the planetary gear system is fixed on the left end of the rotating shaft 11, and the right end of the rotating shaft 11 is fixed with a gear 4. The intermediate gear 3 meshes with the gear 4 and the gear 2. The planet carrier of the planetary gear system is connected with the movable gear 8 installed on the rotating shaft 11. The movable gear 8 meshes with the gear 9, and the gear 9 is installed on the brake. The rotating shaft of motor d can move together with the rotating shaft; the gear ratio among gear 1, gear 2, gear 4, gear 5, gear 6 and gear 7 should satisfy tooth 1/tooth 5×tooth 6/tooth 7= Tooth 2/tooth 4 condition.

The realization principle of the solution shown in Fig. 10 is: when the vehicle is running straight, the rotational speeds of half shaft a and half shaft b are the same, since tooth 1/tooth 5×tooth 6/tooth 7 = tooth 2/tooth 4, the planetary gear train The planetary carrier of the planetary carrier does not move, the movable gear 8 connected with the planetary carrier also does not move, the gear 9 installed on the rotation shaft of the brake motor and meshed with the gear 8 does not move, and the rotor of the brake motor d also does not move ; When the vehicle turns, there will be a speed difference between the half shaft a and the half shaft b, which will cause the rotation of the planetary carrier, the movable gear 8 will also rotate and drive the gear 9 to rotate, and the rotor of the brake motor d will also rotate, but this When the brake motor is not energized, it is in a state of no force, so it will not hinder the normal steering; when the driving wheel slips on one side while the vehicle is running, the speed difference between the half shaft a and the half shaft b It will cause the rotation of the movable gear 8 connected with the planet carrier and drive the rotation of the gear 9, the rotor of the brake motor d will rotate, and at this time the driver of the vehicle can start the brake motor d, and the brake motor will produce a static state. The active force is used to restrain the rotational force transmitted to the motor rotor, so that the rotational speed of the rotor is reduced, thereby forcing the speed ratio between the half shaft a and the half shaft b to gradually approach, and the driving wheel on the non-slip side will gain speed and move .

Because the speed ratio of the driving wheels on both sides is often in an oscillating state due to uneven roads during driving, this will cause the active gear 8 to produce frequent small-angle positive and negative alternating motions. After being passed to the brake motor by the gear 9, its damage will be accelerated. In order to prevent the frequent small-angle positive and negative alternating motions of the active gear 8 from being transmitted to the brake motor d, the rotating shaft of the gear 9 and the brake motor adopts a semi-movable connection as shown in Figure 11—the gear 9 can be braked. Rotate on the rotating shaft 12 of motor d, but because the projection 13 that is installed on the rotating shaft 12 blocks the projection 14 that is installed on the side of gear 9, the gear 9 has only less than a circle of room for movement, so that the movement The bad effect of the frequent small-angle forward and reverse rotation that the gear 8 transmits is all consumed on the active stroke of the gear 9 for nearly one circle.

Certainly, it is also possible to install a brake device directly on the movable gear 8 without using the brake motor. The rotational speed limit of gear 8 just can make the tire of non-slip side continue to obtain rotational speed and can not lose driving force in relatively low range.

Although the technical solution provided in Fig. 10 cannot make the drive wheel on the non-slip side obtain a larger operating torque like the solutions shown in Fig. 1 and Fig. 8, it does not need to wait until the speed ratio of the drive wheels on both sides reaches a large It can only play a role when the vehicle is at a high speed, but it can be activated by the driver at any time according to the road conditions, so that the vehicle can actively prevent the phenomenon of unilateral slippage of the driving wheels while maintaining high-speed driving.

Of course, there are still many ways to make those vehicles that need to be driven by the rear axle not lose the driving force on the other side when the driving wheel slips on one side and have both extreme steering capabilities, such as the scheme shown in Figure 1 In the gear f, gear m, gear n, gear L, gear g, gear h, and gear e, each gear can be selected to make a movable structure that can slide along the axial direction, and only need to pass through a force transmission device when necessary Push this axially slidable gear to make it disengage from the meshing vehicle, and the vehicle can make any radius steering movement. The scheme shown in Figure 8 only needs to make the gear u into an axially slidable movable structure, which can also meet the needs of extreme steering.

The technology provided in the present invention can be used not only for single-axle drive vehicles, but also for multi-axle drive vehicles. What is shown in Figure 12 is a method of applying this technology in a dual-drive vehicle: A set of devices shown in Figure 2 are respectively installed on the rear drive axle of the driving axle so that the driving wheel of the vehicle does not lose the driving force on the other side due to one-sided slippage. A vertical intermediate drive axle is installed in between, the structure of the intermediate drive axle is the same as that of the ordinary drive axle, and a set of devices as shown in Figure 2 is also arranged between the half shaft a' and the half shaft b' of the middle drive axle It is used to limit the maximum speed ratio of the two - the number of teeth of L' in the device/the number of teeth of g'×the number of teeth of h'/the number of teeth of e'≤the rotational speed of the two rear wheels and/the minimum turning radius of the vehicle The rotational speed sum of the two front wheels during the turning radius movement and the number of teeth of f'/the number of teeth of m'×the number of teeth of n'/the number of teeth of s'≤1 (theoretically, the sum of the rotational speeds of the two front wheels of the vehicle whether it is going straight or turning) Neither will be less than the sum of the rotational speeds of the two rear wheels, but in practical applications, the working radius of the rear wheels of the vehicle is sometimes slightly smaller than that of the front wheels due to insufficient air pressure or other reasons. The sum of the rotational speeds of the two front wheels should exceed the sum of the rotational speeds of the two front wheels, so that the speed of the front and rear wheels on the road can be coordinated. Therefore, in practical applications, the value of f'/m'×n'/s' should be less than 1 ; In addition, for those vehicles whose front and rear wheels are equipped with inconsistent wheel diameters, the wheel diameter ratio of the two should also be taken into account when f'/m'×n'/s' is taken into account), the single The gear m' on the input shaft of the side force transmission mechanism w' meshes with the gear f' on the half shaft a', and the gear n' on the output shaft meshes with the gear s' on the half shaft b'. The gear g' on the input shaft of the side force transmission mechanism y' meshes with the gear L' on the half shaft b', and the gear h' on the output shaft meshes with the gear e' on the half shaft a'. When the vehicle is running, the power of the engine is transmitted from the output gear of the gearbox to the receiving gear z3 of the intermediate drive axle, and z3 will rotate and drive the differential to rotate. At this time, if the vehicle moves in a straight line, the speed of b'=the speed of a' . When the vehicle is turning, the sum of the rotational speeds of the semi-axles a and b of the front drive axle of the vehicle is greater than the sum of the rotational speeds of the semi-axles a" and b" of the rear drive axle of the vehicle, so the difference in the middle drive axle The transmission will distribute more speed to the half shaft b' and less speed to the half shaft a' to coordinate the speeds of the driving wheels; when the driving wheel driven by the half shaft a" slips, As long as the rotational speed of a"/the rotational speed of b"=the number of teeth of s"/the number of teeth of n"×the number of teeth of m"/the number of teeth of f", the half shaft a" can pass through gear f", gear m", and unilaterally transmit force Mechanism w", gear n", and gear s" transmit power to half shaft b", at this time, the speed of transmission shaft z2 = (speed of b" + speed of a") ÷ 2 = [speed of b"+(s" number of teeth/n″ number of teeth×m″ number of teeth/f″ number of teeth)×b″ speed]÷2, the principle of kinematics tells us: to make half shaft a, half shaft b, half shaft b″ driven If all the driving wheels can play the driving role simultaneously under the state of vehicle running straight, it is necessary to make the rotating speed of a=the rotating speed of b=the rotating speed of b", so in this case the rotating speed of z2/z1=(1 +s "number of teeth/n" number of teeth x m" number of teeth/f" number of teeth) ÷ 2, because the speed ratio of z2 and z1 is composed of gear s', gear n', gear m/, and gear f' The limitation of the gear train mechanism, so if the number of teeth of s'/the number of teeth of n'×the number of teeth of m'/the number of teeth of f'∠(1+the number of teeth of s"/the number of teeth of n"×the number of teeth of m"/the number of teeth of f" ) in the case that the speed ratio of z2 and z1 does not meet the requirements, the active speed of half shaft b" will be smaller than the speed of half shaft a and half shaft b, and the driving wheel driven by half shaft b" will not be able to play a driving role The driven operation can only be done under the drag of the front drive wheel. Of course, if the front drive wheel also slips or the effective speed of the front drive wheel is reduced to the same as the active speed of the half shaft b" due to the failure of the half shaft, The driving wheel driven by the half shaft b" will automatically participate in the drive; When g", gear h", gear e" transmit power to the half shaft a", it will cause the entire rear drive axle to lose its driving ability, and the half shaft a' in the middle drive axle will idling, but it can Through gear f', gear m', unilateral power transmission mechanism w', gear n', gear s' to transmit power to half shaft b', so that the front drive axle can continue to play a driving role. Half shaft a, half shaft b , half shaft a ", half shaft b " when any one breaks or any one of the driving wheels they drive slips, at least two driving wheels can operate normally.

The double-axle drive method shown in Figure 12 not only solves the problem that the vehicle cannot turn and the tires are severely worn when the transfer box is used for four-wheel drive, but also can prevent 1-3 drive wheels from slipping, half-axle breaks or other reasons. In the case of loss of driving ability, the driving ability of the vehicle can still be maintained, and the more the number of failed driving wheels, the greater the torque obtained by the effective driving wheels will automatically increase, which is an ideal force-load change state. Therefore, its appearance can make a qualitative leap in the technology of multi-axle drive-enabling the driving wheels of the vehicle to be driven in coordination under any road conditions, thus completely solving the problem that all drive axles of a multi-axle drive vehicle cannot fully participate. Frequently driven international problems.

Claims (3)

1. one kind makes vehicular drive not lose the structure of opposite side propulsive effort because of one-sided trackslipping, it is two semiaxis (a at existing common vehicle drive axle, b) one group of limit movement mechanism in parallel again between, the effect of this mechanism is that the running speed ratio between two semiaxis is limited in greater than zero and less than in the infinitely-great scope, when thereby the drive wheel that semiaxis drove trackslips therein, the power conduction function of a part of power utilization limit movement mechanism of this semiaxis can be transported to and make it on another root semiaxis to rotate, it is characterized in that, comprising:

1) at two semiaxis (a of vehicle drive axle, b) between limit movement mechanism in parallel be by the gear (f) and the gear (e) that are installed in that semiaxis (a) is gone up and can rotate with semiaxis (a), being installed in semiaxis (b) upward also can be with the gear (L) and the gear (s) of semiaxis (b) rotation, the gear (n) that also can rotate with output shaft on monolateral force transmission mechanism (w) and the gear (m) that is fixed on the input shaft of monolateral force transmission mechanism (w) and can rotates with input shaft and the output shaft that is fixed on monolateral force transmission mechanism (w), on monolateral force transmission mechanism (y) and the gear (g) that is fixed on the input shaft of monolateral force transmission mechanism (y) and can rotates with input shaft and the output shaft that is fixed on monolateral force transmission mechanism (y) and the gear (h) that can rotate with output shaft, and the basic element composition of bearing and so on;

2) at two semiaxis (a of vehicle drive axle, b) between the installation requirement of each parts of limit movement mechanism in parallel be: the gear (m) on the input shaft of monolateral force transmission mechanism (w) be meshed with gear (f) on the semiaxis (a) and output shaft on gear (n) be meshed with gear (s) on the semiaxis (b), the gear (g) on the input shaft of monolateral force transmission mechanism (y) be meshed with gear (L) on the semiaxis (b) and output shaft on gear (h) be meshed with gear (e) on the semiaxis (a);

3) two semiaxis of vehicle drive axle (a, between b) in the limit movement mechanism in parallel gear (n) on cog (m) and the output shaft on the input shaft of the gear (f) on the semiaxis (a), monolateral force transmission mechanism (w), the ratio of number of teeth between the gear (s) on the semiaxis (b) should satisfy following requirement:

The rotating speed of outer side drive wheel when rotating speed/vehicle that the number of teeth≤vehicle of the number of teeth/gear (s) of the number of teeth * gear (n) of the number of teeth/gear (m) of gear (f) is done side drive wheel in minimum turning radius when motion is done the minimum turning radius motion, and the cog gear (h) on (g) and the output shaft, the ratio of number of teeth between the gear (e) on the semiaxis (a) of the input shaft of the gear (L) on the semiaxis (b), monolateral force transmission mechanism (y) should satisfy following requirement:

The rotating speed of outer side drive when the rotating speed/vehicle of side drive wheel is done the minimum turning radius motion in when the number of teeth≤vehicle of the number of teeth/gear (e) of the number of teeth * gear (h) of the number of teeth/gear (g) of gear (L) is done the minimum turning radius motion.

2. the vehicular drive that makes according to claim 1 is not lost the structure of opposite side propulsive effort because of one-sided trackslipping, and it is characterized in that, comprising:

1) at two semiaxis (a of vehicle drive axle, b) between used monolateral force transmission mechanism in the limit movement mechanism in parallel (w is no matter a kind of input shaft is just changeing or reversing and can both drive that output shaft rotates and output shaft is just changeing or reverse and all can not drive the mechanism of input shaft rotation y);

2) at two semiaxis (a of vehicle drive axle, b) between used monolateral force transmission mechanism (w in the limit movement mechanism in parallel, y) be to form in transformation on the basis of a planetary gear train: the sun gear of planetary gear train (t) is fastened in the rotating shaft that vertically runs through from its core wheel (z), the pinion carrier of planetary gear train and one are that the free gear (j) of pivot center links with rotating shaft (z), gear ring (q) is fastened on the concentric axle sleeve (r) of rotating shaft (z) left end, also have in the fixing rotating shaft (z) of a gear (u) on the right side of free gear (j), gear (p) is meshed with free gear (j), gear (v) is meshed with gear (u), gear (p) (v) all is fixed in the rotating shaft (d) with gear, rotating shaft (d) is installed in again on the bearing of long-armed (k), long-armed (k) is fixed on the gear ring (q), and planetary wheel (x) is installed between sun gear (t) and the gear ring (q); Axle sleeve (r) is an input shaft, and rotating shaft (z) is an output shaft; (v), the ratio of number of teeth between the gear (u) should satisfy the number of teeth/gear (condition of the number of teeth v) of [1/ (number of teeth+1 of the number of teeth/gear (t) of gear (q))] * (number of teeth of the number of teeth/gear (p) of gear (j))=gear (u) for sun gear (t), gear ring (q), free gear (j), gear (p), gear.

3. the vehicular drive that makes according to claim 1 and 2 is not lost the structure of opposite side propulsive effort because of one-sided trackslipping, it is characterized in that: at two semiaxis (a of vehicle drive axle, b) between used monolateral force transmission mechanism (w in the limit movement mechanism in parallel, y) be no matter a kind of input shaft is just changeing or reversing and can both drive that output shaft rotates and output shaft is just changeing or reverse and all can not drive the mechanism of input shaft rotation, it is to have to transform on the basis of the right planetary gear train of planetary wheel one to form, and it is configured to---an end of rotating shaft (z) is inserted in the rotating axle sleeve (r), the gear (t) that is fixed on the gear (q) on the axle sleeve (r) and is fixed in the rotating shaft (z) is meshed to last gear (x2) with (x1) with a planetary wheel respectively, pivoted arm that planetary wheel is right and movable gear ring (j) link, movable gear ring (j) is installed in that rotating shaft (z) is gone up and is pivot center with rotating shaft (z), the right side of movable gear ring (j) also has a gear (u) to be fixed in the rotating shaft (z), gear (p) and the interior engagement of movable gear ring (j), gear is (v) with gear (u) external toothing, gear (p) and gear (v) all are fixed in the rotating shaft (d), rotating shaft (d) is installed in the bearing that is disposed on long-armed (k), long-armed (k) is fixed on the axle sleeve (r); Axle sleeve (r) is an input shaft, and rotating shaft (z) is an output shaft; Gear (q), planetary wheel are to last gear (x1) and (x2), (v), the ratio of number of teeth between the gear (u) should satisfy the number of teeth/gear (condition of the number of teeth v) of the number of teeth=gear (u) of the number of teeth/gear (p) of 1/ (number of teeth-1 of the number of teeth/gear (x2) of the number of teeth * gear (x1) of the number of teeth/gear (t) of gear (q)) * gear (j) for gear (t), movable gear ring (j), gear (p), gear.

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