CN101871529B - Automatic anti-slip tooth-embedded cone gear differential mechanism - Google Patents
Automatic anti-slip tooth-embedded cone gear differential mechanism Download PDFInfo
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- CN101871529B CN101871529B CN 201010192393 CN201010192393A CN101871529B CN 101871529 B CN101871529 B CN 101871529B CN 201010192393 CN201010192393 CN 201010192393 CN 201010192393 A CN201010192393 A CN 201010192393A CN 101871529 B CN101871529 B CN 101871529B
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Abstract
The invention provides an automatic anti-slip tooth-embed cone gear differential mechanism, belonging to the technical field of a gear differential mechanism. The differential mechanism is structurally characterized in that a left semi-shaft and a right semi-shaft of a vehicle are arranged on the same horizontal line through a bearing hole on a shell, and are respectively connected with a left semi-shaft gear and a right semi-shaft gear as well as a left clutch and a right clutch through a spline on a shaft end step; the left semi-shaft gear and the right semi-shaft gear are connected with a left driven locking device and a right driven locking device though a spline of a semi-shaft gear cylinder body; the circumference in a universal joint pin ring body is provided with a driving locking device; a guide hole on the driving locking device is internally provided with a guide pillar; the inner circle of the driving locking device is provided with a center ring; the center ring is meshed with the left clutch and the right clutch through a tooth-shaped gear; and the driving locking device is respectively meshed with the left driven locking device and the right driven locking device through a ladder-shaped gear, wherein delta 2 is larger than delta 1, delta 4 is larger than delta 2-delta 1+delta 3, the delta 1 is the gap of the gear sides between the driving locking device and the driven locking device, the delta 2 and the delta 3 are the gap of the gear sides on the left clutch and the right clutch and the meshed length of a tooth-shaped inclined surface, and the delta 4 is the gap of the gear side of the spline which is used for connecting the left semi-shaft and the right semi-shaft with the left clutch and the right clutch in a gearing way.
Description
Technical field
The invention belongs to the compensating gear technical field, be specifically related to a kind of automatic anti-slip tooth-embed cone gear differential mechanism.
Background technique
At present; The limited slip differential that vehicle uses has following several types: 1. locking differential; The switching of its locking and differential state realizes through manual operation, generally will when stopping, carry out, and this operation meeting is because misoperation is brought disadvantageous consequence; 2. dental formula differential; It is the rotation of left and right wheels differential to occur when vehicle is in the normal direction of rotation travelling state under steam; Or certain sidecar wheel is absorbed in when skidding in the mire, and power can all be passed to sidecar wheel at a slow speed, and the sidecar wheel does not transmit any power fast; Cause left and right wheel transmitting torque off and on, make the tire wear aggravation; 3. power-locking differential, its locking torque is relevant with the size of locking coefficient, and excessive locking torque can influence the performance of differential mechanism, causes the tire wear aggravation, fuel consume increases, negative consequences such as hard steering.
Summary of the invention
The cone gear differential mechanism that the purpose of this invention is to provide a kind of new structure can overcome the shortcoming that existing technology exists effectively.
The present invention is achieved in that but it is the cone gear box of tricks that is used for a kind of automatic anti-slip on truck or the engineering vehicle.Like Fig. 1 ~ shown in Figure 17, it comprises left and right sides semiaxis 11,11 ＇, left and right sides differential gear 1,1 ＇, left and right sides clutch 2,2 ＇, left and right sides holddown spring 3,3 ＇, driven locking engagement 4,4 ＇ in the left and right sides, left and right sides housing 5,5 ＇, initiatively locking engagement 6, cross axle 7, directional post 8, center ring 9, planetary pinion 10, driven gearwheel 12, cover plate 13, screw 14.Its structure characteristics is that left and right sides semiaxis 11,11 ＇ that are connected with the wheel of vehicle respectively are installed on the same horizontal line through the axis hole on the differential casing 17 symmetrically; Between left and right sides housing 5,5 ＇ and left and right sides semiaxis 11,11 ＇ for being slidingly matched; Spline 15,15 ＇ that are shaped on the step of semiaxis 11,11 ＇ in the left and right sides through its axle head and 16,16 ＇ are connected with spline 22,22 ＇ on left and right sides clutch 2,2 ＇ with left and right sides differential gear 1,1 ＇ respectively; Be connected with spline on driven locking engagement 4,4 ＇ in the left and right sides at spline 18,18 ＇ that are shaped on the cylindrical shell 21 on left and right sides differential gear 1,1 ＇; Between left and right sides differential gear 1,1 ＇ and driven locking engagement 4,4 ＇ in the left and right sides, holddown spring 3,3 ＇ in the left and right sides are installed; The driven gearwheel 12 that is meshed with main drive pinion is installed on the excircle of left shell 5; Be to be shaped on groove 29 on a cirque body 27, the inner peripheral surface, cross axle 7 (see figure 10)s of four radial, symmetrical axiss of a cylinder 28 to be arranged all around in the middle of be equipped with on the differential casing inside center position; The planetary pinion 10 circular arc plate-like, that be meshed with left and right sides differential gear 1,1 ＇ is installed on four axiss of a cylinder 28 of cross axle 7; And pass planetary pinion 10 and be fixed together with the differential left housing; Annular, as on the pilot hole 33 on four symmetrical positions on its circumference, both ends of the surface, to be shaped on stepped tooth 32 active locking engagement 6 (seeing Figure 12) is being installed on the cirque body 27 inner circumference positions of cross axle 7; Directional post 8 is installed in pilot hole 33; Inner circle at active locking engagement 6 is equipped with the center ring 9 (seeing Figure 14) that is shaped on guiding groove on a ring, the outer peripheral surface; Be shaped on thread form tooth 34 on the both ends of the surface of center ring 9 and be meshed, the tooth-shape angle of thread form tooth 23,23 ＇ on the thread form tooth 34 on the center ring 9 and left and right sides clutch 2,2 ＇ with thread form tooth 23,23 ＇ on left and right sides clutch 2,2 ＇
βMust be greater than the friction angle (seeing Figure 16 (a)) of its Surface of action; Initiatively the stepped tooth 32 on locking engagement 6 both ends of the surface respectively with driven locking engagement 4,4 ＇ in the left and right sides on stepped tooth 25,25 ＇ be meshed the tooth-shape angle of stepped tooth 25,25 ＇ on the stepped tooth 32 on locking engagement 6 both ends of the surface and driven locking engagement 4,4 ＇ in the left and right sides initiatively
αMust be greater than the friction angle between the face of being meshing with each other (seeing Figure 15 (a)); Match with groove 29 on the cross axle 7 and be inconsistent with the cover plate that is connected with cross axle through screw 14 13 in directional post 8 upper ends, (see figure 2) matches with guiding groove 35 on center ring 9 excircles in the lower end.
Profile of tooth on driven locking engagement 4,4 ＇ in the left and right sides and active locking engagement 6 both ends of the surface is stepped tooth, and the number of teeth is identical, and backlash does
△ 1, (as (a) among Figure 15 (b) shown in), the profile of tooth on left and right sides clutch 2, the 2 ＇ end faces is asymmetric thread form tooth, the profile of tooth and the number of teeth of its profile of tooth and the number of teeth and center ring 9 both ends of the surface are identical, backlash does
△ 2, the length of action on left and right sides clutch and center ring engaging tooth two inclined-planes does
△ 3(shown in (a) among Figure 16), the backlash that spline connects between left and right sides semiaxis 11,11 ＇ and left and right sides differential gear 1,1 ＇ does
△ 4(shown in Figure 17 (a)), above-mentioned backlash will satisfy:
△ 2>
△ 1；
△ 4>
△ 2-
△ 1+
△ 3。
Advantage of the present invention and good effect
1. the present invention has realized the automatic switchover of differential and lockup state, has improved intelligence and the reliability switched, has saved manually-operated special lockable mechanism.
2. improve non-skid property and differential performance, improved the passing ability and the Economy of vehicle, widened application area.
Description of drawings
Fig. 1 is a structure cutaway view of the present invention
Fig. 2 is that amplify the part of C among Fig. 1
Fig. 3 is a left half axle shape schematic representation
Fig. 4 is a left shell shape schematic representation
Fig. 5 is a right axle shaft gear shape schematic representation
Fig. 6 is a left clutch shape schematic representation
Fig. 7 is right driven locking engagement shape schematic representation
Fig. 8 is a holddown spring shape schematic representation
Fig. 9 is driven gearwheel shape schematic representation
Figure 10 is a cross axle shape schematic representation
Figure 11 is a planetary pinion shape schematic representation
Figure 12 is an active locking engagement shape schematic representation
Figure 13 is a directional post shape schematic representation
Figure 14 is a center ring shape schematic representation
Figure 15 is the driven locking engagement in the locking engagement 6 initiatively and the left and right sides 4,4 ' meshing relation variation diagram (being illustrated as the Zhan Zhitu of circumferential surface)
The meshing relation figure of the two when (a) going for the vehicle normal, straight
(b) the moment lockup state or the meshing relation figure of the final lockup state when skidding because of left side wheel of left and right wheels differential running appears for the normal right steering of vehicle
The moving locking engagement of principal and subordinate is in the meshing relation figure of open mode when (c) going for the normal right steering of vehicle
Figure 16 is center ring 9 and left and right sides clutch 2,2 ＇ meshing relation variation diagrams (being illustrated as the Zhan Zhitu of circumferential surface)
The meshing relation figure of the two when (a) going for the vehicle normal, straight
(b) for appearring in the normal right steering of vehicle, left and right wheels differential running is in moment lockup state the former two's meshing relation until the moving locking engagement of principal and subordinate, or the final engagement figure when skidding because of left side wheel
Center ring and left side clutch are in the meshing relation figure of open mode during (c) for the vehicle right steering
Figure 17 is the meshing relation variation diagram between left half axle 11 and left half axle gear 1 spline
" moment locking " state of the moving locking engagement of principal and subordinate later left and right wheels the two meshing relation when all being in the traction drive state that is opened when (a) going or during normal right steering for the vehicle normal, straight, or meshing relation very little and the tractive force that transmission is very little of cohesion of left side wheel and ground (so time) is touched in the meshing relation during the traction drive state of the principal and subordinate moving locking engagement of left side wheel when skidding when being in " final locking " state right side wheels down and being in the traction drive state and the virtual connection between left half axle and the left half axle gear spline
Be opened from " moment locking " state to this state left side wheel the process of the moving locking engagement of principal and subordinate is in left half axle and the meshing relation of left half axle gear spline under the non-transmitting tractive driving force state during (b) for the normal right steering of vehicle.
Among the figure: 1, the driven locking engagement of 1 ＇-left and right sides differential gear 2,2 ＇-left and right sides clutch 3,3 ＇-left and right sides holddown spring 4,4 ＇-left and right sides 5,5 ＇-left and right sides differential casing
6-initiatively locking engagement 7-cross axles, 8-directional posts, 9-center ring, 10-planetary pinion 11,11 ＇-left and right sides semiaxis 12-driven gearwheel 13-cover plate 14- screw 15,16,18,19,22,24-spline, 17-axis hole 20,31,26-circular cone tooth
21-cylindrical shell 23,34-tooth form tooth 25,32-ladder type tooth, 27-cirque body
28-axis of a cylinder, 29-groove, 30-slot cover, 33-pilot hole, 35-guiding groove
△ 1Backlash between-driving and driven locking engagement engaging tooth;
△ 2The backlash of-center ring and left and right clutches engaged between cog;
△ 3Length of action on-left and right clutch and center ring engaging tooth two inclined-planes;
△ 4The backlash of splined between-left and right half gear and the left and right half.
βThe tooth-shape angle of the thread form tooth on-center ring 9 both ends of the surface
αThe tooth-shape angle of-active locking engagement 6 and driven locking engagement 4,4 ＇ upper trapezoid teeth
Amplify C-part
The moving direction of driven locking engagement 4,4 ＇ in K-left and right sides
The moving direction of J-left and right sides clutch 2,2 ＇
The moving direction of M-left half axle gear 1
The moving direction of N-left half axle 11.
Embodiment
As shown in Figure 1, be the automatic anti-slip tooth-embed cone gear differential mechanism of installing on certain engineering vehicle, driven gearwheel 12 is meshed with the small gear of vehicle main transmission, and semiaxis 11,11 ＇ in the left and right sides are connected with the left and right wheels of vehicle respectively.When left and right vehicle wheel rotational speed in the vehicle driving process identical (for example straight-line travelling); Between left and right driven locking engagement 4,4 ＇ and the active locking engagement 6; Under the effect of left and right sides holddown spring 3,3 ＇, all be in non-power transmission engagement between left and right clutch 2,2 ＇ and the center ring 9; At this moment; The power that is transmitted by main transmission is passed to driven gearwheel 12, is passed to left and right half 11,11 ＇ and left and right wheel through housing 5,5 ＇, planet wheel 10, left and right half gear 1,1 ＇ again through the driver pinion of main reducing gear.At this moment, this differential mechanism has the performance of common cone gear differential mechanism, does not play anti-skidding effect.
When wheel under steam for a certain reason (as normal direction of rotation go or certain sidecar wheel be absorbed in the mire skid) left and right wheel differential running occurs and (suppose that at present left side wheel rotates very fast; Right side wheels is rotated slower) time; At first make left and right driven locking engagement 4,4 ＇ and the engagement of active locking engagement 6 become the engagement lockup state shown in Figure 15 (b) by the non-power transmission engagement shown in Figure 15 (a); Thereby make left and right half gear 1,1 ＇ be in lockup state, rotate and can not continue to do differential.And the meshing relation of left and right clutch 2,2 ＇ and center ring becomes Figure 16 (b) state by Figure 16 (a).Owing to exist
△ 2＞
△ 1Relation, have a gap thereby make between the two vertical flank of tooth of right clutch 2 ＇ and the engaging tooth of center ring 9
△ 2-
△ 1Be in contactless state, be in the adjacent boundary of the non-power transmission state that will disengage between left half axle gear 1 and left half axle 11 splines, the relativeness of right axle shaft gear 1 ＇ and right axle shaft 11 ＇ splined is in power transmission state shown in Figure 17 (a).
After this; If cause the reason of left and right wheel differential running because left side wheel is absorbed in muddy generation trackslips and cause; Then owing to left and right driven locking engagement 4,4 ＇ and left and right half gear 1,1 ＇ have been in lockup state at this moment; So left and right wheel is with run-in synchronism; The power that is transmitted by main transmission will be all (when being absorbed in muddy wheel and the cohesion between ground and equalling zero) or the overwhelming majority are passed to and are not absorbed in muddy right side wheels, and this has just played the effect of automatic anti-slip, thereby has improved the performance of passing through of vehicle.If cause this moment the reason of left and right wheel differential running not cause owing to left side wheel is absorbed in the mire; But because the normal right-hand bend of vehicle is caused; Like this; Left and right driven locking engagement 4,4 ' and left and right half gear 1,1 ＇ just by locking after because the road surface of passing by than right side wheels in the road surface that left side wheel is passed by when turning right is long, again because the big backlash of employing between left and right sides semiaxis 11,11 ＇ and left and right sides differential gear 1,1 ＇
△ 4Splined, and backlash satisfies relation
△ 4>=
△ 2-
△ 1+
△ 3Therefore; Left side wheel will drive left half axle 11,11 ＇ and be ahead of left half axle gear 1,1 ＇ and quicken to rotate (because being in left and right driven locking engagement 4,4 ＇ and left and right half gear 1,1 ＇ and the slower right side wheels run-in synchronism of rotation of lockup state this moment) under the effect on road surface; Thereby drive left clutch 2 and be ahead of right clutch 2 ＇ quick rotation, make the vertical flank of tooth of the 2 ＇ engaging tooths of right clutch shown in Figure 16 (b) be in contact condition very soon with the vertical flank of tooth of center ring 9 engaging tooths with center ring.Proceed if turn to; The axial thrust load that between center ring 9 and left clutch Surface of action, produces when the moment of torsion of the quick wheel transmission in left side is during greater than the engaging force between two engaging tooths; Left clutch will outwards move with center ring vertically and break away from engagement; Thereby promoting left driven locking engagement 4 outwards moves vertically; (at this moment, the meshing relation of left and right driven locking engagement 4,4 ＇ and active locking engagement 6 is shown in Figure 15 (c), and the meshing relation of left and right clutch 2,2 ＇ and center ring 9 is shown in Figure 16 (c) with initiatively locking engagement 6 disengagements finally to make left driven locking engagement 4; Left half axle gear 1 connects the non-power transmission state shown in Figure 17 (b) that is in the moment of left half axle 11 splines, the relativeness of right axle shaft gear 1 ＇ and right axle shaft 11 ＇ splined still is in the power transmission state shown in Figure 17 (a).But because the lockup state of left and right half gear 11,11 ＇ is opened at this moment; Vehicle returns to operation under the differential mechanism state again; So left half axle gear 1,1 ＇ returns to the power transmission state shown in Figure 17 (a) very soon with connecting of left half axle 11,11 ＇ splines, thereby makes vehicle under the differential mechanism state, continue to turn to; This moment, differential mechanism had the performance of common cone gear differential mechanism, and the power that is transmitted by main transmission is close to again and equally passes to left and right wheel.This just makes this differential mechanism both have the slipping protection performance, has the performance of general differential mechanism again, and the switching of the locking of differential mechanism and differential state is automatically to realize, need not manual operation.This tooth embedding free wheel type differential mechanism of just having avoided present use is when Vehicular turn, and power is all passed to sidecar wheel at a slow speed, and the sidecar wheel does not transmit any power fast, causes left and right wheel transmitting torque off and on, makes the shortcoming of tire wear aggravation.Avoided present use differential mechanism to need manually-operated shortcoming where necessary.Having overcome power-locking differential, to increase the moment of torsion of passing to slow side semiaxis limited, and excessive friction torque will influence its differential performance, causes shortcomings such as tire wear aggravation.
When turning to end to return to straight-line travelling again; Because left and right wheel has identical rotating speed again; Therefore; Left and right driven locking engagement 4,4 ＇ and left and right clutch 2,2 ＇ will return to the state shown in Figure 15 (a), 16 (a) again under the effect of holddown spring 3,3 ＇, the state shown in Figure 17 (a) that connects of left and right half gear 1,1 ＇ and left and right half 11,11 ＇ splines.
More than be the working procedure of automatic anti-slip tooth-embed cone gear differential mechanism of the present invention, otherwise if rotate comparatively fast with right side wheels, left side wheel is rotated more slowly and analyzed, its analytic process is similar fully, repeats no more here.
Claims (1)
1. automatic anti-slip tooth-embed cone gear differential mechanism; Include left and right sides differential gear (1,1 ＇), left and right sides clutch (2,2 ＇), left and right sides holddown spring (3,3 ＇), the driven locking engagement in the left and right sides (4,4 ＇), left and right sides housing (5,5 ＇), active locking engagement (6), cross axle (7), directional post (8), center ring (9), planetary pinion (10), left and right sides semiaxis (11,11 ＇), driven gearwheel (12), cover plate (13), screw (14); Its structure characteristics is that the left and right sides semiaxis (11,11 ＇) that is connected with the wheel of vehicle respectively is installed on the same horizontal line through the axis hole on the differential casing (17) symmetrically; Between left and right sides housing (5,5 ＇) and the left and right sides semiaxis (11,11 ＇) for being slidingly matched spline (15,15 ＇s of left and right sides semiaxis (11,11 ＇) through being shaped on its axle head step; 16,16 ＇) be connected with spline on the left and right sides clutch (2,2 ＇) with left and right sides differential gear (1,1 ＇) respectively; Be connected with spline (24,24 ＇) on the driven locking engagement in the left and right sides (4,4 ＇) being shaped on spline (18,18 ＇) on the cylindrical shell (21) of left and right sides differential gear; Between left and right sides differential gear (1,1 ＇) and the driven locking engagement in the left and right sides (4,4 ＇), left and right sides holddown spring (3,3 ＇) is installed; The driven gearwheel (12) that is meshed with main drive pinion is installed on the excircle of left shell (5); Be to be shaped on groove (29) on a cirque body (27), the inner peripheral surface, the cross axle (7) of radial, symmetrical four axiss of a cylinder (28) to be arranged all around in the middle of be equipped with on the differential casing inside center position; On four axiss of a cylinder (28) of cross axle (7), be equipped with the circular arc plate-like, the planetary pinion (10) that is meshed with left and right sides differential gear (1,1 ＇) and central shaft hole and the housing that passes planetary pinion (10) be fixed together; On cirque body (27) the inner circumference position of cross axle (7), be equipped with annular, be shaped on four pilot holes (33) on four symmetrical positions on its circumference, on its both ends of the surface, be shaped on the active locking engagement (6) of stepped tooth (32); Directional post (8) is installed in pilot hole (33); At the inner circle of active locking engagement (6) center ring (a 9) ring, that be shaped on guiding groove (35) on the outer peripheral surface is installed; Be shaped on thread form tooth (34) on center ring (9) both ends of the surface and be meshed the tooth-shape angle of the thread form tooth (23,23 ＇) on thread form tooth (34) on the center ring (9) and the left and right sides clutch (2,2 ＇) with thread form tooth (23,23 ＇) on the left and right sides clutch (2,2 ＇)
βMust be greater than the friction angle between its Surface of action; Initiatively the stepped tooth (32) on locking engagement (6) both ends of the surface respectively with the driven locking engagement in the left and right sides (4,4 ＇) on stepped tooth (25,25 ＇) be meshed the stepped tooth (32 on the driven locking engagement of the stepped tooth and the left and right sides (4,4 ＇) on locking engagement (6) both ends of the surface initiatively; 25, tooth-shape angle 25 ＇)
αMust be greater than the friction angle between the mutual rubbing surface; Match with groove (29) on cross axle (7) inner peripheral surface in the upper end of directional post (8); Match with guiding groove (35) on center ring (9) excircle in the lower end; The driven locking engagement in the left and right sides (4,4 ＇) is identical with the stepped tooth number of teeth on the locking engagement (6) initiatively, and backlash does
△ 1, left and right sides clutch (2,2 ＇) is gone up with center ring (9) and is asymmetric thread form tooth, and its profile of tooth and the number of teeth are identical, and backlash does
△ 2, the length of action on left and right sides clutch and center ring engaging tooth two inclined-planes does
△ 3, the backlash that spline is connected between left and right sides semiaxis (11,11 ＇) and the left and right sides differential gear (1,1 ＇) does
△ 4, above-mentioned each backlash must satisfy:
△ 2>
△ 1And
△ 4>
△ 2-
△ 1+
△ 3
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201010192393 CN101871529B (en) | 2010-06-01 | 2010-06-01 | Automatic anti-slip tooth-embedded cone gear differential mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201010192393 CN101871529B (en) | 2010-06-01 | 2010-06-01 | Automatic anti-slip tooth-embedded cone gear differential mechanism |
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| Publication Number | Publication Date |
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| CN101871529A CN101871529A (en) | 2010-10-27 |
| CN101871529B true CN101871529B (en) | 2012-12-05 |
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|---|---|---|---|
| CN 201010192393 Expired - Fee Related CN101871529B (en) | 2010-06-01 | 2010-06-01 | Automatic anti-slip tooth-embedded cone gear differential mechanism |
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| CN104791452B (en) * | 2015-05-04 | 2017-04-26 | 湖南农业大学 | Centrifugal speed limiting differential mechanism |
| CN105042020A (en) * | 2015-05-09 | 2015-11-11 | 陈学福 | Hydraulic drive direct-geared lock differential mechanism |
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| US10788113B2 (en) | 2016-06-08 | 2020-09-29 | Zhejiang CFMOTO Power Co., Ltd. | Mechanical locking differential |
| CN206054668U (en) * | 2016-06-08 | 2017-03-29 | 浙江春风动力股份有限公司 | A kind of all-terrain vehicle and its drive mechanism |
| CN206972860U (en) | 2017-07-19 | 2018-02-06 | 浙江春风动力股份有限公司 | A kind of all-terrain vehicle and its toothed differential gear box |
| CN107630983A (en) * | 2017-11-09 | 2018-01-26 | 屠申富 | The transmission mechanism of automatic speed changing motor |
| CN108412981B (en) * | 2018-04-19 | 2023-06-20 | 广东机电职业技术学院 | Planetary gear type differential mechanism |
| CN109505499A (en) * | 2018-09-04 | 2019-03-22 | 上海核工程研究设计院有限公司 | It is a kind of can transmitting large torque personnel gate transmission case |
| CN111692309B (en) * | 2020-06-18 | 2023-09-19 | 安冬 | Structure of differential lock with flying |
| CN113958683B (en) * | 2021-10-27 | 2023-08-15 | 兰州万里航空机电有限责任公司 | Jaw type hand-operated device of electric actuator |
| CN114110122B (en) * | 2021-11-11 | 2023-09-19 | 精进电动科技股份有限公司 | Differential system |
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| US1328440A (en) * | 1914-06-04 | 1920-01-20 | Frank M Lewis | Differential mechanism |
| US2667087A (en) * | 1951-10-10 | 1954-01-26 | Patent Developers Inc | Transfer case differential mechanism |
| SU839756A1 (en) * | 1976-07-05 | 1981-06-23 | Белорусский Политехнический Институт | Vehicle differential gear |
| CN1393363A (en) * | 2001-07-01 | 2003-01-29 | 姜世远 | Differential steering mechanism for walking tractor |
| CN2786371Y (en) * | 2005-03-26 | 2006-06-07 | 曹相照 | No-parking forced locking type differential |
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2010
- 2010-06-01 CN CN 201010192393 patent/CN101871529B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1328440A (en) * | 1914-06-04 | 1920-01-20 | Frank M Lewis | Differential mechanism |
| US2667087A (en) * | 1951-10-10 | 1954-01-26 | Patent Developers Inc | Transfer case differential mechanism |
| SU839756A1 (en) * | 1976-07-05 | 1981-06-23 | Белорусский Политехнический Институт | Vehicle differential gear |
| CN1393363A (en) * | 2001-07-01 | 2003-01-29 | 姜世远 | Differential steering mechanism for walking tractor |
| CN2786371Y (en) * | 2005-03-26 | 2006-06-07 | 曹相照 | No-parking forced locking type differential |
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|---|---|
| CN101871529A (en) | 2010-10-27 |
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