CN108518473B - Main driver of vehicle and control method thereof - Google Patents
Main driver of vehicle and control method thereof Download PDFInfo
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- CN108518473B CN108518473B CN201810383512.9A CN201810383512A CN108518473B CN 108518473 B CN108518473 B CN 108518473B CN 201810383512 A CN201810383512 A CN 201810383512A CN 108518473 B CN108518473 B CN 108518473B
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- 238000000034 method Methods 0.000 title claims abstract description 11
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 21
- 238000000926 separation method Methods 0.000 claims abstract description 21
- 230000000712 assembly Effects 0.000 claims abstract description 8
- 238000000429 assembly Methods 0.000 claims abstract description 8
- 230000007246 mechanism Effects 0.000 claims description 60
- 238000011065 in-situ storage Methods 0.000 claims description 27
- 230000005540 biological transmission Effects 0.000 claims description 23
- 230000002093 peripheral effect Effects 0.000 claims description 12
- 230000009467 reduction Effects 0.000 claims description 3
- 230000009471 action Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/06—Differential gearings with gears having orbital motion
- F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H48/00—Differential gearings
- F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The invention discloses a vehicle main driver and a control method thereof, wherein the vehicle main driver comprises a shell, a main speed reducer assembly and two side reverser assemblies, wherein the main speed reducer assembly and the two side reverser assemblies are positioned in the shell; the two-side reverser assembly comprises a second differential, a stop ring and a locking ring respectively; the locking ring comprises a second engaging tooth which can realize the linkage or separation of the output half shaft and the second differential shell, and the locking ring comprises a fourth engaging tooth which can limit the rotation of the second differential shell; according to the invention, the rotation of the second differential case and the linkage between the second differential case and the output half shaft are controlled through the locking ring and the stop ring, so that the autonomous differential function of the output shafts at two sides of the vehicle under the normal running condition of the vehicle is realized, and the vehicle is ensured to have good running performance; when the output shafts on two sides are in reverse demand, the forward and reverse rotation of the output shafts on two sides can be conveniently realized under the condition that the rotation direction of the drive bevel gear is not changed, and meanwhile, the differential function is kept.
Description
Technical Field
The invention relates to the technical field of mechanical transmission devices of vehicles, in particular to a vehicle main driver capable of realizing in-situ steering of vehicles and a control method thereof.
Background
In the field of vehicle design, reducing the turning radius of the vehicle as much as possible is an important aspect for improving the performance of the vehicle, after several generations of efforts are made, special mechanisms and operating modes are developed at present to enable the vehicle to realize the in-situ steering function, the running performance of the vehicle is greatly improved, but some structures are too complex to popularize, and some structures still have a large performance improving space.
Fig. 1 shows a vehicle main driver with left and right half shafts capable of rotating in opposite directions, which is disclosed in patent CN101559714a, and provides a vehicle main driver with left and right half shafts capable of rotating in opposite directions, and the vehicle main driver mainly comprises a driving gear, a driven gear, a differential mechanism, a differential case, a main driver housing, a tooth type sleeve, left and right half shafts, an actuating mechanism and the like, wherein planetary gears in the differential mechanism can realize that the left and right half shafts are transmitted to left and right driving wheels in a mode of identical angular speeds but opposite directions, so that approximate or complete in-situ steering of a vehicle is realized. In the scheme, if the rotation direction of the driving gear is not changed, the in-situ steering of one direction of the vehicle can only be realized, and the in-situ steering of the opposite direction requires a manual control mechanism to change the rotation direction of the driving gear, so that the control mode is inconvenient, and misoperation is easy to occur.
Fig. 2 shows a vehicle main driver disclosed in patent CN204055355U, which is an improved design based on patent CN101559714a, and replaces the mechanical mechanism of the scheme of fig. 1 with two sets of electromagnetic clutches to realize switching of driving modes, but the problem in the patent of fig. 1 is still not solved, and the vehicle main driver can only realize in-situ steering in one direction when the rotation direction of the driving gear is not changed.
As shown in fig. 3, a drive axle for a straight-running locking type left-right reverse crawler vehicle disclosed in patent CN104787116B mainly comprises a transmission, a drive axle housing, left-right brakes, left-right driving wheels, a forward-reverse differential, a straight-running locking shaft and other components. The differential mechanism can realize the differential steering of the left and right tracks of the vehicle and the forward and reverse steering of the left and right tracks by operating the left brake shifting fork or the right brake shifting fork, and the differential mechanism is forcedly locked in normal operation, so that the differential mechanism has no differential function, is suitable for vehicles with track chassis, and is not suitable for road vehicles running at high speed.
In summary, the existing vehicle main transmission has the following defects:
(1) The reverse rotation of the unilateral output shaft can only be realized when the rotation direction of the drive bevel gear is unchanged, namely the vehicle can only realize the in-situ steering in one direction, the in-situ steering in the opposite direction is realized by changing the rotation direction of the drive bevel gear, the operation mode is inconvenient, misoperation is easy to occur, and the driver does not have a differential function during in-situ steering.
(2) The differential speed function is not provided, and the differential speed control device is only suitable for a transmission system of a crawler chassis and cannot be suitable for road vehicles running at high speed.
Disclosure of Invention
The invention aims to provide a vehicle main driver and a control method thereof, which can realize the autonomous differential function of output shafts at two sides under the normal running condition of a vehicle, and can conveniently realize the forward and reverse rotation of the output shafts at two sides when the output shafts at two sides have reverse demands.
The technical scheme adopted by the invention is as follows: a main driver of a vehicle comprises a shell, a main speed reducer assembly and two side reverser assemblies, wherein the main speed reducer assembly and the two side reverser assemblies are positioned in the shell;
the main speed reducer assembly comprises a driving bevel gear, a driven bevel gear and a first differential; the rotation of the driving bevel gear can drive the rotation of the driven bevel gear, and the rotation of the driven bevel gear can drive the left half shaft and the right half shaft in the first differential mechanism to rotate in the same speed and the same direction under the state of no other external force;
the commutator assembly comprises a left commutator assembly and a right commutator assembly which are arranged in mirror symmetry about the axis of the drive bevel gear;
the commutator assembly comprises a second differential, a stop ring and a locking ring; the left half shaft and the right half shaft of the first differential mechanism are coaxially arranged, and the right half shaft and the left half shaft of the second differential mechanism in the left/right commutator assembly are connected with the left half shaft and the right half shaft of the first differential mechanism in the main speed reducer; the half shaft of the second differential mechanism deviating from the first differential mechanism in the commutator assembly is an output half shaft of the main driver;
the locking ring is sleeved on the periphery of the output half shaft and can axially slide along the output half shaft; the periphery of the output half shaft and the periphery of the shell of the second differential are respectively provided with a first engaging tooth, and the periphery of the locking ring is provided with a second engaging tooth which can be independently engaged with the first engaging tooth of the output half shaft and can be simultaneously engaged with the first engaging teeth of the output half shaft and the shell of the differential; the locking ring further comprises a separation shifting fork for changing the engagement state between the second engagement tooth of the locking ring and the first engagement tooth of the differential case, and the outer end of the separation shifting fork is positioned outside the main driver case;
the stop ring is arranged between the shell and the second differential shell and can axially slide along the output half shaft; the inner peripheral part of the shell and the outer peripheral part of the shell of the second differential are respectively provided with a third meshing tooth, and the stop ring is provided with a fourth meshing tooth which can be independently and normally meshed with the third meshing tooth of the shell and the third meshing tooth of the differential shell in real time; the stop ring further comprises a stop shift fork for changing the engagement state between the fourth engagement tooth of the stop ring and the third engagement tooth of the differential case, and the outer end of the stop shift fork is positioned outside the main driver housing.
When the transmission mechanism is applied, the displacement control of the stop ring and the locking ring in the axial direction of the output shaft is carried out, so that the engagement relationship between the respective engagement teeth and the engagement teeth of the differential case is realized, and the second differential and the output half shaft rotate simultaneously when a vehicle normally runs, and the transmission mechanism is equivalent to a through shaft, so that the power transmission from the output shaft of the main speed reducer to the output half shaft of the main driver is realized; when the vehicle needs to turn in situ, the stop ring limits the rotation of the second differential shell, and the locking ring is separated from the second differential shell, so that the aim that the rotation direction of the output half shaft of the second differential is opposite to that of the output half shaft of the main speed reducer is fulfilled.
In the invention, the first differential mechanism and the second differential mechanism are both of the existing planetary differential mechanism structure, and the existing differential mechanism comprises a differential mechanism shell, a planetary shaft, a planetary gear, a half shaft gear and left and right half shafts.
Preferably, the driven bevel gear is fixedly connected with the shell of the first differential, and the gear shaft of the driven bevel gear, the left half shaft and the right half shaft of the first differential are coaxially arranged; the planetary shaft of the first differential mechanism is provided with 2 planetary gears, and the first differential mechanism drives the half shaft gears positioned on two sides of the planetary shaft to rotate through the two planetary gears.
Preferably, in the first differential and the second differential, the side gears are in driving connection with the end portions of the side shafts through involute splines.
Preferably, the right half shaft of the second differential mechanism and the left half shaft of the first differential mechanism in the left commutator assembly are the same shaft; the left half shaft of the second differential mechanism and the right half shaft of the first differential mechanism in the right commutator assembly are the same shaft.
Preferably, the first meshing teeth of the output half shaft periphery and the outer periphery of the housing of the second differential are annular external teeth, and the second meshing teeth of the locking ring periphery are annular internal teeth, so that the structure is compact. The external teeth, namely tooth tips, face away from the axle center of the output half axle, and the internal teeth, namely tooth tips, face towards the axle center of the output half axle.
Preferably, the second meshing teeth of the locking ring are always meshed with the first meshing teeth of the output half shaft; the fourth engagement teeth of the stop ring are always intermeshed with the third engagement teeth of the main drive housing.
Further, the first engaging tooth of the output half shaft and the first engaging tooth of the second differential case overlap each other in projection along the axial direction of the output half shaft. The second meshing teeth on the locking ring are common meshing teeth, the length of the teeth is only required to be increased along the axial direction, and the control tooth surface of the separation shifting fork can be axially translated in the output half shaft to realize simultaneous meshing with the first meshing teeth of the output half shaft and the first meshing teeth of the second differential shell or separation from the first meshing teeth of the second differential shell.
Preferably, the fourth engaging teeth of the stop ring include external teeth that are constantly engaged with the third engaging teeth of the inner peripheral portion of the main transmission case, and internal teeth that are engageable with the third engaging teeth of the second reduction case in a state in which the external teeth are engaged with the third engaging teeth of the case. I.e. the fourth tooth is actually a tooth assembly.
Preferably, in the fourth meshing teeth of the stop ring, the external teeth and the internal teeth are annular meshing teeth.
Preferably, the release fork is arranged parallel to the output half shaft and the stop fork is arranged perpendicular to the output half shaft. When the axial sliding control is needed to be carried out on the locking ring and the stop ring, the force is applied along the direction parallel to the axial direction of the output half shaft.
In order to realize the engagement or separation between the fourth engagement tooth and the third engagement tooth of the second differential case when the stop ring moves axially, the third engagement tooth of the main driver case and the third engagement tooth of the second differential case are projected in the vertical direction at different positions in the axial direction of the output half shaft.
The invention also discloses a control method of the vehicle main driver, which comprises the following steps:
defining a first state bit and a second state bit of the locking ring: the first state position of the locking ring is a state that the second meshing teeth are meshed with the first meshing teeth of the output half shaft only, and the second state position is a state that the second meshing teeth are simultaneously meshed with the first meshing teeth of the output half shaft and the second differential shell;
defining a first state bit and a second state bit of the stop ring: the first state position of the stop ring is a state that the fourth meshing teeth are simultaneously meshed with the third meshing teeth of the main driver shell and the second differential shell, and the second state position is a state that the fourth meshing teeth are only meshed with the third meshing teeth of the main driver shell;
when the vehicle runs normally, the locking ring and the stop ring are controlled to keep a second state position, so that the main reducer output half shaft is driven to rotate simultaneously with the second differential and the main driver output half shaft when the main bevel gear rotates;
when the vehicle needs to turn in situ, the drive bevel gear is controlled to stop rotating, then the locking ring and the stop ring at one side of the direction to be turned are controlled to be switched to a first state position according to the direction to be turned, the second differential shell at one side of the direction to be turned is locked with the main driver shell, and then the drive bevel gear is controlled to rotate again, so that the output half shaft gear of the second differential drives the main driver output half shaft to rotate in the direction opposite to the rotation direction of the main driver output half shaft.
Preferably, when the vehicle needs to turn in situ, after the drive bevel gear is controlled to stop rotating, the locking ring at one side of the direction to be turned is controlled to be switched to the first state position, then the locking ring at one side of the direction to be turned is controlled to be switched to the first state position, and then the rotation of the drive bevel gear is recovered. The control method can reduce stress damage to the second differential and the output half shaft under the action of inertia.
The axial sliding control of the stop ring and the locking ring is realized through the stop shifting fork and the separation shifting fork respectively, the controller can adopt the existing controller, and the execution of the control command can be realized through the existing execution and transmission mechanism.
Advantageous effects
The vehicle main driver can realize the autonomous differential function of the output shafts at two sides under the normal running condition of the vehicle, and ensure that the vehicle has good running performance; when the vehicle is required to turn in situ, the output shafts on two sides can be conveniently and rapidly rotated in forward and reverse directions, the vehicle is turned in situ in left and right directions, and the differential mechanism of the main speed reducer still plays a role in differential in the working condition of turning in situ. The invention has compact integral structure, convenient mechanism operation and wide application range, and can be widely applied to the fields of fire trucks, military vehicles, engineering machinery, agricultural machinery and the like.
Drawings
FIG. 1 is a schematic diagram of a main transmission of a vehicle with left and right axle shafts capable of rotating in opposite directions as disclosed in patent CN 101559714A;
FIG. 2 is a schematic diagram of a vehicle main driver disclosed in patent CN204055355U for realizing in-situ steering of a vehicle;
fig. 3 is a schematic view of a driving axle structure for a straight-traveling locking type left-right reversing crawler disclosed in patent CN 104787116B;
fig. 4 is a schematic view of the main transmission structure of the vehicle of the present invention.
Detailed Description
Further description is provided below in connection with the drawings and the specific embodiments.
Referring to fig. 4, the vehicle main drive of the present invention includes a housing 4, and a main speed reducer assembly 1 and a both-side commutator assembly 2/3 within the housing 4;
the final drive assembly 1 includes a drive bevel gear 101, a driven bevel gear 102, and a first differential; the rotation of the driving bevel gear can drive the rotation of the driven bevel gear, and the rotation of the driven bevel gear can drive the left half shaft 110 and the right half shaft 107 in the first differential mechanism to rotate in the same speed and the same direction under the condition of no other external force;
the commutator assembly comprises a left commutator assembly 2 and a right commutator assembly 3 which are arranged in mirror symmetry about the axis of the drive bevel gear 101;
the commutator assembly includes a second differential, a stop ring 204/304 and a lock ring 217/317; the left half shaft 110/107 of the first differential mechanism and the left half shaft of the second differential mechanism are coaxially arranged, and the right half shaft of the second differential mechanism in the left/right commutator assembly is connected with the left half shaft of the first differential mechanism in the main speed reducer; the half shaft of the second differential in the commutator assembly, which deviates from the first differential, is the output half shaft 218/318 of the main driver;
the locking ring 217/317 is sleeved on the periphery of the output half shaft 218/318 and can axially slide along the output half shaft; the periphery of the output half shaft and the periphery of the housing 207/307 of the second differential are respectively provided with first engaging teeth, and the periphery of the locking ring is provided with second engaging teeth 214/314 which can be independently engaged with the first engaging teeth 213/313 of the output half shaft and can be simultaneously engaged with the first engaging teeth 212/312 of the output half shaft and the differential housing; the locking ring further comprises a separation fork 215/315 for changing the engagement state between the second engagement tooth of the locking ring and the first engagement tooth of the differential housing, and the outer end of the separation fork is positioned outside the main driver housing 4;
the stop ring 204/304 is mounted between the housing 4 and the second differential housing 207/307 and is axially slidable along the output half shaft; the inner peripheral part of the shell 4 and the outer peripheral part of the shell 207/307 of the second differential are respectively provided with third engaging teeth, and the stop ring is provided with fourth engaging teeth which can be independently and normally engaged with the third engaging teeth 202/302 of the shell and can be simultaneously and mutually engaged with the third engaging teeth 206/306 of the shell and the differential shell; the stop ring further comprises a stop fork 201/301 for changing the engagement state between the fourth engagement tooth of the stop ring and the third engagement tooth of the differential case, the outer end of the stop fork being located outside the main gear housing 4.
When the transmission mechanism is applied, the displacement control of the stop ring and the locking ring in the axial direction of the output shaft is carried out, so that the engagement relationship between the respective engagement teeth and the engagement teeth of the differential case is realized, and the second differential and the output half shaft rotate simultaneously when a vehicle normally runs, and the transmission mechanism is equivalent to a through shaft, so that the power transmission from the output shaft of the main speed reducer to the output half shaft of the main driver is realized; when the vehicle needs to turn in situ, the stop ring limits the rotation of the second differential shell, and the locking ring is separated from the second differential shell, so that the aim that the rotation direction of the output half shaft of the second differential is opposite to that of the output half shaft of the main speed reducer is fulfilled.
In the invention, the first differential mechanism and the second differential mechanism are both of the existing planetary differential mechanism structure, and the existing differential mechanism comprises a differential mechanism shell, a planetary shaft, a planetary gear, a half shaft gear and left and right half shafts.
Example 1
In the embodiment, the driven bevel gear 102 is fixedly connected with the housing 105 of the first differential, and the gear shaft of the driven bevel gear and the left half shaft and the right half shaft of the first differential are coaxially arranged; the planetary shaft 103 of the first differential is provided with 2 planetary gears 104/108, and the first differential drives the side gears on two sides of the planetary shaft to rotate through the two planetary gears. The number of the planetary gears can be arranged into 4 according to the transmission requirement, which is the prior art.
In the first differential and the second differential, the side gears 109/106/210/209/309/310 are in driving connection with the respective side ends via involute splines.
The right half shaft of the second differential mechanism and the left half shaft of the first differential mechanism in the left commutator assembly 2 are the same shaft 110; the left half shaft of the second differential in the right commutator assembly is the same shaft 107 as the right half shaft of the first differential.
The first meshing teeth of the output half shaft periphery and the shell periphery of the second differential mechanism are annular external teeth, the second meshing teeth of the locking ring periphery are annular internal teeth, and the structure is compact. The external teeth, namely tooth tips, face away from the axle center of the output half axle, and the internal teeth, namely tooth tips, face towards the axle center of the output half axle.
The second meshing teeth of the locking ring are always meshed with the first meshing teeth of the output half shaft; the fourth engagement teeth of the stop ring are always intermeshed with the third engagement teeth of the main drive housing.
Further, the first engaging tooth of the output half shaft and the first engaging tooth of the second differential case overlap each other in projection along the axial direction of the output half shaft. The second meshing teeth on the locking ring are common meshing teeth, the length of the teeth is only required to be increased along the axial direction, and the control tooth surface of the separation shifting fork can be axially translated in the output half shaft to realize simultaneous meshing with the first meshing teeth of the output half shaft and the first meshing teeth of the second differential shell or separation from the first meshing teeth of the second differential shell.
The fourth engaging teeth of the stop ring include external teeth 203/303 which are normally engageable with the third engaging teeth 202/302 of the inner peripheral portion of the main transmission case, and internal teeth 205/305 which are engageable with the third engaging teeth 206/306 of the second reduction case in a state in which the external teeth are engaged with the third engaging teeth of the case. I.e. the fourth tooth is actually a tooth assembly.
In the fourth meshing teeth of the stop ring, the external teeth and the internal teeth are annular meshing teeth.
The separation shifting fork is parallel to the output half shaft, and the stop shifting fork is perpendicular to the output half shaft. When the axial sliding control is needed to be carried out on the locking ring and the stop ring, the force is applied along the direction parallel to the axial direction of the output half shaft.
In order to realize the engagement or separation between the fourth engagement tooth and the third engagement tooth of the second differential case when the stop ring moves axially, the third engagement tooth of the main driver case and the third engagement tooth of the second differential case are projected in the vertical direction at different positions in the axial direction of the output half shaft.
The control method of the vehicle main driver in the above embodiment includes:
defining a first state bit and a second state bit of the locking ring: the first state position of the locking ring is a state that the second meshing teeth are meshed with the first meshing teeth of the output half shaft only, and the second state position is a state that the second meshing teeth are simultaneously meshed with the first meshing teeth of the output half shaft and the second differential shell;
defining a first state bit and a second state bit of the stop ring: the first state position of the stop ring is a state that the fourth meshing teeth are simultaneously meshed with the third meshing teeth of the main driver shell and the second differential shell, and the second state position is a state that the fourth meshing teeth are only meshed with the third meshing teeth of the main driver shell;
when the vehicle runs normally, the locking ring and the stop ring are controlled to keep a second state position, so that the main reducer output half shaft is driven to rotate simultaneously with the second differential and the main driver output half shaft when the main bevel gear rotates;
when the vehicle needs to turn in situ, the drive bevel gear is controlled to stop rotating, then the locking ring and the stop ring at one side of the direction to be turned are controlled to be switched to a first state position according to the direction to be turned, the second differential shell at one side of the direction to be turned is locked with the main driver shell, and then the drive bevel gear is controlled to rotate again, so that the output half shaft gear of the second differential drives the main driver output half shaft to rotate in the direction opposite to the rotation direction of the main driver output half shaft.
The axial sliding control of the stop ring and the locking ring is realized through the stop shifting fork and the separation shifting fork respectively, the controller can adopt the existing controller, and the execution of the control command can be realized through the existing execution and transmission mechanism.
In order to reduce stress damage caused to the second differential and the output half shaft under the action of inertia, when the vehicle needs to turn in situ, after the drive bevel gear is controlled to stop rotating, the locking ring at one side of the direction to be turned is controlled to be switched to a first state position, then the locking ring at one side of the direction to be turned is controlled to be switched to the first state position, and then the rotation of the drive following bevel gear is recovered.
Example 2
Referring to the embodiment shown in fig. 4, in this embodiment, the final drive assembly 1 is of a conventional final drive structure, and the driven bevel gear 102 is fixedly connected to the first differential housing 105; planet gears 104 and 108 are disposed on planet axle 103, in meshing engagement with side gears 106 and 109, and the first differential planet gears may be disposed in two (e.g., 104 and 108 in FIG. 4) or four, depending on the transmission requirements; involute splines are arranged at two ends of the left half shaft 110 and the right half shaft 107, and one opposite end of the left half shaft 110 and the right half shaft is matched with the involute splines on the half shaft gears 109 and 106 respectively.
The rotation of the driven bevel gear 102 causes the planetary shaft 103 fixedly connected with the first differential housing 105 to drive the planetary gears 104 and 108 to rotate, and the left half shaft 110 and the right half shaft 107 are driven to rotate in the same direction and at the same speed when the differential speed is not required, and the differential speed function of the left half shaft 110 and the right half shaft 107 is realized when the differential speed is required.
The left and right commutator assemblies 2 and 3 are arranged in mirror symmetry about the drive bevel gear 101 axis; the main body of the reverser is also a set of planetary differential mechanism, and an involute spline is arranged on the half-shaft gear 209 (309) and is matched with an external spline on the left half-shaft 110 (right half-shaft 107); planet gears 208 and 216 (308 and 316) are disposed on planet axle 211 (311) in meshing engagement with side gears 209 and 210 (309 and 310); the planetary shaft 211 (311) is fixedly connected with the reversing (second) differential housing 207 (307), and external teeth 206 (306) and 212 (312) are arranged on the reversing differential housing 207 (307); external teeth 203 (303) and internal teeth 205 (305) are arranged on the stop ring 204 (304), the stop ring 204 (304) can axially slide through a stop shifting fork 201 (301), the external teeth 203 (303) and the stop teeth 202 (302) integrated on the housing 4 are in a constant meshed state, the stop ring 204 (304) cannot rotate around the shaft, the length (i.e. the axial width) of the external teeth 203 (303) allows the internal teeth 205 (305) on the stop ring 204 (304) to be meshed with the external teeth 206 (306) on the reversing differential housing 207 (307) when the stop ring 204 (304) slides, so that the reversing differential housing 207 (307) is stopped; involute splines are arranged on the side gear 210 (310) and matched with external splines arranged on the output half shaft 218 (318), and external teeth 213 (313) are arranged on the output half shaft 218 (318); the inner teeth 214 (314) are arranged on the locking ring 217 (317), the locking ring 217 (317) can axially slide through the separation fork 215 (315), the inner teeth 214 (314) and the outer teeth 213 (313) are in a normal meshing state, the locking ring 217 (317) rotates along with the output half shaft 218 (318), and the length of the inner teeth 214 (314) allows the locking ring 217 (317) to axially slide so as to realize meshing and separation of the inner teeth 214 (314) and the outer teeth 212 (312); the left side stop fork 201 and the separation fork 215 can be linked through a control mechanism, and the right side stop fork 301 and the separation fork 315 can be linked through a control mechanism.
During normal driving conditions, the stop fork 201 (301) is in a free state, and the inner teeth 205 (305) on the stop ring 204 (304) are separated from the outer teeth 206 (306); the disengaging fork 215 (315) is in a free state, the internal teeth 214 (314) on the locking ring 217 (317) are simultaneously meshed with the external teeth 213 (313) on the output half shaft 218 (318) and the external teeth 212 (312) on the reversing differential housing 207 (307), the locking ring 217 (317) fixes the output half shaft 218 (318) and the reversing differential housing 207 (307) as a whole, so that the reversing differential housing 207 (307), the side gears 209 and 210 (309 and 310), the planetary gears 208 and 216 (308 and 316), the output half shaft 218 (318) and the left half shaft 110 (right half shaft 107) do not have relative movement, and at the moment, the left reverser assembly 2 and the right reverser assembly 3 are equivalent to two through shafts, so that the power transmission of the main speed reducer assembly 1 is realized.
In-situ steering conditions, the wheels on both sides of the in-situ steering requirement rotate in opposite directions, i.e., the output half shaft 218 and the output half shaft 318 rotate in opposite directions, and the switching of the steering conditions is required to be performed in a state where the main drive bevel gear 101 is stationary, the input end of the main drive bevel gear 101 is used as the front end of the vehicle, and in normal forward conditions, the main drive bevel gear 101 rotates anticlockwise when looking forward from the rear end of the vehicle. When the left output half shaft 218 is required to reverse, the left in-situ steering mode is switched, the disengaging fork 215 is firstly actuated, the locking ring 217 slides leftwards, the internal teeth 214 are disengaged from the external teeth 212, the output half shaft 218 can relatively rotate with the reversing differential housing 207, then the locking fork 201 is actuated, the locking ring 204 slides rightwards, the internal teeth 205 are engaged with the external teeth 206, and the reversing differential housing 207 is locked with the driver housing 4. The drive bevel gear 101 rotates, the right commutator 3 rotates in the same direction and speed as the right half shaft 107 in the normal running mode, the left half shaft 110 drives the half shaft gear 209 to rotate, and the planet gears 208 and 216 rotate rapidly around the planet shaft 211 under the drive of the left half shaft 110 and the half shaft gear 209 due to the stop of the reversing differential housing 207, so that the half shaft gear 210 and the output half shaft 218 are driven to rotate in the same speed and in the opposite direction. When the right side output half shaft 318 is required to reverse, the right in-situ steering mode is switched, the disengaging fork 315 first acts, the locking ring 317 slides rightward, the internal teeth 314 are disengaged from the external teeth 312, the output half shaft 318 can rotate relative to the reversing differential housing 307, the locking fork 301 then acts, the locking ring 304 slides leftward, the internal teeth 305 engage with the external teeth 306, and the reversing differential housing 307 is locked with the driver housing 4. The drive bevel gear 101 rotates, the left commutator 2 rotates in the same direction and speed as the left half shaft 110 in the normal running mode, the right half shaft 107 drives the half shaft gear 309 to rotate, and the planet gears 308 and 316 rotate rapidly around the planet shaft 311 due to the stop of the reversing differential housing 307, so that the half shaft gear 310 and the output half shaft 318 rotate in the same speed and in the opposite direction. When the left and right in-situ steering modes are switched, the power input of the drive bevel gear 101 is only required to be cut off temporarily, so that the drive bevel gear is kept still, the steering is not required to be changed, and the switching of the left and right in-situ steering modes is realized only through the linkage control of the middle separation shifting fork and the locking shifting fork of the left and right commutator assemblies, so that the mode switching is convenient and flexible.
In summary, according to the vehicle main driver and the control method thereof, the rotation of the second differential case and the linkage between the second differential case and the output half shaft are controlled through the locking ring and the locking ring, so that the autonomous differential function of the output shafts at two sides of the vehicle under the normal running working condition of the vehicle is realized, and the vehicle is ensured to have good running performance; when the output shafts on two sides are in reverse demand, the forward and reverse rotation of the output shafts on two sides can be conveniently realized under the condition that the rotation direction of the drive bevel gear is not changed, and meanwhile, the differential function is kept.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present invention, and such modifications and variations should also be regarded as being within the scope of the invention.
Claims (10)
1. A main driver of a vehicle is characterized by comprising a shell, a main speed reducer assembly and two side reverser assemblies, wherein the main speed reducer assembly and the two side reverser assemblies are positioned in the shell;
the main speed reducer assembly comprises a driving bevel gear, a driven bevel gear and a first differential; the rotation of the driving bevel gear can drive the rotation of the driven bevel gear, and the rotation of the driven bevel gear can drive the left half shaft and the right half shaft in the first differential mechanism to rotate in the same speed and the same direction under the state of no other external force;
the commutator assembly comprises a left commutator assembly and a right commutator assembly which are arranged in mirror symmetry about the axis of the drive bevel gear;
the commutator assembly comprises a second differential, a stop ring and a locking ring; the left half shaft and the right half shaft of the first differential mechanism are coaxially arranged, and the right half shaft and the left half shaft of the second differential mechanism in the left/right commutator assembly are connected with the left half shaft and the right half shaft of the first differential mechanism in the main speed reducer; the half shaft of the second differential mechanism deviating from the first differential mechanism in the commutator assembly is an output half shaft of the main driver;
the locking ring is sleeved on the periphery of the output half shaft and can axially slide along the output half shaft; the periphery of the output half shaft and the periphery of the shell of the second differential are respectively provided with a first engaging tooth, and the periphery of the locking ring is provided with a second engaging tooth which can be independently engaged with the first engaging tooth of the output half shaft and can be simultaneously engaged with the first engaging teeth of the output half shaft and the shell of the differential; the locking ring further comprises a separation shifting fork for changing the engagement state between the second engagement tooth of the locking ring and the first engagement tooth of the differential case, and the outer end of the separation shifting fork is positioned outside the main driver case;
the stop ring is arranged between the shell and the second differential shell and can axially slide along the output half shaft; the inner peripheral part of the shell and the outer peripheral part of the shell of the second differential are respectively provided with a third meshing tooth, and the stop ring is provided with a fourth meshing tooth which can be independently and normally meshed with the third meshing tooth of the shell and the third meshing tooth of the differential shell in real time; the stop ring further comprises a stop shift fork for changing the engagement state between the fourth engagement tooth of the stop ring and the third engagement tooth of the differential case, and the outer end of the stop shift fork is positioned outside the main driver housing.
2. The vehicular main transmission according to claim 1, wherein the driven bevel gear is fixedly connected to the housing of the first differential, and a gear shaft of the driven bevel gear is coaxially disposed with the left half shaft and the right half shaft of the first differential; the planetary shaft of the first differential mechanism is provided with 2 planetary gears, and the first differential mechanism drives the half shaft gears positioned on two sides of the planetary shaft to rotate through the two planetary gears.
3. The vehicle main drive of claim 1, wherein the side gears are drivingly connected to the axle ends by involute splines in the first differential and the second differential.
4. The vehicle main drive of claim 1, wherein the right half shaft of the second differential and the left half shaft of the first differential in the left commutator assembly are the same shaft; the left half shaft of the second differential mechanism and the right half shaft of the first differential mechanism in the right commutator assembly are the same shaft.
5. The vehicular main transmission according to claim 1, wherein the first meshing teeth of the output shaft peripheral portion and the housing outer peripheral portion of the second differential are annular external teeth, and the second meshing teeth of the lock ring peripheral portion are annular internal teeth.
6. The vehicle main drive of claim 1, wherein the second engagement teeth of the locking ring are always intermeshed with the first engagement teeth of the output half shaft; the fourth engagement teeth of the stop ring are always intermeshed with the third engagement teeth of the main drive housing.
7. The vehicle main drive of claim 6, wherein the first tooth of the output axle and the first tooth of the second differential housing overlap each other when projected axially along the output axle.
8. The vehicular main transmission according to claim 1, wherein the fourth engaging teeth of the stop ring include external teeth that are constantly engaged with the third engaging teeth of the inner peripheral portion of the main transmission case, and internal teeth that are engageable with the third engaging teeth of the second reduction case in a state in which the external teeth are engaged with the third engaging teeth of the case.
9. A control method based on a vehicular main transmission according to any one of claims 1 to 8, characterized by comprising:
defining a first state bit and a second state bit of the locking ring: the first state position of the locking ring is a state that the second meshing teeth are meshed with the first meshing teeth of the output half shaft only, and the second state position is a state that the second meshing teeth are simultaneously meshed with the first meshing teeth of the output half shaft and the second differential shell;
defining a first state bit and a second state bit of the stop ring: the first state position of the stop ring is a state that the fourth meshing teeth are simultaneously meshed with the third meshing teeth of the main driver shell and the second differential shell, and the second state position is a state that the fourth meshing teeth are only meshed with the third meshing teeth of the main driver shell;
when the vehicle runs normally, the locking ring and the stop ring are controlled to keep a second state position, so that the main reducer output half shaft is driven to rotate simultaneously with the second differential and the main driver output half shaft when the main bevel gear rotates;
when the vehicle needs to turn in situ, the drive bevel gear is controlled to stop rotating, then the locking ring and the stop ring at one side of the direction to be turned are controlled to be switched to a first state position according to the direction to be turned, the second differential shell at one side of the direction to be turned is locked with the main driver shell, and then the drive bevel gear is controlled to rotate again, so that the output half shaft gear of the second differential drives the main driver output half shaft to rotate in the direction opposite to the rotation direction of the main driver output half shaft.
10. The method of claim 9, wherein when the vehicle is in-situ steered, after the drive bevel gear is controlled to stop rotating, the lock ring on the side of the direction to be turned is controlled to be switched to the first state position, then the lock ring on the side of the direction to be turned is controlled to be switched to the first state position, and then the rotation of the drive bevel gear is resumed.
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| CN201810383512.9A CN108518473B (en) | 2018-04-26 | 2018-04-26 | Main driver of vehicle and control method thereof |
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| CN201810383512.9A CN108518473B (en) | 2018-04-26 | 2018-04-26 | Main driver of vehicle and control method thereof |
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| CN112049915B (en) * | 2019-06-05 | 2022-04-22 | 哈尔滨工业大学 | A multi-axle differential device |
| CN110562035B (en) * | 2019-08-21 | 2022-11-18 | 陈云云 | Walking and arbitrary steering chassis of crawler vehicle and control method thereof |
| CN112429078A (en) * | 2020-11-27 | 2021-03-02 | 徐工集团工程机械有限公司 | Control method and control system for engineering vehicle |
| CN113459803B (en) * | 2021-08-16 | 2022-06-14 | 李重生 | Automobile capable of rotating in situ and application method thereof |
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Effective date of registration: 20220715 Address after: No.26 tuolanshan Road, Xuzhou Economic and Technological Development Zone, Xuzhou City, Jiangsu Province Applicant after: Jiangsu Xugong Construction Machinery Research Institute Co.,Ltd. Address before: 221004 26 Jinshan Road, Jinshan Bridge Economic Development Zone, Xuzhou, Jiangsu Applicant before: XCMG CONSTRUCTION MACHINERY Co.,Ltd. |
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Application publication date: 20180911 Assignee: Xuzhou Heavy Machinery Co.,Ltd. Assignor: Jiangsu Xugong Construction Machinery Research Institute Co.,Ltd. Contract record no.: X2023320000223 Denomination of invention: A vehicle main transmission and its control method Granted publication date: 20230602 License type: Common License Record date: 20231030 |
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