CN113415156A

CN113415156A - Self-adaptive differential beneficial to vehicle body stability

Info

Publication number: CN113415156A
Application number: CN202110764750.6A
Authority: CN
Inventors: 谭晓宇; 谭菲; 谭承志
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-07-07
Filing date: 2021-07-07
Publication date: 2021-09-21
Anticipated expiration: 2041-07-07
Also published as: CN113415156B

Abstract

An adaptive differential facilitating vehicle body stabilization includes a differential main body, the differential housing portions are symmetrical in front and back, that is, a front housing is symmetrical to a rear housing; the front shell and the rear shell are symmetrical up and down and left and right; the differential is rotatably arranged on a frame of the motor vehicle. The invention has simple structure, convenient use, low manufacturing cost or modification cost and easy maintenance, solves various problems of the differential in the prior art, realizes stronger support of the differential on the stability of the vehicle body, has high adaptability and can be well adapted to various motor vehicles such as automobiles, motor tricycles and four-wheel motorcycles without influencing power transmission. The driving device can be used for rear drive, front drive, four-wheel drive and other driving modes.

Description

Self-adaptive differential beneficial to vehicle body stability

Technical Field

The invention relates to the field of motor vehicles, in particular to a self-adaptive differential beneficial to vehicle body stability.

Background

The differential is a mechanism which enables the left and right or front and rear driving wheels of the motor vehicle to rotate at different rotating speeds. When the motor vehicle runs in a turn or on an uneven road surface, the left wheel and the right wheel roll at different rotating speeds, namely, the pure rolling motion of the driving wheels at two sides is ensured. However, the existing differentials have certain disadvantages, the most important of which is that the connecting or assembling mode is fixedly assembled on the axle or the frame, and the functional support for the inclination bending of the vehicle body is limited. Due to the specific arrangement form, the adaptation range of each type of differential is limited, namely, the differential cannot be flexibly adapted to different motor vehicle driving types.

Disclosure of Invention

The invention aims to overcome the defects of the prior art and provide the differential mechanism which is simple in structure, safe, reliable and convenient to use and is beneficial to stabilizing the vehicle body and realizing the self-adaptive angle balance.

The device comprises a differential main body, wherein the differential shell parts are symmetrical front and back, namely a front shell and a rear shell;

the front shell and the rear shell are symmetrical up and down and left and right;

the differential is rotatably arranged on a frame of the motor vehicle.

Furthermore, a fixing plate is arranged on the frame, and the differential is rotatably connected to the fixing plate through the fixing plate in a manner of being matched with the bearing seat or the rotating sleeve.

Further, the differential is in power connection with the rotating wheels through constant velocity universal joints;

hubs on two sides of the motor vehicle are respectively hinged on the axle through connecting rods;

and a stabilizer bar is hinged between the differential and the hub.

Further, the half shaft portion of the constant velocity universal joint is in the form of a spline sleeve.

That is to say, the symmetrical differential mechanism arranged in a rotating way is matched with the axle part, so that wheels can synchronously deflect at a certain angle when the vehicle turns, and the stability of the vehicle is kept favorably.

Furthermore, the differential mechanism is fixedly connected with a half shaft tube, and the half shaft tube is connected with the hub through the half shaft.

That is to say, the differential mechanism that rotates the setting passes through the central siphon directly to wheel hub, and at turn or road surface uneven, the sub vehicle frame is whole to deflect to cooperate the action of turning.

Furthermore, the front shell and the rear shell of the differential are symmetrical, and the differential can be realized by adopting a symmetrical shell which is arranged outside the differential in the prior art in an auxiliary way.

The invention has the beneficial effects that: the invention has simple structure, convenient use, low manufacturing cost or modification cost and easy maintenance, solves various problems of the differential in the prior art, realizes stronger support of the differential on the stability of the vehicle body, has high adaptability and can be well adapted to various motor vehicles such as automobiles, motor tricycles and four-wheel motorcycles without influencing power transmission. The driving device can be used for rear drive, front drive, four-wheel drive and other driving modes.

Drawings

FIG. 1 is a schematic structural diagram of an embodiment 1 of an adaptive differential for vehicle body stabilization according to the present invention;

FIG. 2 is a partial schematic structural view of an embodiment 1 of an adaptive differential for vehicle body stabilization according to the present invention;

FIG. 3 is a schematic cross-sectional view of an embodiment 1 of an adaptive differential for vehicle body stabilization according to the present invention;

FIG. 4 is a schematic structural diagram of an embodiment 2 of the adaptive differential for vehicle body stabilization according to the present invention;

FIG. 5 is a partial schematic structural view of an embodiment 2 of an adaptive differential for vehicle body stabilization according to the present invention;

reference numerals:

1-connecting rod 2-differential mechanism 3-constant velocity universal joint 4-stabilizer bar 5-fixed plate 6-semi-axle tube

The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.

Detailed Description

Example 1

Referring to fig. 1, 2 and 3, the adaptive differential for vehicle body stabilization according to the present invention includes a differential 2 main body, wherein the differential 2 housing portions are symmetrical front and back, that is, the front housing is symmetrical to the rear housing;

the differential 2 is rotatably arranged on a frame of the motor vehicle.

Furthermore, a fixing plate 5 is arranged on the frame, and the differential 2 is rotatably connected to the fixing plate 5 through the fixing plate 5 in cooperation with a bearing seat or a rotating sleeve.

Further, the differential 2 is in power connection with rotating wheels through a constant velocity universal joint 3;

hubs on two sides of the motor vehicle are respectively hinged on the axle through a connecting rod 1;

and a stabilizer bar 4 is hinged between the differential 2 and the hub.

Further, the half shaft portion of the constant velocity universal joint 3 is in the form of a spline sleeve.

Furthermore, the front and rear shells of the differential 2 are symmetrical, and can be realized by adopting a symmetrical shell which is arranged outside the differential in the prior art.

That is to say, the rotationally arranged symmetrical differential 2 is matched with the axle part, so that when the vehicle turns, wheels synchronously deflect at a certain angle, and the stability of the vehicle is kept favorably.

Example 2

Referring to fig. 4 and 5, the adaptive differential facilitating vehicle body stabilization according to the present invention includes a differential 2 main body, wherein the differential 2 housing portions are symmetrical in front and back, that is, the front housing is symmetrical to the rear housing;

the differential 2 is rotatably arranged on a frame of the motor vehicle.

Further, differential mechanism 2 fixed connection semi-axis pipe 6, semi-axis pipe 6 passes through semi-axis hub connection wheel hub.

That is to say, the differential mechanism 2 that rotates the setting directly links the wheel hub through the central siphon 6, and at the turn or when the road surface is uneven, the sub vehicle frame wholly deflects and coordinates the action of turning.

The equipment is especially suitable for three-wheel and four-wheel motorcycles, and in detail, when the four-wheel motorcycle turns, in order to counteract centrifugal force generated during turning, the four-wheel motorcycle needs to perform bending action, namely, the motorcycle body inclines to a certain angle with the ground along the turning direction, so that the vehicle can keep balance. When the vehicle body inclines, the wheels on the left side and the wheels on the right side can be driven to incline simultaneously, and the inclining directions and angles of the inner sides of the wheels on the two sides are different, because the traditional differential is fixedly arranged on the vehicle frame or the vehicle body, the angle can not be changed, and the differential can not be used on a three-four-wheel motorcycle.

Particularly, the related problems are more prominent in the narrow-track three-wheel and four-wheel motorcycles with the track less than one meter. When the traditional differential is used on an independent suspension, under a normal state, a line is approximate to a straight line between a differential half shaft and a wheel hub, and the line is 180 degrees. When the vehicle body tilts towards two sides, wheels at two sides can be driven to tilt, and the universal joint at one side of the differential mechanism and the universal joint on the corresponding wheel hub move towards opposite directions to form a certain angle. Between the two universal joints, the half shaft limits the angle change between the two universal joints because there is a half shaft connection, and the universal joint and half shaft connection are limited in angle. The shorter the half-shaft, the greater this limitation. The length of the half shaft is fixed, and when the relative angle of the two universal joints is changed, the distance between the two universal joints can be increased, so that the joint of the half shaft falls off or is damaged, and the axle cannot normally run.

The front end and the rear end of the symmetrical differential mechanism adopted by the invention are rotatably connected on the fixing plates at the two ends through bearings or rotating sleeves, and a rotatable component can be formed relative to the vehicle body. When the vehicle body tilts towards the left side and the right side, the transverse stabilizer bar can pull the differential mechanism to rotate oppositely, the differential mechanism, the half shaft and the wheel hub form a straight line which is approximately 180 degrees, no angle difference exists, the angle of opposite direction movement between universal joints at two sides of the differential mechanism and the universal joint of the opposite wheel hub is not limited, and the vehicle body can be tilted and bent at the maximum angle.

On non-independent axle, or whole axle, traditional differential mechanism and axle upper half axle casing fixed connection, the automobile body passes through spring damper to be connected at the both ends of axle, makes the automobile body can not make the action of inclining to the left and right sides. The invention adopts the technical scheme that two sides of a differential are fixedly connected to two axle housings of an axle to form bilateral symmetry. The front end and the rear end of the differential mechanism are rotatably installed on fixing plates at two ends through bearings or rotating sleeves, the fixing plates are fixedly connected to an auxiliary frame and connected to a vehicle body through spring dampers, and the auxiliary frame and the fixing plates of the vehicle body form a member taking the central line of the differential mechanism as a movable circle center and can perform the action of inclining to the left side and the right side.

While there have been shown and described what are at present considered the fundamental principles and essential features of the invention and its advantages, it will be apparent to those skilled in the art that the invention is not limited to the details of the foregoing exemplary embodiments, but is capable of other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims

1. The utility model provides a do benefit to stable self-adaptation differential mechanism of automobile body, includes the differential main part, its characterized in that: the differential shell part is symmetrical front and back, namely the front shell and the rear shell are symmetrical;

the differential is rotatably arranged on a frame of the motor vehicle.

2. The adaptive differential facilitating vehicle body stabilization according to claim 1, wherein a fixing plate is arranged on the vehicle frame, and the differential is rotatably connected to the fixing plate through the fixing plate in cooperation with a bearing seat or a rotating sleeve.

3. The adaptive differential for vehicle body stabilization according to claim 1, wherein said differential is dynamically connected to the rotating wheels by constant velocity joints;

and a stabilizer bar is hinged between the differential and the hub.

4. An adaptive differential for vehicle body stabilization according to claim 3, wherein the half shaft portions of the constant velocity joints are in the form of splined sleeves.

5. The adaptive differential for vehicle body stabilization according to claim 1, wherein the differential is fixedly connected with a half shaft tube, and the half shaft tube is connected with a hub through the half shaft.

6. The adaptive differential for vehicle body stabilization according to claim 1, wherein the symmetric form of the front and rear cases of the differential can be realized by using a symmetric outer case which is additionally installed outside the differential in the prior art.