WO2016168905A1

WO2016168905A1 - System and device aimed at absorbing shocks, noise, and random frequencies, provided with an automatic mechanical limitation, and applicable in automotive differential gears

Info

Publication number: WO2016168905A1
Application number: PCT/BR2015/000059
Authority: WO
Inventors: João Bosco Bernardes DA COSTA
Original assignee: BERNARDES, Heloisa Elizabethe
Priority date: 2015-04-24
Filing date: 2015-04-24
Publication date: 2016-10-27

Abstract

System and device aimed at absorbing shocks, noise, and random frequencies, provided with an automatic mechanical limitation, and applicable in automotive differential gears (12). The object of this invention may be applied to all conical coupling gears whose description shall be based on its application on both internal and external components of automobile differential gear case, as well as on buses, trucks, farm tractors, angledozers, etc. When applied to internal and external gears of automotive differential gears (12), the object of this patent furthers the State of the Art due to the following results that eliminates satellites axle torsion; reduces the effects of shocks, vibrations, and random frequencies, reduces noise in differential gears (12); reduces wear in differential gears (12); increases differential gears life cycle; reduces differential gears-related warranty cost; reduces manufacturing cost as no phosphatization of differential gear components is required; reduces assembly labour cost and reduces manufacturing cost of parts owing to increased dimensional tolerance margins. It eliminates the damaging consequences of the torsion stress transmission that reach the satellites axle, in its entirety, once it is replaced with two half-axles (15) that act individually without contacting each other, and protecting, at the same time, the holes through which the satellites axle is inserted on the case side walls. It allows for the half-axles (15), as opposed to the current State of the Art, to freely rotate inside the holes placed diametrically on the case; thereby turning the only pitch point between the satellites axle and its respective holes, through which the satellites are attached to the case, into multiple and variable ones, thus preventing the erosion caused by use to build up on a single area of the satellites axle and the case holes. The half-axle (15) used in the object of this invention may freely rotate and, additionally, allow for the satellites to freely rotate around them.

Description

SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS Field of the present invention

• Reduction of spurious stress, noise and random frequencies on axles and coupling gears.

• Increased life cycle of automotive differential gears.

• Decreased automotive gears manufacturing cost and assembly processes.

The object of this invention may be applied to all conical coupling gears whose description shall be based on its application on both internal and external components of automobile differential gear case, as well as on buses, trucks, farm tractors, angledozers, etc.

This specific application of the object of the present invention allows us to understand, at the same time, the structure and functioning and its generalization in other applications, in addition to taking into consideration economical reasons as automotive differential gears are manufactured in the order of 90 million units per year, based on 2013 production data.

In order for the object of the present invention to be applied to both internal and external components of differential gears, it is accompanied by other innovations aimed to change these specific environments so as to optimize their work. The object of this invention may also be applied to traditional modern differential gears, at low cost, just by adding the mechanical element that is responsible for the absorption of shocks, noise and random frequencies, with a mechanical limitation added to the automatic one, developed along with the host of solutions presented hereinafter.

When applied to internal and external gears of automotive differential gears, the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS furthers the State of the Art due to the following results:

A. Eliminates satellites axle torsion.

B. Reduces the effects of shocks, vibrations, and random frequencies.

C. Reduces noise in differential gears.

D. Reduces wear in differential gears.

E. Increases differential gears life cycle.

F. Reduces differential gears-related warranty cost.

G. Reduces manufacturing cost as no phosphatization of differential gear components is required.

H. Reduces assembly labor cost.

I. Reduces manufacturing cost of parts owing to increased dimensional tolerance margins.

Current State of the Art

The automotive differential gear is a perfect example of geared couplings subjected to millions of shocks throughout its lifetime. Due to its design, it generates noise and random frequencies that are difficult to be either mitigated or eliminated. It is a key component for automotive transmission, through which the engine's power is transmitted through the secondary gearbox axle to vehicles driving wheels. It is intended to change relative speeds of driving wheels, both internal and external in relation to curves, due to the different trajectories these wheels are supposed to cover in different circumferences, thereby eliminating the disastrous effects of a vehicle loss of control event.

In order for a differential gear to meet its mechanical purpose, it suffers large torsion stress, vibrations and diverse shocks, and as it is subject to high stress, it is responsible for the vehicle's performance, most of its acoustic comfort and safety in curves. A differential gear is highly important for the automotive industry: maintaining each make's good name and as the manufacturer of acoustically comfortable, dependable and safe vehicles, with long-term warranty and low maintenance cost.

Reducing cost and maintaining quality in the automotive industry is a real must in face of ferocious international competition; Asian manufacturers offer a five-year warranty for basic vehicle parts.

In order for industries to reduce manufacturing costs, they have developed the so-called "platform" concept through which the same mechanical components are used in various segments of models that are close to each other, thereby making up a "family", whose mechanical components are manufactured on large scale so as to reduce individual costs.

When the mechanical quality of a family is built up that way and wins the confidence of consumers, the number of "family" members increase with time and it stays longer in the market, thanks to either minor or major body design changes, thereby keeping cost reduction and scale gains in force. However, companies will lose big time if consumers stop placing their confidence on such platform, and the whole family is condemned.

Defects beyond solution represent a real threat to the brand. Considering that a brand value is greater than equity tangible values, automobiles, utility vehicles and modern trucks cannot run the risk of having a non-reliable and troublesome mechanics.

The differential gear is a vehicle's third most expensive component, second to the gearbox that, in turn, is preceded by the engine.

Every differential gear comprises an extremely simple and ingenious mechanical assembly, which, however, has been subjected to a few minor improvements over the course of its century-old existence.

Its basic structure and principle remain the same.

Illustration and description of the State of the Art of modern differential gears Figure 1 shows a schematic crosscut of a modern differential gear that depicts current State of the Art and is taken from the position at which it is applied to the vehicle, that is, a crosscut starting at the front part of the disk that is formed by any of the driving wheels of any self-propelling vehicle and that runs approximately through half of the spherical volume of the differential gear. The purpose of Figure 1 in this Report is to illustrate the State of the Art, provide reference to the description of problems deemed inherent to the State of the Art in coupling gears, and also to the improvements on the State of the Art herein disclosed.

Figure 1 shows a modern differential gear (1) and its spur gear (2) - that is, by any means, attached to the case (3) - that is driven by the gear (7) that is attached to the secondary axle of the gearbox; so, the case (3) rotates and drags the axle (4) away from the satellites (5) that runs through the case thickness (3) through the holes (4A) located on diametrically opposing points where it can be attached as described hereinafter; the planet gears (5) axle (4) runs through the central hole on the satellites (5), which may rotate freely around the satellites (5) axle (4); as this axle starts rotating together with the case (3), it drags along the two satellites (5) that, in turn, drag along the planet gears (8) of which only one is shown in Figure 1 , due to the illustration section; Figure 1 also shows the cams (6) inside the case (3) that can be machined for dynamic balancing of the case (3). Two dotted lines (x, y) can also be seen, drawn from the satellites (5) teeth angles that cross each other at the (B) point, inside the case (3), which is the mass rotation center of the system made up of the case (3) and the other parts comprising a modern differential gear (1).

Following the machining of cams (6) as per standards, the set comprising the case (3) and the other parts may rotate in a balanced manner, with no shimmy as it is essential that there is no shimmy during rotation.

In the assembly line, a second planet gear (8) is placed above, in relation to Figure 1 , and then the second half of the case (3) is bolted to the first half so that the satellites (5) axle, the two satellites (5) and the two planet gears (8) inside the two halves remain engaged and juxtaposed.

The spherical volume formed by the case (3) is filled with lubricating oil that usually reaches about 60% of the case (3) height when the engine is not running.

There are auxiliary devices for assembling a modern differential gear that Were not shown in Figure 1 , namely, two rings of similar diameter and width as those of the planet gears, with 1 millimeter average thickness, which are place between the planet gears (8) and the case (3) walls. These are auxiliary parts for adjusting the modern differential gear (1) components that help with the juxtaposition between satellites (5) and planet gears (8), thereby setting off differences between the dimensions of the engaging parts. There is still another type of component, which has also not been shown in Figure 1 , which can be a conic pin that is pressure-inserted into the case (3) wall and fixed inside one of the satellites (5) axle's (4) ends in order to prevent the axle from rotating given that, in modern differential gears (1), the decision is to prevent satellites axle (4) from rotating. This conic pin may be replaced with an external feather key in relation to the case (3), which shall be fastened to the latter, and inserted into an appropriate keyway made into the satellites (4) axle end that reaches out of the case (3).

So, Figure 1 shows only the original elements of the differential gear design as the two aforementioned rings and the pin - or the feather key - constitute, respectively, a resource for setting off high tolerance in the dimensions of the gears set and - either the pin or the feather key - an option through which manufacturers prevent the satellites axle from rotating in modern differential gears (1).

When the modern differential gear (1) is rotating, as a result of the satellites (5) teeth angulation - coupled with angularly complementary teeth of planet gears (8) - the satellites (5) run in the direction of the length on the satellites (5) axle (4) toward the case (3) walls as a result of the two forces acting in the same direction: - the centrifuge force stemming from the case (3) rotation and the effect of the inclined plane, which is inevitable in the case of a conic gear coupling; the satellites (5) are contained by the limiters (11) that comprise the cams that were machined on the case (3) in whose centers the holes are located (4A).

Problems arising out of gear coupling in automotive differential gears built in compliance with the State of the Art.

The rotary movement that the case (3) of modern differential gears (1) apply to planet gears (8) through satellites (5) communicates with the two driving half-axles of the vehicle, which bring the driving force to the traction wheels, running through the homokinetic joints and tripods; the function of the latter components is to transform the rotary movement of half-axles from linear and longitudinal to rotary movement with variable angles within a given degree of freedom.

Nevertheless, according to Newton's third law, all accidents involving the rotation of a given vehicle traction wheels - such as blocking or sliding caused by irregularities on the road on which the vehicle is running - are transmitted back by the aforementioned pieces of equipment, to reach every part comprising the modern differential gear (1).

For the purposes of this Patent Report, these stresses are commonly referred to as "spurious stress", that is to say, any stress that is different from the continuous torsion and that is expected from the devices that transmit the rotation movement to the wheels.

An extreme example of such spurious stress affecting all of the vehicles transmission parts may be experienced by the person that is driving a vehicle on an uphill curve, for example, on an underground curved ramp; generally, in order to facilitate the traffic of automobiles, the ramp is ribbed orthogonally in a diverse manner in terms of spaces between ribs and height; driving on a wet ramp, for instance is even more difficult as both driving wheels are subject to different types of events: one skids between ribs while the other is restrained by the same ribs.

Depending on the type of contact between tire and road imperfections, driving wheels are subject to speed alterations by accelerating and braking and these alterations are instantaneously transmitted to modern differential gears (1).

For example, driving wheels and tires have a radius of about 30 centimeters and they act as levers that multiply the forces from the wheels by 6, while planet gears have a radius of about five centimeters. This spurious stress makes both ends of the satellites (5) axle (4) to be hurled against the holes walls (4A) where happens the reaction between dynamic inertias of rotating components placed before the modern differential gear (1), such as the engine, the gearbox and the differential gear rotating masses, in addition to the vehicle mass inertia, so that the two ends of the satellites (5) axle (4), which touch only a small longitudinal line where the satellites (5) axle (4) touches the holes (4A) walls, are all of a sudden greatly compressed at this point whereby they expel the lubricating film and generate such factors as heat, friction, stress and material fatigue that shorten the life cycle of the parts set of modern differential gears (1).

These shocks also happen between the satellites (5) axle (4) and the satellites (5) and between the latter and the planet gear (8), and should the shock "lock" the satellites (5), as it happens when the driving wheel has to overcome any obstacle on the lane, for instance, a stone block, the satellites (5) axle (4) is subject to great torsion stress, while the other parts are subject to great stress that generates material fatigue and surface erosion.

This is a classical example of a "shock" or a "spurious stress" in which great forces are instantaneously applied to the parts coupling sections.

The shocks may happen simultaneously - or not - on both driving wheels. Even when the vehicle is running close to ideal conditions, that is to say, on a straight line and plane surface, these shocks may happen once per turn of the driving wheels. Considering a five-year warranty - or 240,000 km - for a vehicle with 15" diameter wheels and 4" high tires, and a 1.88 meters distance run per turn, it means that the differential gear would have to withstand, on the course of five years, without losing its operational capacity, 130 million turns, each of which being able to generate shocks and spurious stress.

These shocks, however, may be considered as causing less damage in relation to another serious active phenomenon - random vibrations.

Random vibrations and shimmies are the largest threats to differential gear mechanical components and, as such, are the kind of unwanted effects considered the most difficult ones to be either eliminated or mitigated, in addition to being the source of serious damage to components and their sets. Once installed, they start causing increasingly damaging effects as they keep on attacking the involved surfaces, stressing out materials and enlarging slacks, which in turn increase shimmies and vibrations. In other words, these are processes whose effects improve their own efficacy and, therefore, are called positive feedback effects or catastrophic effects, as is the case of movement transmission by modern differential gears (1).

Considering modern differential gears rotation speed, the number of teeth of the gears that comprise it and the deterioration of gears and satellite axles while the vehicle is moving, it can be seen that vibrations and shimmies are random - as if the whole system had an oscillation within a wide range of frequencies and, at the same time, with a random variation of such frequencies, in sonic frequencies - with the generation of noise -, and also in frequencies considered less aggressive to materials, that is, ultrasonic frequencies.

Modern differential gears as shown in Figure 1 generate random frequencies, noise, heat and wear of all of their parts, with an increased risk of material rupture.

Phosphatation

Until about 30 years ago, brand new automobile buyers were urged to observe a "break-in" period, during which the vehicle should be driven at lower speeds than usual until the vehicle reached into a given millage.

Based on current manufacturing resources, there has been an improvement in mobile metal parts coupling and, therefore, there is no need for a break-in period.

Nevertheless, modern differential gears still need this break-in period. No matter how small their gears dimensional tolerances may be, at hundredths of millimeters, there are always certain non-conformities that lead to wear, tear, noise, etc.

Surfaces treated by phosphatization as used by some manufacturers comprise a chemical treatment of parts surfaces, reasonably well dimensioned, aimed to create a superficial film of a few micra-thick chemical compounds.

The hardness of the metal surface phosphatized film is smaller than that of the metallic surface and easily wears down without generating metal shavings and gets along well with the lubricating oil inside the case (3). Over time, the phosphatized film wears down and lays bare the worn down metallic surface, although now better adjusted, which reduces the generation of friction, heat, noise and premature wear.

Nevertheless, phosphatization is a chemical process that, in addition to being costly, takes too long, is polluting and health-threatening.

Among the improvements to the State of the Art disclosed herein is the elimination for the need of phosphatization of coupling parts as a result of the aforementioned innovations.

Improvements to the State of the Art brought in by the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, object of the present invention.

Below are the improvements to the State of the Art brought in by the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, if applied to automotive differential gears.

First - It eliminates the damaging consequences of the torsion stress transmission that reach the satellites axle, in its entirety, once it is replaced with two half-axles that act individually without contacting each other, and protecting, at the same time, the holes through which the satellites axle is inserted on the case side walls.

Second - It allows for the half-axles, as opposed to the current State of the Art, to freely rotate inside the holes placed diametrically on the case, thereby turning the only pitch point between the satellites axle and its respective holes, through which the satellites are attached to the case, into multiple and variable ones, thus preventing the erosion caused by use to build up on a single area of the satellites axle and the case holes. The half-axles used in the object of this invention may freely rotate and, additionally, allow for the satellites to freely rotate around them.

Third - It eliminates the use of fastening pins or feather keys, thus reducing the cost related to materials, labor and assembly.

Fourth - As a fastening element for each one of these two satellites half- axles on their proper locations on the case, a snap ring is inserted on a machined seat, on the side end of each one of the two haif-axles, close to the case, which block the longitudinal movement of the half-axles, to outside the case, due to the centrifuge force of the satellites half-axles that is generated by the rotation of the case and the peculiar displacement reaction of conic gears; as a replacement for and compared with pins or feather keys, snap rings are less expensive and, therefore, save materials and labor in the assembly process.

Fifth - It introduces the concept of forced lubrication in the areas where the half-axles come in contact with the other parts to which there are connected, including the inside faces of the case holes in which they are inserted;

Sixth - It adds a stabilization sleeve that envelopes the central ends of each one of the two half-axles of the satellites in order to keep them firmly stabilized in a rectilinear position, that is, altogether they always form a 180° angle; these two satellites half-axles are positioned in such a way as to prevent face to face contact between their central ends, are spaced every one millimeter and remain as such in a juxtaposed position in relation to the inside surface of the aforementioned stabilization sleeve, without generating vibration and spurious oscillation, thereby eliminating the damaging occurrence of torsion stress on single-piece satellites axles; this metal stabilization sleeve is cylinder-shaped but can also be cubic-shaped or any other format, and envelopes the centra! part of the two half-axles in about 68% of each one's length, it's mobile and as such it can rotate around the half-axles and also make longitudinal movements of tenths of millimeters along these half-axles, towards the center or the case walls, and whose function shall be minutely described elsewhere in this Report;

Seventh - It adds, around each side end of the two half-axles, where they emerge inside the abovementioned stabilization sleeve, a pair of buffer rings with an automatic mechanical stop formed by the juxtaposition of two rings with a plastic element between them aimed at buffering shocks, noise and random frequencies, which can comprise an O-ring-type polymeric ring or a conic buffering washer, which is usually referred to as round plate washer, or a wave washer, on an appropriate seat, that is formed jointly by the machining on the faces to be juxtaposed, of each one of the two rings that compose the aforementioned pair of buffering rings with a mechanical stop. Eight - It adds at least two coupling pins between the two aforementioned buffering rings with an automatic mechanical stop, which are inserted inside the corresponding holes, which must be as many as the number of coupling pins. These holes are cylinder-shaped and drilled orthogonally on the faces of such rings, and because they are not through holes, they are considered blind bottom holes, with coupling pins being inserted into these holes in a juxtaposed position - which coincide in both elements that form the pair of buffering rings with automatic mechanical stop - that couple them so as to force them to rotate together and, at the same time, allowing these rings to get closer to each other or longitudinally and freely drift away from each other, sliding on the half-axles; each pair of buffering rings and their automatic mechanical stop holds, between the rings that form it, the aforementioned buffering elastic element for shocks, noise and random frequencies, which, upon being compressed by the spurious forces, changing into heat all the alterations from the rotating energies of both satellites and planet gears, generated by sudden alterations in the speed of the driving wheels; the generated heat is transmitted to the lubricating oil; the function of these buffering rings with an automatic mechanical stop, as well as the elastic elements for buffering shocks, noise, and random frequencies shall be illustrated an described elsewhere in this Report.

Polymer O-rings are used as buffering plastic elements for shocks, noise, and random frequencies in different versions of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) - as per Figure 2 - in automobiles with a displacement of up to two litters.

Elastic wave springs are applied as elastic buffering elements for shocks, noise, and random frequencies as a replacement for O-rings in different versions of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) of medium power automobiles and utility vehicles with a displacement of more than two litters. Round plate washers are applied as elastic buffering elements for shocks, noise, and random frequencies in different versions of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) of high power vehicles such as trucks, commercial vehicles, wheel farm, mining or earthmoving tractors as, in the case of such vehicles, while silence requirements are smaller when compared to automobiles, the requirements for withstanding shocks are much bigger.

Round plate washers are slightly conic disks and their use is considered ideal in situations of high loads and restricted space, and also when a low strain rate is required and where displacements should not exceed hundredths of millimeters, therefore, compatible with the measures cited in this Patent Report. Ninth - It inverts satellites angulation in such a way that their teeth angles no longer stream to the rotational center of the differential gear mass, as shown in the dotted lines (x, y) of Figure 1 ; according to the State of the Art, due to their angulation, the satellites tend to drift away from the center of the differential gear and are supported, contained and kept in position by the case (3) limiters (11), which, as shown in Figure 1 , envelope the holes that shelter the satellites axle; this cutting edge inversion of the satellites angle in the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) makes said satellites to have a different movement from that established by the State of the Art, that is, with an inverted angle, object of the present invention, the satellites are propelled towards the rotation center of the differential gear; this angle inversion, combined with the partition of the satellites axle into two half-axles, together with the stabilization sleeve and the two pairs of buffering rings with an automatic mechanical stop, implies that - in reacting to spurious stress, such as sudden change in speed -, each one of the two satellites are free to make a low range centralizing longitudinal movement on the half-axle - about 0.10 millimeter - until it is contained by the mechanical stop carried out by the metal contact of each of the two ring-shaped elements that, altogether, form the two pairs of buffering rings with an automatic mechanical stop; this angle inversion of satellites teeth - coupled with the corresponding inversion of the planet gears teeth angulation - absorbs and mitigates spurious stress, vibrations, noise and random frequencies, changing them into heat, thereby reducing premature wear, in addition to eliminating the need for phosphate- based chemical treatment as these can move along the satellites half-axles for fractions of a millimeter, and thus, over time, it allows for the formation of such a mirror coupling between satellites and planet gears as the one obtained following the gears break-in period.

Figure 2 shows a front section of the differential gear shown in Figure 1 , to which the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) is applied, object of the this invention; Figure 2 also shows the position at which the differential gear is assembled on the vehicle, that is, an schematic front section, from a front view of the disk formed by any of the driving wheels of a self-propelled vehicle, and that crosses about half of the spherical volume of typical differentia! gears, to allow an immediate comparison between the set of innovations, object of this invention, and the State of the Art, as shown in Figure 1.

Figure 2 shows the same spur gear (2) shown in Figure 1 , the case (13), shown in black, from which Figure 1 lim iters (11) were eliminated, with Figure 1 cams (6) being kept, represented in this Figure 2 as cams (14). Figure 2 also shows the two equal half-axles (15), whose lengths is slightly smaller than the State of the Art one-piece axle, whose central ends do not touch each other as they are separated by an space (23) of about one millimeter, with these two half-axles (15) crossing the case (13) through the holes (15A) that are placed diametrically opposed and, on their side walls, next to the case (13), are fastened inside the latter by means of elastic rings (16) that are inserted in a proper keyslot, typical for the use of such device; such elastic rings (16) keep the half-axles (15) retained inside the case (13), thereby prevented the half-axles from rotating freely.

Figure 2 further shows the satellites with an inverted angle (17) and only one of the two planet gears with inverted angle (18) - by function of the illustration section - while the inverted angles in these two pieces allow for their being coupled; we can also see two pairs of buffering rings with automatic mechanical stoop (AA), each of which formed by one side ring (19) and a central ring (21 ), symmetrically placed on the center ends of the half- axles (15) that shelter, between them, a buffering plastic element (20) for shocks, noise, and random frequencies.

Figure 2 also shows the stabilization sleeve (24) enveloping the half-axles (15); there is only a 0.015 to 0.025 millimeter slack between the stabilization sleeve (24) and the half-axles (15) so as to keep the half-axles (15) perfectly aligned as if it were a single piece, but, because they are independent parts, they do not touch each other on their front side in the central part of the stabilization sleeve (24), nor are they attached to the stabilization sleeve (24) caused by any pressure or contrivance and can, therefore, rotate freely, with no one of the two half-axles (15) being able to force a rotating or longitudinal displacement movement on the other half-axle (15), thereby eliminating any of the torsion stress that are typical of modern day differential gears (1 ) that use a single satellites axle, dual split, as per Figure 1 ; as a result, the use of two half-axles (15) eliminates the damage inflicted by torsion stress that is typical of satellites single axles as per the State of the Art. Figure 2 also shows the lubricating channels (22), whose description and functioning shall be presented elsewhere on this Report, that represent only one moment of coincident of two of the four radial keyslots made on the center faces of each one of the two central rings (21), with their homologous counterparts on the side face of the stabilization sleeve (21); on each end of the stabilization sleeve (24) shown in Figure 2, there are two channels, pinpointed as lubricating channels (22), that are momentarily coincident, it being certain that both can occupy any other position in relation to each other; considering that a total of four keyslots are made on the central faces on each one of the two central rings (21) and a total of four keyslots are made on each one of the two side faces of the stabilization sleeve (24) one can see, on each side of the pair of the juxtaposition between the central rings (21) and the stabilization sleeve (24), there are eight lubricating channels (22); because these parts can rotate independently from each other, the lubricating channels (22) are not always coincident, totaling 16 lubricating channels (22), which keep the set of parts comprising the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) always lubricated, thereby mitigating the wear between metal surfaces that come in contact with each other, and changing mechanical stress into heat through the lubricating oil, said heat being distributed throughout the entire volume of the lubricating oil that is forced to circulate between the parts surfaces.

Figure 2 further shows a set of innovations comprising the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12).

Due consideration shall be given to the following: A - their parts have also been designed to facilitate the assembly operation so as to reduce the labor cost that is currently deployed in accordance with the State of the Art;

B - they are pressed to each other during assembly due to the presence of any of the types of buffering elements for shocks, noise, and random frequencies (2), with such pressure being maintained steady;

C - the two half-axles (15), the pair of buffering rings with an automatic mechanical stop (AA), as well as the side rings (19), and the central rings (21) that make up the former, and the stabilization sleeve (24), have been designed in such a way as to supply forced lubrication between these parts, and also inside the holes (15A).

Figures 3, 4, 5, 6, 7, 8, and 9 that follow show the half-axles (15), the side rings (19) and the central rings (21) that make up the pair of buffering rings with automatic mechanical stop (AA) and the stabilization sleeve (24), and present new constituent elements of such parts comprising the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12).

Figure 3 shows a front section of the side ring (19) that faces the inverted angle satellite (17), with its central hole (19A), that is crossed by the half-axle (15), as shown in Figure 2, whose face is rough and rugose, by any means, so as to increase the contact of the side ring (19) with the centra! face of the inverted angle satellite (17) that is also rough and rugose; the friction between these faces reduces the efforts made by the pins (30), as shown in the following figures; the two pairs of buffering rings with an automatic mechanical stop (AA) rotate around the half-axles (15) and also on the opposing faces of the stabilization sleeve (24); when the buffering elastic element for shocks, noise, and random frequencies (20) is compressed reaching a distance longer than 0.1 millimeter, the central face of the side ring (19) and the side face of the central ring (21) come in mechanical contact with each other, under pressure, thereby functionally removing the buffering elastic element for shocks, noise, and random frequencies (20) from the system, and protect it against shearing, thus ensuring its long life cycle as it always acts by forces that compress it within its elasticity limits, while the mechanical stop prevents these limits from being potentially surpassed.

In contrast with the central faces of the side rings (19) and side faces of the central rings (21), the central faces of the central rings (21) and the side faces of the stabilization sleeve (24) are mirror-polished and lubricated by the lubricating channels (22), shown in Figure 2 as a pair of them in coincidence, sliding between themselves; by means of this phenomenon, they transmit vibrations, spurious stress and random frequencies to the lubricating oil inside them, which is always locally renewed, changing mechanical energy into heat, thereby mitigating shocks, noise, and random frequencies.

Figure 4 shows a front section of the central face of the side ring (19), that is, the face that towards the rotation center of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12), with its central hole (19A), the recess that acts as half of the seat (25) of the buffering plastic element (20) for shocks, noise, and random frequencies, not shown in this Figure 4; Figure 4 also shows the holes (26), made orthogonally on the surface of the central face of the side ring (19), totaling a minimum of 2, allowance being made for more than 2, whose depths reach about 50% of the side ring's thickness (19) and whose function shall be presented along with a description of the pair of buffering rings with automatic mechanical stop (AA) in Figure 6; the diameter and recess depth dimensions of this seat (25) varies depending on the type of the buffering plastic element for shocks, noise, and random frequencies (20) that it shelters; as an example, using automobiles with up to 1.4 displacement, the buffering plastic element for shocks and noise (20) can be an O-ring, and the seat (25) has a 1.25 millimeter recess, and the O-ring has a 3.5 millimeters width; considering that all these parts are assembled under pressure, the O- ring on each side is always compressed, with a distance between the side (1) and central ring (21) that hold it of 0.1 millimeter, which is the maximum distance for compressing the O-ring when it absorbs the shocks that make the inverted angle satellites (17) to run longitudinally on the half-axle (15) towards the system's rotation center; once this distance is covered, the mechanical stop is triggered and the O-ring is functionally eliminated from the system.

Figure 5 is a front section of the central ring (21) side face, with its central hole (21A), and the second half of the seat (25), of the buffering elastic element for shocks, noise, and random frequencies (20) and the two holes (26), equal to the ones mentioned in Figure 4.

Figure 6 is an exploded side view of the pair of buffering rings with the automatic mechanical stop (AA), formed by the side (19) and the central (21) ring applied on a half-axle (15), showing the spatial and functional relations between the parts that compose it; the two rings that compose it are seen, that is, the side (19) and central (21 ) ring, with the buffering plastic element for shocks, noise, and random frequencies (20) set between the two halves of the seats (25) that are placed in a juxtaposed position; it also shows the coupling pins (30), which operate inside the holes (26), those of the side (19) and central (21) ring faces with matching dimensions, where they are set in and free to move and to allow the central ring (21) to get close or drift away from the buffering plastic element (20) for shocks, noise, and random frequencies.

The function of the coupling pins (30) - in terms of rotation only - is to make the side ( 9) and the central (21) ring to work together. Figure 7 is a front view of the two side faces of the stabilization sleeve (24), and of the central face of each central ring (2 ), that are identical and mirror polished to rotate without any friction between them; in Figure 7 we can see the central hole (21A), and the four lubricating channels (27) that were shown in Figure 2 in the form of a coincident pair of one of the lubricating channels (27), the stabilization sleeve (24) with its identical counterpart situated on the central face of the central ring (21), with this coincident pair being named lubricating channels (22); on each face of the devices to which they apply, there are four lubricating channels (27) to lubricate the set of parts that compose the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12).

Figure 8 is a longitudinal section showing the stabilization sleeve (24), comprising a thick-wall cylinder, in relation to the half-axles (15), enveloped by the sleeve and that has an average length of 68% of the length of the two half-axles (15) altogether, with its two disk-like side faces being identical and symmetrical to the central faces of the central rings (21 ) shown in Figure 7, so that the stabilization sleeve (24) contains, on each face, the 4 lubricating channels (27); Figure 7 also shows the stabilization sleeve (24), its central hole (24A), and the lubricating channels (27) pinpointed with a dotted line. Figure 9 is a longitudinal section that passes through the diametric cylinder plane of any of the two half-axles (15), with both half-axles (15) being inserted into the stabilization sleeve (24) through the central hole (24A) on the beveled (31 ) ends; Figure 9 further shows the central lubricating duct (28) that is opened at the center part of the beveled end (31), running all the way through the length of the half-axle (15) ending in a blind bottom (28A), but orthogonally tapping into four lubricating channels (29) that are opened inside the holes (15A) of the case (13) where they are inserted from the vertical AB dotted line; the four lubricating channels (29) lubricate, under pressure, the 0.01 to 0.25 millimeter slack between the holes (15A) and the half-axles (15); the inside of the case (13) is filled with oil up to a level corresponding to 60% of its height, with the vehicle in an idle position, but when the vehicle is moving, the oil is kept under great turbulence as the centrifuge force hurls it towards the case walls (13); nevertheless, given the greater length of the half-axles (15) that run from the case rotation center (13) all the way through the holes (15A), the lubricating oil collected at the central part inside the case (13) makes it way along the side of said base through the central lubricating duct (28), under the centrifuge force that acts upon it, which is expressed by the equation F = mw²Ri_, where "F" is the centrifuge force upon the oil that reaches, through the lubricating channels (27), the inside of the central lubricating duct (28), "m" is the lubricating oil mass, "w²" is the square of the half-axle (15) rotation angular speed inside the case (13), and Ri is the distance between the opening of the central lubricating duct (28) and its tapping to the four lubricating channels (29), and R-i is greater than the internal radius inside the case (13), thereby making this lubricating oil to cover the desired path, under pressure, in order to perform the dynamic lubrication between the case (13) holes (15A) and the half-axles (15), eliminating the possibility of failure in lubrication and, therefore, increasing the life cycle of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12).

If the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) is applied, for instance, to 1.4 displacement automobile, the half-axles (15) form a rotation radius of 5.5 centimeters that, at a speed of 80 km per hour, turn with an angular speed of 12 revolutions per second, what is enough to force lubrication of their side ends. Upon moving in an urban traffic in which most of the time is spent with the vehicle stopped, the lubricating oil has enough time to accumulate, over and over, inside the differential gear, object of the present invention, by gravitation and pressure of the oil vapor formed above the level of the its deposit, as differential gears operate with temperatures close to 100° C; so, when the vehicle is in movement, the oil gets into the case (13) holes (15A) under the centrifuge force pressure.

On roads, where the traffic is more continuous and faster, the great turbulence imposed on the lubricating oil makes it run through the aforementioned lubricating circuits, as it is violently hurled on the lubricating channels (27).

How the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) works, object of this invention.

Figure 10 refers to Figures 2, 3, 4, 5, 6, 7, 8, and 9 and is intended to provide an understanding of how the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) works.

Figure 10 shows part of the case (13), the two half-axles (15), with the space (23) between them, the elastic rings (16), the two inverted angle satellites (17), part of one of the planet gears with inverted angle (18), the two pairs of buffering rings with an automatic mechanical stop (AA), formed by the side (19) and the central ring (21), extremely away from each other in this Figure 10, containing between them the buffering elastic element for shocks, noise, and random frequencies (20), the holes (26) of the side rings (19) faces, and the central rings (21), containing inside them the coupling pins (30), the stabilization sleeve (24), along with the lubricating channels (27), of their side faces and those of the central rings (21), on a dotted line, both the side faces of the side rings (19) that come in contact with the central faces of the inverted angle satellites (17) and the latter being rugose; Figure 10 also shows an example of one of the coupling pins (30), shown apart from the set so as to facilitate its visualization, comprising a 2.5 millimeter diameter cylinder, by 10 millimeters in length - in the application example of this invention on a 1.4 displacement vehicle - with two parts; the role of these coupling pins (30) inserted into the holes (26) is fundamental for the functioning of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12), as it couples the central rings (21) mechanically with the side rings (19) whose side faces are rugose and that couple by pressure and friction with the central faces, also rugose, of the inverted angle satellites (17), making the central (21) and the side rings (19) to rotate together with the central inverted angle satellites (17), without exerting shearing stress on the buffering plastic element for shocks and noise (20), thereby ensuring a long life cycle and allowing for the inverted angle satellites (17), the central rings (21), the side rings (19) and the buffering plastic element for shocks, noise, and random frequencies (20) to move along the half-axles (15), in order to absorb the shocks that come from the driving wheels to the inverted angle satellites (17), changing them into heat that is dissipated by the lubricating oil.

The mechanical energy generated by the shocks that stem from the driving wheels to the inverted angle satellites (17) are changed into heat because, first of all, the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) changes them, from mechanical energy for the alteration of the rotation speed of the inverted angle satellites (17) - due to the inversion of angles that make them tend towards the differential gear center - into mechanical energy of movement towards the center of the differential gear, in which case, it is necessary to compress, in movement along one of the of two half-axles (15), one or two buffering plastic elements for shocks, noise, and random frequencies (20), contained between the side rings ( 9) and the central rings (21) that form the two buffering rings with an automatic mechanical stop (AA).

The object of this invention changes into heat the energy of the mechanical shocks that take place with the inverted angle satellites (17) forced by the driving wheels, reducing the effects of the mechanical wear of the internal parts of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12), and reducing the level of noise and random frequencies.

Figure 11 shows a side view of construction variable of the buffering rings with an automatic mechanical stop (AA) in which the side rings (19) are removed and the central face of the inverted angle satellites (17) are mirror polished and receive the holes (26), of the coupling pins (30), as well as half of the seat (25) of the buffering elastic elements for shocks, noise, and random frequencies (20); Figure 11 also shows the elastic ring (16); this construction variable reduces the weight, manufacturing cost of parts and labor in assembling the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12).

The SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) may also be executed in a construction variable with two more half-axles (15) and two more inverted angle satellites (17) and their attachments, thereby setting up a SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) with four half-axles (15) and four inverted angle satellites (17), orthogonal between them, as per Figure 12 that shows a schematic front section of the construction variable of the same, taken from the position that it is applied to the vehicle; it shows the cylinder spur gear (2), the case (13), along with four cams (6A) for the machining aimed at providing the fine balance of the rotating mass, with the four holes (15A) and two pairs of half- axles (15); also, four inverted angle satellites (17), the stabilization sleeve (24A) - in gray - which is enveloped by the stabilization sleeve (24A) - crosshatched - that coats it in its entirety so that these two sleeves form a set of two stabilization sleeves (24A and 24B) that receive in their rotation center the 4 half-axles (15), orthogonally, and these together with the stabilization sleeve (24A) and the inverted angle satellites (17) may rotate freely, with the stabilization sleeve (24B) allowing the stabilization sleeve (24A) to rotate in its interior, even though it cannot rotate, as can be inferred from Figure 12.

Figure 12 shows the four buffering rings with the automatic mechanical stop (AA), formed by the side rings (19) and central rings (21) that shelter, each one, the respective buffering (20) plastic element for shocks, noise, and random frequencies. The construction variable setup described in Figure 11 may also be used in Figure 12.

Figure 13 is an upper view of the set formed by the stabilization sleeve (24A), in a predominantly cylinder construction, with the central hole (24C) and the stabilization sleeve (24B), with their 2 side bevels (24D) that shelter the aforementioned buffering rings with an automatic mechanical stop (AA); Figure 13 also shows the lubricating channels (27) of the side faces of the two stabilization sleeves (24A and 24B). The two stabilization sleeves (24A and 24B) may be constructed in various ways to meet the requirements for mass balance in rotation, weight, manufacturing cost and assembly, the cubic format being a good solution for these requirements, with or without beveled edges.

The technical and economical advantages of this construction variable of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) with four half-axles and four satellites are as follows:

A - there will always be four teeth of the inverted angle satellites (17) acting simultaneously on the four teeth of each one of the two inverted angle planet gears (18), which reduces the forces on the teeth of such gears and, as a result, the friction and wear of such parts, thereby increasing their life cycle, even if when operating at great power;

B - considering that the forces exerted individually by each one of the parts involved in the set shall be decreased, these parts can have smaller dimensions, allowing for the manufacturing of smaller and lighter differential gears;

C - the reduction of dimensions by using smaller devices favors the reduction of the vehicle's weight, fuel consumption, tire and other parts.

D - the cutting down on fuel consumption and weight helps reduce the emission of polluting gases and the use of raw material, resulting in beneficial environmental consequences.

So far this report has described the application of the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS (12) to the interna! parts of the automotive differential gear. The following is a description of its application to the external portion of the differential gear (7), cylindrical, with straight or helicoidal teeth, attached to the secondary axle of the gear box that couples with its spur gear (2), also cylindrical, whose teeth are congruent with the gear (7), as shown in Figure 1. The coupling of these two gears takes place outside the gear box of vehicles and externally in relation to the inside of the differential gear case (3).

Figure 14 shows a schematic side view of the inverted angle conic gear coupling (7A), with straight or helicoidal teeth - which, in the application of the object of this invention, replaces the gear (7) in Figure 1 - and also, in part, the inverted angle spur gear (2A) that, similarly, replaces the spur gear (2) in Figure 1.

The application of the object of this invention changes cylindrical coupling gear into a coupling of conic gears, thereby allowing for the reduction of such effects as shocks, noise, and random frequencies, using buffering rings with an automatic mechanical stop (AA), leading to reducing such phenomena, as already described, in the same proportion as that obtained by the application in the parts contained inside the automotive differential gear; this figure also shows part of the striated secondary axle (7B), the central ring (21), on whose side face the half-seat (25) is located, containing in its interior the buffering elastic element for shocks, noise, and random frequencies (2), the complementary half-seat (25) is directly machined on the central face of the inverted angle gear (7A); it further shows the limiting rings (31) that fasten the devises on their operating locations, and the supporting bearing (32) that must be of the conic roller type to hold, support and limit the striated secondary axle course (7B).

As pointed out in the beginning of this Report, the SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS may be directly applied to modern differential gears, as described in Figure 1 , on the original axle (4) of the satellites (5), without the need of splitting said axle into two half-axles, and without the need for applying the planet gear and satellites inversion; in this case and according to Figure 15, the satellites side faces (5) are used - facing the limiters (1 1 ) - in order to hold one of the half-seats (25), the holes (26), the coupling pins (30), with the buffering elastic elements for shocks, noise, and random frequencies (20) being juxtaposed to each one of the side faces of such satellites (5) and to the central face of the side ring (19) that also hold the half-seat (25), the holes (26), the coupling pins (30) and the buffering elastic element for shocks, noise, and random frequencies (20).

Figure 15 is front view, similar to Figure 1 , showing only the upper half of Figure 1 , with the lower half being equal and symmetric to this other half; it also shows the gear (7) that drives the spur gear (2), to which the case (3) is attached by whatever means, the hole (4A).

Claims

1. SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, that eliminates the damaging consequences of the torsion stress transmission that reach the satellites axle, in its entirety, eliminates the use of fastening pins or feather keys, characterized by inverting satellites angulation in such a way that their teeth angles no longer stream to the rotational center of the differential gear mass and replacing the only one axle with two half-axles that act individually, without contacting each other, and protecting, at the same time, the holes through which the satellites axle is inserted on the case side walls, allowing the said half-axles to freely rotate inside the holes placed diametrically on the case, thereby turning the only pitch point between the satellites axle and its respective holes, through which the satellites are attached to the case, into multiple and variable ones and, additionally, allow for the satellites to freely rotate around them; a snap ring is inserted on a machined seat, on the side end of each one of the two half-axles, close to the case, which block the longitudinal movement of the half-axles, to outside the case and provide a forced lubrication in the areas where the half-axles come in contact with the other parts to which there are connected including the inside faces of the case holes in which they are inserted; adds a stabilization sleeve that envelopes the central ends of each one of the two half-axles of the satellites in order to keep them firmly stabilized in a rectilinear position, that is, altogether they always form a 180° angle; provides a pair of buffer rings with an automatic mechanical stop formed by the juxtaposition of two rings with a plastic element between them aimed at buffering shocks, noise and random frequencies, which can comprise an O-ring-type polymeric ring or a conic buffering washer; adds at least two coupling pins between the two aforementioned buffering rings with an automatic mechanical stop, which are inserted inside the corresponding holes, which must be as many as the number of coupling pins; inverts Satellites angulation in such a way that their teeth angles no longer stream to the rotational center of the differential gear mass so the satellites are propelled towards the rotation center of the differential gear; and the two half-axles (15), the pair of buffering rings with an automatic mechanical stop (AA), as well as the side rings (19), and the central rings (21) that make up the former, and the stabilization sleeve (24), have been designed in such a way as to supply forced lubrication between these parts, and also inside the holes (15A).

SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, according to claim 1, characterized by the said holes are cylinder-shaped and drilled orthogonally on the faces of such rings, and because they are not through holes, they are considered blind bottom holes, with coupling pins being inserted into these holes in a juxtaposed position - which coincide in both elements that form the pair of buffering rings with automatic mechanical stop -, that couple them so as to force them to rotate together and, at the same time, allowing these rings to get closer to each other or longitudinally and freely drift away from each other, sliding on the half-axles; each pair of buffering rings and their automatic mechanical stop holds, between the rings that form it, the aforementioned buffering elastic element for shocks, noise and random frequencies, which, upon being compressed by the spurious forces, changing into heat all the alterations from the rotating energies of both satellites and planet gears, generated by sudden alterations in the speed of the driving wheels; the generated heat is transmitted to the lubricating oil.

SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC

MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, according to claim 1 , characterized by the two satellites half-axles are positioned in such a way as to prevent face to face contact between their central ends, are spaced every one millimeter and remain as such in a juxtaposed position in relation to the inside surface of the aforementioned stabilization sleeve, without generating vibration and spurious oscillation, thereby eliminating the damaging occurrence of torsion stress on single-piece satellites axles; this metal stabilization sleeve is cylinder-shaped but can also be cubic-shaped or any other format, and envelopes the central part of the two half-axles in about 68% of each one's length, it's mobile and as such it can rotate around the half-axles and also make longitudinal movements of tenths of millimeters along these half-axles, towards the center or the case walls. SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, according to claim 1 , characterized by the substitution of the Polymer O-rings by Elastic wave springs are applied as elastic buffering elements for shocks in case of medium power automobiles and utility vehicles with a displacement of more than two litters and Round plate washers in case of high power vehicles.

SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, according to claim 1 , characterized by the two equal ha!f-axles (15), whose lengths is slightly smaller than the State of the Art one-piece axle, whose central ends do not touch each other as they are separated by an space (23) of about one millimeter, with these two half-axles (15) crossing the case (13) through the holes (15A) that are placed diametrically opposed and, on their side walls, next to the case (13), are fastened inside the latter by means of elastic rings (16) that are inserted in a proper keyslot, typical for the use of such device, such elastic rings (16) keep the half-axles (15) retained inside the case (13), thereby prevented the half-axles from rotating freely; two pairs of buffering rings with automatic mechanical stoop (AA), each of which formed by one side ring (19) and a central ring (21), symmetrically placed on the center ends of the half-axles (15) that shelter, between them, a buffering plastic element (20) for shocks, noise, and random frequencies; a stabilization sleeve (24) enveloping the half-axles (15); there is only a 0.015 to 0.025 millimeter slack between the stabilization sleeve (24) and the half-axles (15) so as to keep the ha!f-axles (15) perfectly aligned as if it were a single piece; lubricating channels (22); a central hole (19A), that is crossed by the half-axle (15), whose face is rough and rugose, by any means, so as to increase the contact of the side ring (19) with the central face of the inverted angle satellite (17) that is also rough and rugose; the friction between these faces reduces the efforts made by the pins (30); the two pairs of buffering rings with an automatic mechanical stop (AA) rotate around the half-axles (15) and also on the opposing faces of the stabilization sleeve (24); when the buffering elastic element for shocks, noise, and random frequencies (20) is compressed reaching a distance longer than 0.1 millimeter, the central face of the side ring (19) and the side face of the central ring (21) come in mechanical contact with each other, under pressure, thereby functionally removing the buffering elastic element for shocks, noise, and random frequencies (20) from the system; the central faces of the side rings (19), the side faces of the central rings (21), the central faces of the central rings (21) and the side faces of the stabilization sleeve (24) are mirror-polished and lubricated by the lubricating channels (22); the side rings (19) have a central hole (19A) the recess that acts as half of the seat (25) of the buffering plastic element (20); the holes (26) are made orthogonally on the surface of the central face of the side ring (19), being a minimum of 2, allowance being made for more than 2, whose depths reach about 50% of the side ring's thickness (19); the said central ring (21), has a central hole (21 A), and the second half of the seat (25) are placed in a juxtaposed position; the side (19) and central (21) ring faces with matching dimensions, where they are set in and free to move and to allow the central ring (21) to get close or drift away from the buffering plastic element (20); also having four lubricating channels (27) and the stabilization sleeve (24), comprising a thick-wall cylinder, in relation to the half-axles (15), enveloped by the sleeve and that has an average length of 68% of the length of the two half-axles (15) altogether, with its two disk-like side faces being identical and symmetrical to the central faces of the central rings (21)

6. SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, according to claim 1 , characterized by the two half-axles (15), with both half-axles (15) being inserted into the stabilization sleeve (24) through the central hole (24A) on the beveled (31) ends; Figure 9 further shows the central lubricating duct (28) that is opened at the center part of the beveled end (31), running all the way through the length of the half-axle (15) ending in a blind bottom (28A), but orthogonally tapping into four lubricating channels (29) that are opened inside the holes (15A) of the case (13) where they are inserted from the vertical AB dotted line; the four lubricating channels (29) lubricate, under pressure, the 0.01 to 0.25 millimeter slack between the holes (15A) and the half-axles (15); also having a coupling pins (30) to be inserted into the holes (26).

7. SYSTEM AND DEVICE AIMED AT ABSORBING SHOCKS, NOISE, AND RANDOM FREQUENCIES, PROVIDED WITH AN AUTOMATIC MECHANICAL LIMITATION, AND APPLICABLE IN AUTOMOTIVE DIFFERENTIAL GEARS, according to claim 1 and being an alternative, characterized by a construction variable with two more half-axles (15) and two more inverted angle satellites (17) and their attachments, with four half-axles (15) and four inverted angle satellites (17), orthogonal between them comprising a cylinder spur gear (2), the case (13), along with four cams (6A) for the machining aimed at providing the fine balance of the rotating mass, with the four holes (15A) and two pairs of half-axles (15); also, four inverted angle satellites (17), the stabilization sleeve (24A) which is enveloped by the stabilization sleeve (24A) hat coats it in its entirety so that these two sleeves form a set of two stabilization sleeves (24A and 24B) that receive in their rotation center the 4 half- axles (15), orthogonally, and these together with the stabilization sleeve (24A) and the inverted angle satellites (17) may rotate freely, with the stabilization sleeve (24B) allowing the stabilization sleeve (24A) to rotate in its interior, even though it cannot rotate; and the four buffering rings with the automatic mechanical stop (AA), formed by the side rings (19) and central rings (21) that shelter, each one, the respective buffering (20).