• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A differential is disclosed for driving the steering wheels of a multi-wheel-drive vehicle, including holdout rings for maintaining in a disengaged condition an output shaft that overruns an associated output shaft by a given amount. In order to decrease the turning radius of the vehicle, the lug portions on one holdout ring are angularly displaced relative to the lug portions on the other holdout ring, whereby the overrunning output shaft is maintained in a disengaged condition during a sharp turn that produces overrunning of the output shaft above a given value.
    公开号:SU1508951A3
    申请号:SU874203088
    申请日:1987-08-10
    公开日:1989-09-15
    发明作者:Р.Эдвардс Тимоти；Джей Шеберле Джон
    申请人:Дайнир Корпорейшн (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to a differential designed for a multi-wheeled vehicle with front steered wheels, providing improved turning capabilities.
    The purpose of the invention is to increase efficiency by eliminating cyclical differential engagement with small turning radii of the vehicle.
    Figure 1 shows the differential, longitudinal section; figure 2 - the Central cam element of the differential, front view; on fig.Z - section aa in figure 2; on fig4 - one of.
    coupling elements, front view; Fig. 5 shows a section BB in Fig. 4. Fig. 6 shows a central drive element, viewed from above; Fig. 7 is a section B-B in Fig. 6; on .b is the right clamping ring, front view; in fig. 9 - section G-Y in FIG. eight; in fig. 10-left clamping ring; figure 11 - section dD in figure 10; 12 shows a rotating connection between a clamping ring and
    an associated clutch member; Fig. 13 is a diagram illustrating the operation of a known differential with clamping rings in the forward direction; on Fig - the same, when turning the wheels at a small angle;
    ) vg4
    sl o
    00
    from cd
    s
    150
    Fig, 15 - the same, when turning the wheels
    ABOUT
    on yrojr 50; in fig. 16 shows the operation of the differential of the invention when driving in the forward direction; on Fig. 17 the same, when turning the wheels at a small angle; on Fig - the same, when turning at an angle of 50 °; in fig. 19 is a diagram comparing the maneuverability when turning the front wheels on the tractor angle 50 with four driving wheels for the front axle assemblies with the standard differential, with the differential /, limited slip, and with the differential according to the invention; Fig. 20 is a diagram illustrating the change in speed on the turning circle (turning torque) of the tractor inner wheel at a turning angle of 30 and 50, respectively; Fig. 21 is a diagram showing the operating principle of the clamping ring in two adjustable angle limit positions relative to a keyed element located on the central driving member when moving in the forward direction; Fig. 22 is the same with the reverse direction; Fig. 23 is a plot of the radii of the circle of rotation versus the deflection angle of the steering wheel for the inner wheels; on Fig - the same for the outer wheels.
    The differential (Fig. 1) comprises a housing 1, which is driven in rotation from the spool; its shaft 2 through the driving gear 3 and the ring gear 4. In the above housing there is an annular drive element 5 located on the same axis with the output shafts 6 and 7 between their butts. The side gears 8 and 9 are fixedly mounted on the output shafts, and axially displacing engaging elements 10 and 11 are mounted on them, which in the normal position are pushed by the springs into the engaged position when the teeth 12 and 13 of the engagement engage with the corresponding teeth 14, which are on opposite sides of the central actuator 5 "
    A conventional central cam element 15 is mounted concentrically on the central drive element, it is fixed for rotation with it by the spring retaining ring 16. The central cam body.
    50
    d 0
    five
    five
    eleven
    The cop has many cam teeth 17 and 18 on the opposite ends. which interact with the teeth 19 and 20 located on the engagement elements 10, 11, respectively. A pair of clamping rings 21 and 22 are installed collinearly with the possibility of rotating the ends separated from each other in the grooves 23 and 24, which are made at the ends of the engagement elements 10 and 11, respectively. Each clamping ring is C-shaped; it is pushed radially inward, providing frictional engagement with a corresponding engagement member (Fig. 12). In the clamping rings 21 and 22, on the lateral sides there are protrusions, axially in the axial direction, the annular portions 25 and 26, which enter the respective grooves 27, which are outer in the outer central support shoulder 28 of the central cam element 15, when the elements 10 and 11 of the engagement are in the engaged position (Fig. 1).
    The uniformly spaced protruding portions of one of the clamping rings are offset in the circumferential direction relative to the anasogic projections of the other ring, thereby providing a smaller turning radius of the vehicle on which the described differential is used, since the latter disengages the outer wheel. Pa of Fig.8-11 shows that for the left clamping ring 21, the protrusions adjacent to the gap 29 have an angular location of 23.5333 ° and 34.9833 °, respectively, and for the right ring 22 this angular arrangement is reversed. The degree of angular displacement of the clamping rings 21 and 22 is limited by the radially inward-facing sides 30 on the central drive element (Figures 6, 7, 21, and 22), which fit into the gaps in the clamping rings, respectively.
    Figures 13-15 show that when using a known differential, when the vehicle starts to turn left, the right engagement element, which rotates at a slower speed, disengages due to the interaction between the cam teeth, but when
    turning the wheels 50, the teeth engage again, creating undesirable conditions for re-engagement of the right engagement member. According to the invention (FIGS. 16-18), when the wheels turn 50 °, the right engagement element 11 is in the disengaged state with the teeth 31 of the drive element 5, since the specified angular displacement of the clamping rings takes place.
    Figure 19 shows that the turning radius of a four-wheel drive vehicle is smaller when the shafts of the steering wheels are connected by a differential with a limited slip (friction disk)
    9
    Compared to the use of a standard differential, the angle of rotation can be increased by using the improved No Spin differential of the present invention. On Fig shows the change. The speed in the cycle of rotation (comparison when turning), when rotation is attenuated by 50 and 30 °, respectively. The radius of rotation of the inner wheel is larger than the radius of rotation of the tractor by 50 °, but at 30, on the contrary, this ensures the reversal of the rotational moment.
    Figures 21 and 22 show that when the clamping ring 21 is in one extreme position (which is limited by the stopper 30 of the central drive element 5 when moving forward), part of the outer section of the clamping ring 21, which contacts the locking collar on the central cam element 15 has a size of 0.289 (7.34 mm), and in another limit position shown in FIG. 22, moving backwards, there is a sufficient extension of the outer portion of the protrusion that is hooked to the cam central legs on the cam, namely 0.089 ( 2.26 mm) holding the corresponding engagement element in the disengaged state, i.e. A satisfactory action is ensured for the diamond ring at the indicated angular ratios of the displacement of the projections in the two clamping rings.
    Thus, the proposed differential for changing direction
    rotation (as tested at the lowest angles of rotation) more than 40 ° allows the outer wheel to remain free. The improved differential reduces the turning radius compared to a differential with limited slip (friction disc),
    0 or with the usual differential. In addition, during sharp turns, the outer wheel remains free, minimizing tire wear, reducing damage to the soil cover and reducing energy costs, which is inherent with limited slip differentials or conventional differentials. In addition, the outer wheel remains free during the process. the gate, even when the direction of application of force or torque to the inner wheel from the transmission is changed (Fig. 20).
    The proposed differential may
    5 transmit 100% of the available torque at any time. It has been established that in order to achieve maximum differentiation in the front axle of an agricultural
    0 the tractor must have at least a 3% increase in gear ratio to the front axle.
    权利要求:
    Claims (2)
    [1]
    Invention Formula
    1. The free-run differential dp of the drive from the drive shaft of the vehicle is a pair of output shafts located on the same axis, containing a driven annular drive element concentrically facing each other the ends of the output shafts, rotating from the front shaft of the vehicle
    a pair of side gears mounted on the output shafts without turning relative to them and located on opposite sides of said drive element, a pair of engagement elements mounted with axial displacement on said side gears to ensure engagement and disengagement with said drive element, each of the said engagement elements are spring-loaded in the direction of the engaged position with the said drive element, the central cam mounted concentrically
    the said drive element with the possibility of coaxial angular displacement relative to it for displacing one of the engagement elements to the disengaged position when the rotational speed of the output shaft of the latter is larger by a predetermined value of the rotation speed of the other output shaft in the presence of a difference in the speeds of the output shafts, which is characterized by the fact that, in order to increase efficiency by eliminating the cyclical nature of the differential and small turning radii of the vehicle, the clamping rings are rotatably mounted with distant ends from each other in respective grooves, which are made in facing ends of the engagement elements, are pressed elastically radially with friction engagement with the corresponding engagement elements and are made on the ends, facing each other with evenly spaced axial projections on the circumference for placing them in
    1 IS 10
    center cam with the engagement position of the engagement elements.
    In this way, the protrusions on one of the said clamping rings are offset in the circumferential direction relative to the projections of the other plug-in ring, with the clamping rings in the unlocked position.
    2. Differential according to claim 1, characterized in that each of said clamping rings has an axial slit, forming a C-shaped form with protrusions and a gap, and also has a stopper on said central drive element, which is located in the gap between pressure rings to limit the degree of angular displacement of the clamping rings relative to said central drive element,
    [2]
    Differential according to claim 2, characterized in that the clamping
    5 rings are made with the same numbers. scrap of protrusions, with protrusions on the clamping rings made with a different angular location relative to the corresponding intervals in the rings.
    1221516 I // 13
    11 12.
    1
    A i 31
    Aa
    t-
    in Fig.6
    FIG. 7
    . 18.2833
    iiwr
    Fi8.8
    7. & f, 9JJ 27.7157 °
    25
    FIG. a
    .619 (i5.72)
    r-r
    FIG. 12
    eleven
    17
    17
    31
    FIG. 13
    Phage. 14
    12
    / 7
    17
    Phage.15
    17
    eleven
    FIG. sixteen
    12
    17
    Fia17
    31 31
    17
    Fig 18
    FIG. 20
    FIG. 21
    Fig 2 2
    20 (6.1) 1c (5.5) 6 (4.9) 14 M f2 (3.6) iO (3.0)
    25
    30 35 0 FIG. 23
    24 (7.3) 22 (6.7) 20 (6.1) i8 (5.5) f6 (4.9) 1 (4.3),
    45
    F
    55
    //.%
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1508951A3|1989-09-15|Freewheeling differential gear for driving a pair of output shafts from vehicle driving shaft
    US9186987B2|2015-11-17|Electro-mechanical transfer case with range shift on the move
    US4400996A|1983-08-30|Positive clutch differential
    US4159656A|1979-07-03|Positive hold differential mechanism
    AU2010344309B2|2014-06-19|Locking differential
    US4524640A|1985-06-25|Integral holdout ring and spring retainer for differentials
    US4719817A|1988-01-19|Locking differential with variable friction torque
    US5540119A|1996-07-30|Cam-actuated clutch differential drive assembly
    US5269194A|1993-12-14|Transmission mainshaft thrust washer combination
    US4249429A|1981-02-10|Unlocking differential
    US5529158A|1996-06-25|Hub clutch device
    US9470276B2|2016-10-18|Bi-directional actuator for a motor vehicle drive train
    CA1229003A|1987-11-10|Positive drive
    US6076429A|2000-06-20|Clutch for a differential
    CA1139131A|1983-01-11|Differential
    CA1074156A|1980-03-25|Power transmission
    US5179866A|1993-01-19|Transmission gear retainer
    EP0645557B1|2000-05-10|Transmission mainshaft thrust washer and retainer ring combination
    CA1171694A|1984-07-31|Positive clutch differential
    CA1138357A|1982-12-28|Automatic clutch
    US3505902A|1970-04-14|Transfer case differential mechanism
    JPH08230506A|1996-09-10|Drive force transmission gear for vehicle
    JPH0730799B2|1995-04-10|Viscous coupling
    JPH08230507A|1996-09-10|Drive force transmission gear for vehicle
    JPH08244490A|1996-09-24|Driving force transmission device for vehicle
    同族专利:
    公开号 | 公开日
    US4745818A|1988-05-24|
    AU7495787A|1988-08-04|
    JPS63195451A|1988-08-12|
    AU589097B2|1989-09-28|
    GB8714792D0|1987-07-29|
    IT8722842D0|1987-12-01|
    CA1278708C|1991-01-08|
    FR2610380A1|1988-08-05|
    GB2200414B|1991-02-06|
    BR8705775A|1988-08-09|
    FR2610380B1|1990-11-30|
    GB2200414A|1988-08-03|
    DE3728612A1|1988-08-11|
    IT1232975B|1992-03-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2638794A|1949-04-13|1953-05-19|Patent Developers Inc|Differential mechanism|
    US2667087A|1951-10-10|1954-01-26|Patent Developers Inc|Transfer case differential mechanism|
    US2667088A|1951-12-03|1954-01-26|Patent Developments Inc|Transfer case differential mechanism|
    US2830466A|1955-12-12|1958-04-15|Patent Developers Inc|Differential mechanism|
    US3359803A|1965-10-12|1967-12-26|Gilson Brothers Co|Torque divider|
    US3397593A|1966-04-19|1968-08-20|Frederick D. Knoblock|Differential|
    US3451496A|1967-06-07|1969-06-24|Boise Cascade Corp|Plural axle vehicle without transfer case differential mechanism therefor|
    US3791238A|1972-08-04|1974-02-12|Boise Cascade Corp|Differential mechanism of the holdout ring type|
    US4400996A|1980-03-04|1983-08-30|Schou Carl Einar|Positive clutch differential|
    US4424725A|1980-09-19|1984-01-10|Tractech, Inc.|Locking differential mechanism with improved holdout ring and spring retainer|
    US4524640A|1981-11-10|1985-06-25|Tractech, Inc.|Integral holdout ring and spring retainer for differentials|
    US4557158A|1983-05-19|1985-12-10|Tractech, Inc.|Holdout ring construction for differentials|
    US4569250A|1984-04-23|1986-02-11|Eaton Corporation|Positive drive with torque responsive dampener|
    US4644818A|1984-10-29|1987-02-24|Tractech, Inc.|Differential apparatus with side-gear-centered center cam|DE4135590A1|1990-11-02|1992-05-07|Zahnradfabrik Friedrichshafen|DRIVEN AXLE|
    US5142943A|1991-09-30|1992-09-01|Hughes Leon D|Clutch drive differential system|
    US5524509A|1995-01-18|1996-06-11|Titan Wheel International, Inc.|Differential with preload spring means|
    US5590572A|1995-07-28|1997-01-07|Titan Wheel International, Inc.|Locking differential including access windows for C-clip retainers|
    US5671640A|1996-04-30|1997-09-30|Tractech Inc.|Locking differential with pre-load means and C-clip retainers|
    US5901618A|1997-10-31|1999-05-11|Vehicular Technologies, Inc.|Quiet and smooth, positive acting, no-slip differential|
    US6105465A|1999-05-14|2000-08-22|Vehicular Technologies, Inc.|Positive acting differential with slotted driver|
    US6062105A|1999-05-14|2000-05-16|Vehicular Technologies, Inc.|Positive acting differential with angled coupler groove and mating synchro ring|
    US6053074A|1999-05-14|2000-04-25|Vehicular Technologies, Inc.|Positive acting differential with slotted solid spacer|
    US6053073A|1999-05-14|2000-04-25|Vehicular Technologies, Inc.|Positive acting differential with multiple pinion pins|
    US6047615A|1999-05-14|2000-04-11|Vehicular Technologies, Inc.|Positive acting differential with slotted solid spacer and axle thrust slug|
    US6092439A|1999-05-14|2000-07-25|Vehicular Technologies, Inc.|Positive acting differential having chamfered teeth|
    KR20040032431A|2002-10-09|2004-04-17|기아자동차주식회사|No Spin Differential of a Automobile|
    US20080060475A1|2006-09-07|2008-03-13|Katsumoto Mizukawa|Gearless Differential in an Integrated Hydrostatic Transmission|
    US20080242469A1|2007-03-26|2008-10-02|Randy's Ring & Pinion|Lockable differentials|
    US7871350B2|2008-01-29|2011-01-18|Eaton Corporation|Differential holdout ring arrangement|
    US7824296B2|2008-01-31|2010-11-02|Ring And Pinion Service, Inc.|Locking differential having a split-center driver|
    US7946946B2|2008-03-17|2011-05-24|Randy's Ring & Pinion|Preloaded differentials|
    US20120318629A1|2008-10-10|2012-12-20|Ring & Pinion Service, Inc.|Locking differential having improved clutch teeth|
    US20100093481A1|2008-10-10|2010-04-15|Randy's Ring & Pinion|Locking differential having improved clutch teeth|
    US8117946B2|2008-10-31|2012-02-21|Ring And Pinion Service, Inc.|Locking differential with shear pin/spring assembly|
    US8051744B2|2009-03-04|2011-11-08|Eaton Corporation|Locking differential|
    US9587692B2|2015-04-01|2017-03-07|Akebono Brake Industry Co., Ltd|Differential for a parking brake assembly|
    US10788113B2|2016-06-08|2020-09-29|Zhejiang CFMOTO Power Co., Ltd.|Mechanical locking differential|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US07/008,966|US4745818A|1987-01-30|1987-01-30|Differential with angularly offset holdout rings|
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