Active auxiliary steering differential gear

Abstract

The invention discloses an active auxiliary steering differential gear. The active auxiliary steering differential gear comprises a driven gear, a differential shell, a half-axle gear, a planetary gear, a planetary gear shaft, a worm gear, a worm, a transmission gear, a motor gear and a motor, wherein the worm gear is fixed connected to the outer end of the planetary gear shaft, and the worm is engaged with the worm gear; one end of the worm is fixedly connected to one side of the differential shell through a bearing, and the other end of the worm penetrates through the other side of the differential shell to be fixedly connected with the transmission gear; the transmission gear is engaged with the motor gear; and a motor rotor is connected to a motor stator through a bearing, and the motor stator is fixed to the inner side of the differential shell. According to the active auxiliary steering differential gear, the differential torque can be accurately improved, the differential speedcan be accurately controlled, and thus, the direction of a vehicle is stabilized. The active auxiliary steering differential gear can steer synchronously along with a direction system, and the steering degree of the differential gear can also be greater than the steering degree of the direction system, so that the direction turning radian is improved. The active auxiliary steering differential gear is suitable for differential devices and central differential locks of all vehicles and can replace transfer cases in other forms.

Description

technical field [0001] The invention relates to a vehicle device, in particular to a vehicle active auxiliary steering differential device. Background technique [0002] The differential used in mechanical transmission generally adopts a passive differential speed, which relies on the unequal torque of the left and right half shafts to generate a differential speed, but the differential torque is always output to the half shaft with a smaller torque. When the wheels slip, the The wheels spin and power is lost, immobilizing the vehicle. Ordinary differentials are also prone to understeer when turning at high speeds, and the phenomenon of "head pushing" or "tail flicking" appears. At present, the commonly used differential lock is to use external force to lock the output shaft on one side, so that the output shafts on both sides rotate synchronously, so as to achieve power transmission to the other shaft. In this way, there are problems such as large output power consumption,...

AI Technical Summary

Problems solved by technology

[0002] The differential used in mechanical transmission generally adopts a passive differential speed, which relies on the unequal torque of the left and right half shafts to generate a differential speed, but the differential torque is always output to the half shaft with a smaller torque. When the wheels slip, the Spinning wheels, loss of power, immobilizing the vehicle

Ordinary differentials are also prone to understeer when turning at high speed, and the phenomenon of "head pushing" or "tail flicking" appears

At present, the commonly used differential lock is to use external force to lock the output shaft on one side, so that the output shafts on both sides can rotate synchronously, so as to achieve power transmission to the other shaft, so there are problems such as high output power consumption, large mechanical wear, and difficult steering.

[0003] And common differential locks, such as forced locking, high-friction self-locking, denture, Eaton, Torsen, viscous coupling, centrifugal self-locking, clutch, etc., are all passive differential locks. The device has low sensitivity, difficult or slow adjustment, complex structure, high maintenance cost, and expensive price. It is often impossible to take into account the contradictory issues of differential speed and locking.

Images