Machine element or mechanism – Gearing – Plural power paths to and/or from gearing
Patent
1986-06-25
1988-03-29
Braun, Leslie
Machine element or mechanism
Gearing
Plural power paths to and/or from gearing
192 482, F16H 144.5
Patent
active
047335777
DESCRIPTION:
BRIEF SUMMARY
The invention relates to a slip limiting device for a differential gear of a motor vehicle.
A locking clutch of this kind is known already (German Pat. No. 2,920,107). A locking clutch according to German Pat. No. 2,920,107 uses for transmitting the switching force from the annular bodies that form the armature of the electromagnet to the two friction clutches a series of hydraulic intermediate members in the form of clamping bolts and actuation pistons, which are passed into guide bores and additional cylindrical bores in the differential basket and sealed, being interconnected by hydraulic conduits in the differential basket. The sealing of the clamping bolts and actuation pistons and the thermal expansion of the oil in the hydraulic conduits give rise to serious problems.
The present invention is based on the problem of designing an electromagnetically actuated locking clutch which is substantially simpler and operates more reliably.
This problem is solved by having the actuation members of the friction clutch and of the armature of the electromagnet constitute a single structural part. There are eliminated for the transmission of the switching force special intermediate elements which are expensive and susceptible to failure. The invention is applicable to all differential gears of motor vehicles, not only to axle differentials between wheels of an axle but also to intermediate axle differentials between axles of a motor vehicle.
A special armature can be elimiated, since the end disk additionally assumes its function.
A special spring can be eliminated, since disks additionally assume its function.
With simple, ordinary means the relative speed is limited, a full rotation when driving and a blocking when braking are reduced and the safety in traveling can be increased.
Control and regulation of the locking clutch can be accomplished by the use of a microprocessor.
Added to the non-positive friction clutch can be a positive claw clutch that operates in parallel. Thereby it is always possible to select the better suited of the two clutches in order to overcome the difficulties of a particular traveling situation. When accelerating on a mountain, deficient frictional contact between wheel and ground in one or more of the driven wheels can occur. The claw clutch is preferred in that situation, since, if needed, it can makes available the whole driving force on the single wheel that still grips. When traveling at high speeds on roadways that are uneven or with many curves, frictional contact between a wheel and the ground can repeatedly become briefly deficient due to low or absolutely missing wheel pressure (wheel springing, lifting of a curve inner wheel) and then becomes very good again. The preferred clutch in this situation is a friction clutch with a limitation of the torques and of the relative speed with the possibility of compensating the speed, when driving in a curve, with good frictional contact between a wheel and the ground.
Special intermediate members can be eliminated, since their functions are additionally assumed by the structural part present, the actuation member and the disk carrier.
Using simple, ordinary means it is possible to avoid an overloading of driving members, especially the drive shafts, since an alarm signal either reminds the driver that the claw clutch is switched on or a device causes the automatic opening of the claw clutch.
Overloading due to brisk cut-in current rush can be prevented by using simple ordinary means.
In the drawing is illustrated as an embodiment according to the invention a locking clutch wherein two connecting members of a differential gear of a motor vehicle are connected by a non-positive friction clutch and a disk clutch and by a positive claw clutch operating parallel therewith.
FIG. 1 is a segment of a longitudinal section.
In a housing 1 are supported two central wheels, not shown, as two connecting members of a differential gear, not shown. A hub 2, as a first disk carrier 2, is firmly connected with the first connecting member and a socket 3,
REFERENCES:
patent: 1328966 (1920-01-01), Pollard
patent: 2875875 (1959-03-01), Prahauser et al.
patent: 2936054 (1960-05-01), Simon et al.
patent: 2966975 (1961-01-01), Wiedmann et al.
patent: 3212359 (1965-10-01), Salzmann
patent: 3300008 (1967-01-01), Mendenhall
patent: 3484816 (1969-12-01), Davidson
Herman Roloff/Wilhelm Matek, Authors of "Maschinenelemente", published by Friedr. Vieweg & Sohn, Braunschweig, 1972, p. 295, (Not Translated).
Griesser Walter
Schreiner Friedrich
Braun Leslie
Diehl Dwight G.
Zahnradfabrik Friedrichshafen AG
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