This invention relates to a synchronized reduction anti-skid and torque distribution differential system that can be used in automobile, motorcycle, minibus, bus, construction equipment, tracked vehicles and similar land and other vehicle motion transmission systems.

In current technologies, differential systems transmit the rotational movement entering the differential to the right and left wheels responsible for traction. The right and left wheels allows the vehicle to move in the trajectory of the angle of the wheels by the friction effect (road handling) on the ground by using the weight of the vehicle. If the differential system is used on the variable angle wheels in charge of maneuvering the vehicle; the wheel in the direction of the maneuver should rotate less relatively the maneuvering angle, and the wheel in the opposite direction of the maneuver should rotate much more. Because the distance between the wheels (axle distance) shortens the path of the inner wheel at the maneuvering side and lengthens the path of the outer wheel at the opposite side of the maneuvering direction. In this case, it ensures that the decreasing rotational movement of the inner wheel is transmitted to the outer wheel as a positive.

If the differential system is used on the non-maneuverable fixed angle wheels of the vehicle; during the maneuver, movement difference transmission occurs between inner and outer (relating to the direction of the maneuver) wheels by the effect of the distance between front and rear wheels (wheelbase). The differential performs this task.

In vehicles with four-wheel drive, during the maneuver; Since the distance to be covered by each of the four wheels will be different compared to the maneuvering angle, the central motion distributor that drives the differentials is used. This unit is a center differential or limited-clutch (allowing unnecessary movement to escape) cardan box. Cardan boxes work to distribute motion to the front and rear differentials, as well as to distribute torque at the same time too. The situation is the same for vehicles with more than four wheels.

Disadvantages Of Current Systems

In order for the differentials to fulfill their duties, it is expected that the inner wheels, by grasping the road very well, transfer the road distance difference to the outer wheel which has longer path during the maneuver. In order to meet this expectation, the relevant mechanical parts of the vehicle must be in very good condition and the tires must completely fulfill their road grip qualities. Differentials use the weight of the vehicle to accomplish this task. When the weather conditions depending on the seasons and the quality of the ground are exactly as desired, it partially fulfills the expectations depending on the speed of the vehicle. In order for the differential system to work correctly in vehicles, it is imperative that the inner wheels grip the ground very well without slip during maneuvering.

If one of the wheels responsible for traction cannot grip onto the ground at all, all of the movement entering the differential is wasted at a rate of 2/1 from the wheel that cannot grip. In this case, the movement of the wheel that can hold onto the ground becomes zero, and the vehicle cannot move at all. With additional systems, it is aimed to transmit the movement to the wheel that grips to the ground when the brake is applied to the wheel that is spinning idle. The motion energy is absorbed in the braking system and there is a loss of energy.

During these negativities, in the time between the sensing of detection the idle rotation of the wheel and activation of the preventive elements by command which comes back from sensor systems, the idle wheel makes the ground worse. For example; The fact that it makes the ground more slippery in winter conditions, and if the ground is loose (mud, sand, snow, etc.), it makes the ground pitted and increases the ground negativities.

External Effects

Road Effects: poor quality road finishings, gravel, stabilized road, earth ground, muddy ground, sand ground, high rough terrain,

Season Effects: Rain, snow, frost, extreme temperature, low temperature.

Vehicle Speed Effect

The angular momentum (centrifugal force) effect caused by the vehicle's center of gravity being above the ground, depending on the amount of maneuvering angle and vehicle speed; while reducing the weight acting on the inner wheels and causing it to not grip the road well, it increases the weight acting on the outer wheels, resulting in more torque and revs need makes the transfer of movement difference difficult. To mitigate the hazards posed by the adverse effects discussed above, relative additions, such as differential locks, limited clutch systems, brake application assistance to inner wheels, etc., have been added to existing cardan box and/or differential system designs.

The first important feature of the invention, which distinguishes it from other systems; The inner wheels, whose ground grip is adversely affected by centrifugal force during maneuvering, do not have to grip on to the ground. The feature that eliminates this obligation; The invention reduces the amount of torque to the inner wheels in proportion to the maneuvering angle, and increases the torque of the outer wheel, which has a longer road than the inner wheel. This feature allows the vehicle to stay in the maneuvering trajectory. This feature is vital in high-speed vehicles.

In order for this feature to be active synchronously, it can also be managed with proportional movement from the steering system or with electric motor or hydraulic systems that are interrelating with the steering movement. It can also be managed manually if needed in the design.

The second distinguishing feature of the invention is its anti-spin feature under difficult conditions.

What is aimed is;

It is to ensure that the movement to the wheel or wheels that can hold onto the ground is transmitted uninterruptedly and with reduction as needed in adverse situations. This positive effect of the system is simultaneous. It does not need external state reporting elements (Sensor etc.). While the invention performs these tasks, there is no strain in the driving system. Elements in motion transmission are only exposed to the forces they are responsible for transmitting. The invention works silently and without vibration, does not produce negative balance, has a long life depending on the production quality, does not require routine maintenance, the production cost is lower than the existing systems with added features, it is suitable for mass production, it is smaller in volume than the existing systems, it can also be used in designs other than rubber wheeled and tracked vehicles. It can be used instead of differential, center differential and cardan boxes.

OBJECTS OF MY INVENTION

The invention relates to differential systems.

Aim:

1 - To increase driving safety arising from driving systems,

2- To provide driving comfort,

3- To prevent deformations by transferring movement without strain,

4- To save fuel with smooth driving,

5- To transmit uninterrupted movement to the traction wheels,

6- To distribute the torque to the wheels as much as proportionally necessary,

Simultaneously adapting to changing conditions or reacting optionally before or after a delay while driving.

In the next description of the invention, the 1 st feature, the anti-skid reduction system, and the 2nd feature, the torque distribution system, will be explained separately by sampling method.

The first important feature that distinguishes the invention from other systems; The inner wheels, whose ground grip is adversely affected by centrifugal force during maneuvering, do not have to hold on to the ground. The feature that eliminates this obligation; the invention reduces the amount of torque to the inner wheels relative to the maneuvering angle, and increases the torque of the outer wheel, which has a longer path than the inner wheel. This feature allows the vehicle to stay in the maneuvering trajectory. This feature is vital in high-speed vehicles. In order for this feature to be active simultaneously, it can also be managed automatically with proportional movement from the steering system or with electric motor or hydraulic systems that are interrelating with the steering movement.

It can also be managed manually if needed in the design.

WORKING PRINCIPLES OF THE INVENTION

In the first feature mentioned above; Synchronous torque distribution occurs when the parts transmitting motion to the axle outputs approach the center of the axle output parts, reducing the torque transmission amount or moving away from the center of the axle output parts and increasing the torque transmission amount. Steering motion is transmitted to the corresponding input of the invention system directly or via electric motors or hydraulic systems; Compared to this transmission, the axle outputs are driven proportionally as mentioned above (reducing the amount of torque transmitted by approaching the center of the axle output parts of the parts that transmit motion to the axle output parts in the maneuver direction, and increasing the amount of transmitted torque by moving away from the center of the axle output parts of the parts that transmit motion to the axle output parts in the opposite direction of the maneuver), torque distribution is occured according to the maneuvering angle. If the above mentioned mechanical system is not desired in an alternative design; The same result is obtained by controlling the rotation movements of the parts responsible for this task with the movement difference transfer (Electric motor, hydraulic systems, lining systems) with the additions of the steering movement. In the second feature mentioned above; anti-skid differential system with synchronous reduction (Invention), without the need for an external state -declaring element, accepting the rotation or stopping of all parts in charge of motion difference transmission , in the same direction in whichever direction the center differential body is rotating; in undesirable conditions, the invention causes the parts responsible for the motion difference transfer to rotate in the opposite direction, and in this case, the parts responsible for the motion difference transfer cannot transmit motion to the axle outputs. In order to ensure the continuity of the movement, the direction determination parts positioned according to the direction of rotation and the parts that tend to reverse are prevented from returning, thus ensuring the continuity of the movements of the axle output parts. The present invention is hereinafter described in more detail by way of example only, with reference to the accompanying drawings, in these drawings;

Figure 1 illustrates the assembled view of the anti-spin differential system with synchronous reduction.

Figure 2 illustrates the fixed part view of the anti-spin differential system with synchronous reduction.

Figure 3 illustrates the fixed part view of the anti-spin differential system with synchronous reduction.

Figure 4 illustrates the view of the basic motion directions of the anti -spin differential system with synchronous reduction.

Figure 5 illustrates the view of the torque adjustment fingers of the anti -spin differential system with synchronous reduction.

Figure 6 illustrates the view of the torque distribution system of the anti -spin differential system with synchronous reduction.

Description of the References

1 - Main shaft

2- center differential body

L3- Direction disc (Left)

R3- Direction disc (Right)

M4- Center transmission pinion gears

L4- Transmission pinion gears (Left)

R4- Transmission pinion gears (Right)

ML5- Center differential gear (Left)

MR5- Center differential gear (Right)

M6- Center pinion shafts L6- Transmission gear shafts (Left)

R6- Transmission gear shafts (Right)

L18- Direction blocker (Left)

R18- Direction blocker (Right)

19- Direction blocking shaft

20- Direction blocking fork

21 - Direction blocking fork bearings

L7- Reductor differential output gear (Left)

R7- Reductor differential output gear (Right)

L9- Reduction input gear (Left)

R9- Reduction input gear (Right)

L11 - Torque adjusting cap (Left)

R11 - Torque adjusting cap (Right)

L12- Axle output (Left)

R12- Axle output (Right)

23- Axle output bearings

L13- Torque adjusting fork (Left)

R13- Torque adjusting fork (Right)

L14- Cylindrical torque adjusting slide (Left)

R14- Cylindrical torque adjusting slide (Right)

15- Torque adjusting fingers

16- Torque adjusting fork shaft

25- Torque adjusting fork shaft bearings

17- Motion input gear 10-Motion input shaft

24-Motion input shaft bearings

L22- Motion output reductor body (Left)

R22- Motion output reductor body (Right)

26- Finger pins

27- Sliding finger pins

Reference Symbol Letters of Part Figures

L: Left

R: Right

M: Central

ML: Central left

FIXED PARTS

The main shaft (1 ) is fixed to the center differential body (2).

The main shaft (1 ) is fixed to the reduction input gear (L9).

Differential output gear (L7) is fixed to direction disc (L3).

Direction disc (L3) is fixed to center differential gear (ML5).

The main shaft (1 ) is fixed to the reduction input gear (R9).

Differential output gear (R7) is fixed to Direction disc (R3).

Direction disc (R3) is fixed to center differential gear (MR5).

The motion input shaft (10) is fixed to the motion input gear (17).

The torque adjusting fork shaft (16) is fixed to the torque adjusting fork (L13).

The torque adjusting fork shaft (16) is fixed to the torque adjusting fork (R13). The direction blocking shaft (19) is fixed to the orientation blocker (L18).

The direction blocking shaft (19) is fixed to the orientation blocker (R18).

The center pinion shafts (M6) are fixed to the center differential body (2).

The center pinion shafts (L6) are fixed to the motion output reductor body (L22).

The center pinion shafts (R6) are fixed to the motion output reductor body (R22).

BEARED PARTS

The motion input shaft (10) is beared on the motion input shaft bearings (24).

The torque adjusting fork shaft (16) is beared on torque adjusting fork shaft bearings (25).

The direction blocking fork (20) is beared on the direction blocking fork bearings (21).

The center differential gear (MR5) is beared on the main shaft (1).

The center differential gear (ML5) is beared on the main shaft (1 ).

Center transmission pinion gears (M4) are beared on the center pinion shafts (M6).

Transmission pinion gears (L4) are beared on the transmission gear shafts (L6).

Transmission pinion gears (R4) are beared on the transmission gear shafts (R6).

Axle output (L12) is beared on the axle output bearings (23).

Axle output (R12) is beared on the axle output bearings (23).

Torque adjusting fingers (15) are beared on the torque adjusting slide (L14).

Torque adjusting fingers (15) are beared on the torque adjusting slide (R14).

The torque distribution arm (25) is fixed to the torque adjusting fork shaft (16).

ASSOCIATED PARTS (MOTION TRANSMISSION)

MR5 is associated with M4.

M4 is associated with M4.

M4 is associated with ML5.

L7 is associated with L4. L4 is associated with L4.

L4 is associated with L9.

R7 is associated with R4.

R4 is associated with R4.

R4 is associated with R9.

15 is associated with L11 .

15 is associated with R11 .

15 is associated with the inner channels of L12.

15 is associated with inner channels of R12.

L13 is associated with L14.

R13 is associated with R14.

20 is associated with 19.

L14 is linearly (L-R direction) beared on L22.

R14 is linearly (L-R direction) beared on R22.

DETAILED DESCRIPTION OF THE INVENTION

A spur gear system is used in this alternative design.

In this alternative design, the frictional resistance of the entire system is assumed to be zero.

In this alternative design, gearbox efficiency is assumed to be 100% (torque loss 0).

In this alternative design, the bearings in which all systems operate are beared to the main body of the invention, which is not shown in the figure.

This alternative design will be explained according to the 1/2 reduction ratio.

In this description; the anti-spin system and the proportionally torque distribution system to the movement outputs in this alternative design will be disclosed separately. 1 -REDUCED ANTI-SPIN SYSTEM

OBJECT If there is a motion input to the system with the motion input shaft (10), in all positive and negative conditions, from the left motion output reductor body (L22) and the right motion output reductor body (R22), uninterrupted motion with reduction is taken in the same direction as the center differential body (2).

In the detailed description of this alternative design:

The center differential gear (ML5), direction disc (L3), and reductor differential output gear (L7), which are fixed together, will be referred to the left transmission group (Figure 3).

The center differential gear (MR5), direction disc (R3), and reduction differential output gear (R7), which are fixed together, will be mentioned as the left transmission group (Figure 3).

In the detailed description of this alternative design:

Left center differential gear (ML5) of the left transmission group, which is beared on the main shaft (1) fixed to the center of the center differential body (2), and also right center differential gear (MR5) of the right transmission group, which is beared on the main shaft (1 ) are associated such that they rotate in opposite directions, and this associated group will be referred to as the center differential by means of center transmission pinion gears (M4), which are beared on the center pinion shafts (M6) fixed on the central differential body (2).

In the detailed description of this alternative design:

In this alternative design, the motion transmitted by the main shaft (1 ) fixed to the central differential body (2) through the reduction input gear (L9) fixed at the rate of 1/1 transmits the difference transfer to the center differential by means of transmission pinion gears (L4), which are beared on "transmission gear shafts (L6) fixed to the motion output reduction body (L22) so as to adversely affect the reduction differential output gear (L7) in the left transmission group. Motion output reduction body (L22) gains motion output capability due to the fact that the transmission gear shafts (L6), on which the mediating transfer pinion gears (L4) are beared, are fixed to the motion output reductor body (L22) in order to reverse 1/1 ratio motion transmitted by the reduction input gear (L9) to the motion output reductor body (L22), to the reduction differential output gear (L7). Subsequently to this description, the motion output reductor body (L22) and the functional elements therein will be referred to as the left motion output group.

When the 1/1 rpm motion transmitted by the reduction input gear (L9) to the left motion output group is in the same direction and at the same rpm as the left transmission group, the movement output ratio is 1/1. When the left transfer group is 0 rpm, the motion output ratio is 1/2. Differential transfers of variable motion from the opposite group via the center differential to the left transfer group proportionally changes the motion of the left motion output group. The ratio of the reduction input gear (L9) to the reduction differential output gear (L7) determines the reduction ratio. In this alternative design with two motion outputs, all the features described above on the left motion output group are the same as on the right motion output group. In that case, the task of the center differential is to transmit 1/1 motion to the right and left movement output groups through the main shaft (1) fixed to the center differential body (2), and to carry the motion difference transfer through the left and right transmission groups of the left and right motion output groups that acts as a differential on the side (right or left).

According to the need in the design where the sum of the motion inputs and motion outputs of a differential system is 3; considering that each motion input can be used as motion output, each motion output can be used as motion input, and that 2 motion inputs can be used as 1 motion output and 1 motion input can be used as 2 motion outputs; 1/1 ratio movement transmitted from the center differential body to the left and right movement output groups via the main shaft transmits the motion difference transfers (increasing or decreasing) relative to the reaction forces to the right and left motion output groups to the center differential via the right and left transfer groups, and performs the counter motion by transmitting it to the transfer group of the output group. In this alternative design, it is accepted as a normal situation (reaction force coming to motion output reductor bodies (L22 and R22)) that the right and left transmission groups rotate in the same direction as the center differential body (2) or one of the right and left transmission groups does not rotate (0 rpm).

The center differential body (2) driven by the motion input gear (17) fixed to the motion input shaft (10) working on the motion input shaft bearings (24) rotates in the expected direction (A or B direction). Under normal conditions (as long as the reaction force comes to the motion output reductor bodies (L22 and R22)), the left transmission group and the right transmission group rotate in the same direction as the center differential body (2). When there is no reaction force in one of the motion output reductor bodies (L22 and R22), the transmission group, in the opposite direction of the motion output reductor body (L22 or R22), where there is no reaction force, begins to rotate in the opposite direction of the center differential body (2), and In this example designed with 1/2 reduction, the motion output reductor body (L22 or R22) on the side without reaction force rotates with proportionally increasing speed. The other action with the reaction force, the motion output reductor body (L22 or R22) remains motionless at 0 rpm. A-N-B assumed orientations (A direction, B direction) or N (passive, free to rotate in both directions) are used to eliminate this negative situation.

Orientation blockers (L18 and R18) associated on the direction discs (L3 and R3) prevent reverse rotation of the transmission group on the reaction force side by determining the direction in the desired direction (A or B direction) before or at the time of negativity, by means of the direction blocking fork (20) associated with the direction blocking shaft (19). When the direction is not determined (N position), the speed of the motion output reductor body (L22 or R22) on the reaction force side is 0 rpm while motion output reductor body (L22 or R22) on the side without reaction force rotates with a proportionally increasing speed. When the motion outputs are taken to the A or B position according to the desired direction (reverse rotation on the side with the reaction force is prevented); The motion output reductor body (L22 or R22) on the non-reactive side rotates at a reduction ratio of 2/1 , and the motion output reductor body (L22 or R22) on the side with the reaction force rotates at 1/2 reduction ratio. Thus, the continuity of the output motion on the side with the reaction force is ensured without interruption. 2- TORQUE DISTRIBUTION SYSTEM

In this alternative design, the amount of moment applied when the cylindrical part, which has a center and is supported from its center, is desired to be driven increases the drive torque requirement near the center of the part to be driven. Large diameter drive reduces the amount of torque. This principle is used when bringing a related and simultaneous output at the two motion outputs of the differential closer to the center of the moving part, the torque is directed to the output, which drives the rotational movement entering the differential from the center of the moving part and drives the other output from a larger diameter than the other, in proportion to the diameter difference of the two outputs. In outputs proportional to the torque transmission difference, the speed increases at the output with high torque transmitted, while the speed decreases at the output with less torque. (The principle of directing the movement to the easy output). Bringing the torque adjusting fingers in the maneuver direction closer to the center causes the movement output to be difficult, and decentralization of the torque adjusting fingers opposite the direction of the maneuver causes the movement output to be an easy output.

This property of the invention eliminates the requirement that the inner wheels in the direction of the maneuver hold very well to the ground during the maneuver. When this mechanism is driven proportionally with the steering movement or simultaneously with other systems, active torque distribution is realized to the movement outputs.

When the torque adjusting fork shaft (16) moves in the L direction, the ends of the torque adjusting fingers (15) get closer to the center at the left output and away from the center at the right output since the torque adjusting fingers (15) beared with finger pins (26) are associated with the channel of the torque adjusting fingers (15), the slide finger pins (27) fixed to the holes of the torque adjustment caps (L11 and R11 ) to the cylindrical torque adjusting slides (L14 and R14) with which the torque adjusting fork shaft (16) torque adjustment forks (L13 and R13) moved in the L and R directions are in relation by means of the relevant channels of the torque fingers (15) (Figure 5), which are associated with the slide finger pins (27) fixed to the holes of the torque adjusting caps (L11 ve R1 1) mounted on the forehead parts of the motion output reductor bodies (L22 ve R22) by being beared through the holes of the torque adjusting fingers (15) to the mounting places where the finger pins (26) of the cylindrical torque adjustment slides (L14 and R14) are associated with the torque adjusting forks (L13 and R13) fixed to the torque adjusting fork shaft (16) ends by being moved in the LR directions working on the torque adjustment fork shaft bearings (25). When it is moved in the R direction, it approaches the center at the right output and moves away from the center at the left output. Finger spans are equalized when centered in the LR directions. Ends of the torque adjusting finger (15) enter the channels outwardly from the center inside the axle outputs (L12 and R12) which are mounted on the axle output bearings (23). Thus, proportional torque distribution is performed at the axle outputs (L12 and R12).