Electrically-driven differential lock transmission system

Abstract

The invention discloses an electrically-driven differential lock transmission system. The system comprises a shell assembly, a driving motor, an output gear, an intermediate shaft gear assembly, a differential mechanism assembly and a shifting fork. The locking mechanism is of a pure mechanical structure, the synchronizer is used for locking the differential gear and the differential shell, the differential lock function is achieved, the driving energy consumption is low, the locking speed is high, and the transmission efficiency is high; the left half shaft neck and the right half shaft neck adopt different structural designs, the left half shaft neck is long, a differential lock structure can be conveniently integrated on the left half shaft neck, the left end of the differential assembly is connected with the shell assembly through the end of the left half shaft neck, the left end of a differential shell is used for welding and installing a lock ring, the structure is compact, and the structure is compact. And the space of the automobile chassis is arranged more reasonably. An adopted locking mechanism is of a pure mechanical structure, a synchronizer is used for locking a differential gear and a differential shell, and therefore the differential lock function is achieved. The driving energy consumption is low, the locking speed is high, and the transmission efficiency is high.

Description

Technical Field

[0001] The invention relates to a driving and transmission system, in particular to an electrically driven differential lock transmission system, and belongs to the field of mechanical design and manufacturing. Background Art

[0002] At present, the defects of differential locks on the market: The defects of electromagnetic differential locks mainly include that they must be switched at a speed below 5km / h and that the installation is complicated. Although this locking mechanism provides effective power control of all wheels of the vehicle, allowing it to get out of trouble under bad road conditions, its use conditions are limited to when the vehicle must be completely stopped, which requires the driver to be very careful when operating it. In addition, the installation process of the electromagnetic differential lock is relatively complicated and requires professional skills and a certain amount of experience to install it correctly, which also increases the difficulty and cost of use.

[0003] The main defects of the multi-plate clutch differential lock include the inability to completely lock, easy overheating when working under high load, and the inability to distribute more than 50% of the torque to the rear axle. ‌Cannot be completely locked‌: The multi-plate clutch differential lock cannot theoretically achieve 100% complete locking. When the clutch plate needs to be pressed to achieve locking, a lot of heat will be generated. Long-term high torque output can easily lead to high temperature overheating, which in turn causes the vehicle computer to intervene in protection, which to a certain extent limits the performance and reliability of the system‌.

[0004] ‌Easy to overheat when working under high load‌: Under high load working conditions, the multi-plate clutch differential lock may have problems due to overheating. Overheating may cause the friction plate performance to deteriorate and may even damage other related components. Therefore, it is necessary to avoid long-term high-load operation to ensure the normal operation of the system and extend its service life‌.

[0005] Unable to distribute more than 50% of the torque to the rear axle: Due to the mechanical characteristics of the multi-plate clutch differential lock, it is impossible to distribute more than 50% of the torque to the rear axle. This limitation makes the mechanical structure of the system relatively fragile and not suitable for challenging extreme situations, otherwise it may face maintenance difficulties.

[0006] Prior art, such as CN108757884 A discloses a differential lock structure, in which a fixed gear sleeve of the differential lock is directly processed on the right housing of the inter-axle differential, which is difficult to process. The movable gear sleeve is fixedly assembled and connected to the right half-axle gear. The opening and closing of the differential lock are achieved by adjusting the bolt. The differential lock is used to adjust the speed relationship between the middle and rear axle wheels. When the differential lock is turned on, the speeds of the middle and rear axle wheels are the same. When the differential lock is turned off, the speeds of the middle and rear axle wheels are differentially adjusted. Summary of the invention

[0007] The present invention is an electric-driven differential lock transmission system specially developed for new energy special all-terrain vehicles, which mainly solves the problem that the entire bridge loses driving force when one side of the wheel of the new energy special all-terrain vehicle slips. The present invention can lock the differential through a locking mechanism, so that when one side of the wheel slips, the other side of the wheel still has driving force, and the off-road performance is stronger. To this end, the present invention discloses a pure electric drive and transmission system with a differential lock structure, and its technical solution is as follows: An electrically driven differential lock transmission system comprises a housing assembly, a driving motor, an output gear, an intermediate shaft gear assembly, a differential assembly, and a shift fork, wherein the main shaft of the driving motor is fixedly connected to the output gear through a spline, and the output gear is connected to the differential assembly through an intermediate shaft gear assembly to realize the transmission of power from the driving motor to the differential assembly, and the main shaft of the driving motor, the output gear, the intermediate shaft gear assembly, and the differential assembly are all installed in the housing assembly; the housing assembly comprises a shell and a shell cover, and the shell and the shell cover are fixedly connected by bolts; the housing of the driving motor is integrated with the shell, and the shell and the shell cover are respectively provided with a driving motor main shaft mounting seat, an intermediate shaft gear assembly mounting seat, and a differential assembly mounting seat from top to bottom; the main shaft of the driving motor, the intermediate shaft gear assembly, and the differential assembly are supported in the housing assembly through bearings; the root of the main shaft of the driving motor is connected by a The bearing is matched and connected with the drive motor main shaft mounting seat on the housing, and the end of the drive motor main shaft is matched and connected with the drive motor main shaft mounting seat on the shell cover through the bearing, and the drive motor main shaft can rotate freely; the main shaft of the drive motor is also fixedly connected with the output gear through a spline, and the main shaft of the drive motor drives the output gear to rotate together; the intermediate shaft gear assembly includes an intermediate shaft, an intermediate shaft input gear and an intermediate shaft output gear, and both ends of the intermediate shaft are supported in the housing assembly through bearings, and the intermediate shaft can rotate freely; the intermediate shaft input gear is fixedly mounted on the intermediate shaft through a spline, the intermediate shaft input gear is meshed with the output gear, the intermediate shaft output gear is directly machined on the intermediate shaft, and the intermediate output shaft gear is connected to the differential assembly; the outer cylindrical surface of the coupling sleeve is machined with a ring groove that cooperates with the shift fork, and the shift fork can make the coupling sleeve move axially along the spline hub; the shift fork is connected to the differential lock switch of the cab through a connecting rod mechanism.

[0008] The present invention also discloses an electrically driven differential lock transmission method, which is characterized by having the following three working modes according to actual road conditions: (1) Normal straight-line driving mode: The differential lock is in the closed state, the shift fork peels the engagement sleeve off the lock ring, and the differential operates normally. When driving in a straight line, the resistance of the left and right drive wheels is roughly the same, so the planetary gears in the differential housing will not rotate when they revolve with the housing. The two planetary gears mesh with the two half-shaft gears and rotate at the same speed; (2) Normal turning mode: The differential lock is closed and the differential operates normally. When the car turns, the outer wheel has a greater curve distance than the inner wheel, so the inner wheel tends to slip and has a greater resistance, while the outer wheel tends to drag and has a smaller resistance. At this time, the planetary gear will rotate around its axis due to the different resistances on both sides. The half-axle gear of the outer wheel will then accelerate, while the half-axle gear of the inner wheel will then decelerate, so that when the car turns, the wheels on both sides rotate at different speeds, and the sum of the speeds of the half-axle gears on the left and right sides is equal to twice the speed of the differential case. (3) When the wheels slip on bad road conditions, activate the differential lock mode: When one side of the wheel slips, turn on the differential lock, and the shift fork moves the coupling sleeve to the right, so that the coupling sleeve and the lock ring are engaged, thereby locking the left half-shaft gear and the differential housing, and the differential loses its differential function. In this way, the wheels on both sides can output power and the entire vehicle can get out of trouble.

[0009] The present invention also discloses a vehicle, including a pure electric drive and transmission system, which is characterized in that the pure electric drive and transmission system is the above-mentioned electric drive differential lock transmission system.

[0010] The present invention also discloses a vehicle, which is characterized in that the vehicle includes the above-mentioned electric-driven differential lock transmission method.

[0011] Beneficial Effects The differential lock structure of the present invention adopts the synchronizer principle and adds a purely mechanical locking structure to the differential assembly to realize the differential lock function. This purely mechanical differential lock structure has low driving energy consumption, fast response speed and high transmission efficiency.

[0012] In the present invention, the left half-shaft journal and the right half-shaft journal adopt different structural designs. The left half-shaft journal is long, which is convenient for integrating the differential lock structure into the left half-shaft journal. The left end of the differential assembly is connected to the housing assembly through the end of the left half-shaft journal, and the left end of the differential housing is used for welding and installing the lock ring. Such a design is more conducive to a compact structure and can arrange the chassis space of the vehicle more reasonably.

[0013] The locking mechanism adopted by the present invention is a purely mechanical structure, which uses a synchronizer to lock the differential gear and the differential housing, thereby realizing the differential lock function, with low drive energy consumption, fast locking speed and high transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic structural diagram of an electrically driven differential lock transmission system of the present invention; Figure 2 It is a schematic diagram of the structure of the differential assembly of the present invention; In the figure: 1. drive motor; 2. output gear; 3. intermediate shaft gear assembly; 4. differential gear; 5. lock ring; 6. coupling sleeve; 7. spline hub; 8. shift fork; 9. differential case; 10. planetary gear; 11. left half shaft gear; 12. right half shaft gear. DETAILED DESCRIPTION Example 1

[0015] See also Figure 1-2 An electrically driven differential lock transmission system includes a housing assembly, a drive motor 1, an output gear 2, an intermediate shaft gear assembly 3, a differential assembly, and a shift fork 8; The housing assembly comprises a housing 13 and a housing cover 14, and the housing and the housing cover are fixedly connected by bolts; the housing of the drive motor is integrated with the housing, and the housing and the housing cover are respectively provided with a drive motor main shaft mounting seat, an intermediate shaft gear assembly mounting seat and a differential assembly mounting seat from top to bottom; the drive motor main shaft is installed in the housing assembly through bearings, wherein the root and the end of the drive motor main shaft are respectively fixedly matched with the inner ring of the bearing, the outer ring of the bearing at the root is fixedly matched with the main shaft mounting seat on the housing, and the outer ring of the bearing at the end is fixedly matched with the main shaft mounting seat on the housing, and the main shaft of the drive motor can rotate freely; the drive motor main shaft is supported on the housing assembly by bearings, and after correct adjustment, the bearings can withstand the radial and axial loads of the drive motor main shaft, ensure the stability and rotation accuracy of the drive motor main shaft when rotating at high speed, and at the same time reduce the friction of the drive motor main shaft, reduce vibration and noise, and extend the service life of the drive motor; the outer side of the drive motor main shaft is also processed with external splines; The center of the output gear is processed with an internal spline, and the main shaft of the driving motor is fixedly connected to the output gear through the spline; The intermediate shaft gear assembly includes an intermediate shaft, an intermediate shaft input gear and an intermediate shaft output gear. Both ends of the intermediate shaft are supported on the housing and the housing cover through bearings, and the intermediate shaft can rotate freely. The intermediate shaft input gear is fixedly mounted on the intermediate shaft through splines, the intermediate shaft input gear is meshed with the output gear, the intermediate shaft output gear is directly machined on the intermediate shaft, and the intermediate output shaft gear is meshed with the differential gear. The intermediate shaft output gear is integrated with the intermediate shaft, which is conducive to simplifying the structural design of the intermediate shaft gear assembly, ensuring the assembly accuracy of the intermediate shaft gear assembly, and improving the assembly processability. The output gear is connected to the differential gear through the intermediate shaft gear assembly to transmit the power of the drive motor to the differential assembly; The differential assembly includes a differential gear 4, a differential housing 5, a planetary gear 10, a left half-shaft gear 11, a right half-shaft gear 12, a lock ring 9, a coupling sleeve 6, and a spline hub 7; The differential housing is a cylindrical housing, with half-axle gear mounting holes provided at the left and right ends of the differential housing, and planetary gear mounting holes provided at the upper and lower ends; a lock ring is provided at the left end of the outer side of the differential housing, the lock ring is connected to the differential housing as a whole by welding, and the lock ring is coaxial with the half-axle gear mounting hole at the left end of the differential housing; the end face of the lock ring close to the outer side is processed with short spline teeth; an annular flange is also provided at the outer side of the differential housing, and a plurality of screw holes are evenly provided on the end face of the annular flange; a bearing mounting journal is also provided at the right end of the differential housing and a bearing is installed thereon; a window is also provided on the differential housing to facilitate the assembly of the planetary gears and half-axle gears; The differential gear is fixedly mounted on the annular flange on the outside of the differential housing by bolts, and the differential gear is located on the outside of the differential housing; and is meshed and connected with the intermediate shaft gear assembly; Two planetary gears and two half-shaft gears are arranged in the differential housing. The two planetary gears and the two half-shaft gears are symmetrically arranged up and down and left and right and mesh with each other. The two planetary gears have the same structure. They are symmetrically installed in the planetary gear mounting holes at the upper and lower ends of the differential case through a specific matching relationship. The two planetary gears can rotate with the differential case and can also rotate around their own axes. The back of the planetary gear and the inner surface of the differential case are both made into spherical surfaces, which is conducive to the alignment of the planetary gears to the center and to the correct meshing with the two half-shaft gears. A spherical gasket is also arranged between the back of the planetary gear and the differential case, which can effectively reduce the wear between the planetary gear and the differential case. The journals of the two half-shaft gears are supported in the corresponding half-shaft gear mounting holes on the left and right sides of the differential case respectively. The half-shaft gears are symmetrically arranged in the differential case through half-shaft gaskets and mesh with the planetary gears to achieve power transmission.

[0016] The two half-shaft gears have different structures, and the journal length of the left half-shaft gear is greater than that of the right half-shaft gear; The journal of the right half-shaft gear is slidably matched with the right mounting hole of the differential case. A flat gasket is arranged between the back of the gear of the right half-shaft gear and the contact surface of the differential case, which can effectively reduce the wear between the right half-shaft gear and the differential case. The right half-shaft gear can slide relative to the differential case. A spline groove is also arranged at the center of the right half-shaft gear. The right half-shaft gear is connected to the right half-shaft through the spline groove. The right half-shaft is then connected to the right driving wheel to realize the transmission of power to the right driving wheel. The journal of the left half-shaft gear is slidably matched with the left mounting hole of the differential case. A flat gasket is arranged between the back of the gear of the left half-shaft gear and the contact surface of the differential case, which can effectively reduce the wear between the left half-shaft gear and the differential case; the left half-shaft gear can slide relative to the differential case; after the left half-shaft gear is matched with the differential case, its journal passes through the left half-shaft mounting hole and the center of the lock ring welded to the left end of the differential case to extend to the outside of the differential case, and an inner spline groove is also arranged at the center of the left half-shaft gear. The left half-shaft gear is connected to the left half-shaft through the inner spline groove, and the left half-shaft is then connected to the left driving wheel to realize the transmission of power to the left driving wheel; A spline hub and a bearing are installed in sequence on the portion of the left half-shaft journal extending outside the differential housing; a coupling sleeve is installed on the outer side of the spline hub; The inner hole and outer cylindrical surface of the spline hub are processed with splines. The inner spline is connected to the journal of the left half-shaft gear and is axially positioned by the shaft shoulder and the inner ring of the bearing. The spline hub is fixed as a whole with the left half-shaft gear and rotates with the left half-shaft gear. The outer ring of the bearing is fixedly matched with the shell of the housing assembly. The inner ring of the coupling sleeve is processed with internal splines, and the internal splines of the coupling sleeve are slidably connected with the external splines of the spline hub; the end face of the coupling sleeve is also processed with short spline teeth, and the spline teeth of the coupling sleeve can mesh with the short spline teeth at the end of the lock ring; The outer cylindrical surface of the coupling sleeve is processed with a ring groove that matches the shift fork. The coupling sleeve can be moved axially along the spline hub by shifting the shift fork. The shift fork is connected to the differential lock switch of the cab through a connecting rod mechanism. The shift fork can move the engagement sleeve to slide left and right to achieve separation and engagement locking with the lock ring. The left and right ends of the differential assembly are fixedly mounted on the housing and the housing cover respectively through bearings, wherein the right end of the differential assembly cooperates with the differential assembly mounting hole of the housing cover through the bearing at the right end of the differential housing, and the left end of the differential assembly cooperates with the differential assembly mounting hole of the housing through the bearing at the end of the journal of the left half-shaft gear, and the differential assembly can rotate freely. Example 2

[0017] The working principle of the electric-driven differential lock transmission system described in Example 1 of the present invention is as follows: the power of the main shaft of the driving motor is first transmitted to the differential gear through the output gear via the intermediate shaft gear assembly, so that the differential housing starts to rotate, and then the power is transmitted to the left and right half-shafts through the planetary gears and the half-shaft gears, so that the power is transmitted from the driving motor to the driving wheel; when driving in a straight line, the planetary gears rotate together with the differential housing, the planetary gears do not rotate on their own, and the differential gears and the left and right half-shaft gears rotate at the same speed; when turning, the planetary gears start to rotate around their own axes under the action of resistance, and the left and right half-shaft gears slide relative to the differential housing on the line of action of the planetary gears, and the speed of the half-shaft gears on the inside is less than the speed of the half-shaft gears on the outside, so that the planetary gears drive the half-shaft gears differentially; During normal driving, the differential lock is closed, the shift fork moves the coupling sleeve out of the lock ring, and the differential performs the differential function normally; when the wheels on one side slip on bad roads, the differential lock is turned on, the shift fork moves the coupling sleeve close to the lock ring and engages to lock it, the differential loses its differential function, and the driving torque of the drive motor is transmitted to the drive wheels on both sides at the same time, allowing the car to get out of trouble. Example 3

[0018] The present invention provides an electrically driven differential lock transmission method, which has the following three working modes according to actual road conditions: (1) Normal straight-line driving mode: The differential lock is in the closed state, the shift fork separates the clutch sleeve from the lock ring, and the differential operates normally. When driving in a straight line, the resistance of the left and right drive wheels is roughly the same, so the planetary gears in the differential housing will not rotate when they revolve with the housing. The two planetary gears mesh with the two half-shaft gears and rotate at the same speed.

[0019] (2) Normal turning mode: The differential lock is closed and the differential operates normally. When the car turns, the outer wheel has a greater curve distance than the inner wheel, so the inner wheel tends to slip and has greater resistance, while the outer wheel tends to drag and has less resistance. At this time, the planetary gear will rotate around its axis due to the different resistances on both sides. The half-axle gear of the outer wheel will then accelerate, and the half-axle gear of the inner wheel will then decelerate, so that when the car turns, the wheels on both sides rotate at different speeds, and the sum of the speeds of the half-axle gears on the left and right sides is equal to twice the speed of the differential case.

[0020] (3) When the wheels slip on bad roads, activate the differential lock mode: When one side of the wheel slips, turn on the differential lock, and the shift fork moves the 8th coupling sleeve to the right, so that the 8th coupling sleeve engages with the 9th locking ring, thereby locking the left half-shaft gear and the differential housing, and the differential loses its differential function. In this way, the wheels on both sides can output power and the entire vehicle can get out of trouble.

[0021] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions only describe the principles of the present invention. The present invention may be subject to various changes and improvements without departing from the spirit and scope of the present invention. These changes and improvements fall within the scope of the present invention. The scope of protection claimed by the present invention is defined by the attached claims and their equivalents.

Claims

1. An electrically driven differential lock transmission system, comprising a housing assembly, a drive motor, an output gear, an intermediate shaft gear assembly, a differential assembly, and a shift fork, characterized by: The main shaft of the driving motor is fixedly connected to the output gear through a spline, and the output gear is connected to the differential assembly through an intermediate shaft gear assembly to realize the transmission of power from the driving motor to the differential assembly. The main shaft of the driving motor, the output gear, the intermediate shaft gear assembly, and the differential assembly are all installed in the housing assembly; the housing assembly includes a shell and a shell cover, and the shell and the shell cover are fixedly connected by bolts; the housing of the driving motor is integrated with the shell, and the housing and the shell cover are respectively provided with a driving motor main shaft mounting seat, an intermediate shaft gear assembly mounting seat, and a differential assembly mounting seat from top to bottom; the main shaft of the driving motor, the intermediate shaft gear assembly, and the differential assembly are supported in the housing assembly through bearings; The root of the main shaft of the driving motor is matched and connected with the main shaft mounting seat of the driving motor on the shell through a bearing, and the end of the main shaft of the driving motor is matched and connected with the main shaft mounting seat of the driving motor on the shell cover through a bearing, and the main shaft of the driving motor can rotate freely; the main shaft of the driving motor is also fixedly connected with the output gear through a spline, and the main shaft of the driving motor drives the output gear to rotate together; the intermediate shaft gear assembly includes an intermediate shaft, an intermediate shaft input gear and an intermediate shaft output gear, and the two ends of the intermediate shaft are supported in the shell assembly through bearings, and the intermediate shaft can rotate freely; the intermediate shaft input gear is fixedly mounted on the intermediate shaft through a spline, the intermediate shaft input gear is meshed with the output gear, the intermediate shaft output gear is directly machined on the intermediate shaft, and the intermediate output shaft gear is connected to the differential assembly; the outer cylindrical surface of the coupling sleeve is machined with a ring groove that cooperates with the shift fork, and the shift fork can make the coupling sleeve move axially along the spline hub; the shift fork is connected to the differential lock switch of the cab through a connecting rod mechanism.

2. An electrically driven differential lock transmission system according to claim 1, characterized in that: The differential assembly includes a differential gear, a differential housing, a planetary gear, a left half-shaft gear, a right half-shaft gear, a locking ring, a coupling sleeve, and a spline hub; The differential housing is a spherical cylindrical housing, with half-axle gear mounting holes provided at the left and right ends of the differential housing, and planetary gear mounting holes provided at the upper and lower ends; a lock ring is provided at the left end of the outer side of the differential housing, and the lock ring is connected to the differential housing as a whole by welding, and the lock ring is coaxial with the half-axle gear mounting hole at the left end of the differential housing; the end face of the lock ring close to the outer side is processed with short spline teeth; an annular flange is also provided at the outer side of the differential housing, and a number of screw holes are evenly opened on the end face of the annular flange; a bearing mounting journal is also provided at the right end of the differential housing and a bearing is installed; the differential gear is fixedly mounted on the annular flange on the outer side of the differential housing by bolts, and the differential gear is located on the outer side of the differential housing; and is meshed and connected with the intermediate shaft output gear; Two planetary gears and two half-shaft gears are arranged in the differential housing. The two planetary gears and the two half-shaft gears are symmetrically arranged up and down and left and right and mesh with each other. The two planetary gears have the same structure. The two planetary gears are symmetrically installed in the planetary gear mounting holes at the upper and lower ends of the differential case through a matching relationship. The two planetary gears can rotate with the differential case and can also rotate around their own axes. The back of the planetary gears and the inner surface of the differential case are both made into spherical surfaces, and a spherical gasket is also arranged between the back of the planetary gears and the differential case. The journals of the two side-shaft gears are respectively supported in the corresponding side-shaft gear mounting holes on the left and right of the differential case. The side-shaft gears are symmetrically arranged in the differential case through the side-shaft gaskets and mesh with the planetary gears. The two half-shaft gears have different structures, in which the journal length of the left half-shaft gear is greater than that of the right half-shaft gear; the journal of the right half-shaft gear is slidably matched with the right side mounting hole of the differential case, a flat gasket is arranged between the back of the gear of the right half-shaft gear and the contact surface of the differential case, and the right half-shaft gear can slide relative to the differential case; the journal of the left half-shaft gear is slidably matched with the left side mounting hole of the differential case, a flat gasket is arranged between the back of the gear of the left half-shaft gear and the contact surface of the differential case, and the left half-shaft gear can slide relative to the differential case; after the left half-shaft gear is matched with the differential case, its journal passes through the left half-shaft mounting hole and is welded to the differential The center of the lock ring at the left end of the transmission housing extends to the outside of the differential housing; a spline hub and a bearing are installed in sequence on the part of the left half-shaft journal extending out of the differential housing; a coupling sleeve is installed on the outside of the spline hub; splines are machined on the inner hole and outer cylindrical surface of the spline hub, and its internal splines are connected to the journal of the left half-shaft gear, and are axially positioned by the shoulder and the inner ring of the bearing, the spline hub and the left half-shaft gear are fixed as a whole, and the spline hub rotates with the left half-shaft gear; the inner ring of the coupling sleeve is machined with internal splines, and the internal splines of the coupling sleeve are slidably connected with the external splines of the spline hub; short spline teeth are also machined on the end face of the coupling sleeve, and the spline teeth of the coupling sleeve are meshed with the short spline teeth at the end of the lock ring.

3. The electrically driven differential lock transmission system according to claim 1, characterized in that: The left and right ends of the differential assembly are fixedly mounted on the housing and the housing cover respectively through bearings, wherein the right end of the differential assembly cooperates with the differential assembly mounting hole of the housing cover through the bearing at the right end of the differential housing, and the left end of the differential assembly cooperates with the differential assembly mounting hole of the housing through the bearing at the end of the journal of the left half-shaft gear, and the differential assembly can rotate freely.

4. An electrically driven differential lock transmission method, the method being based on the electrically driven differential lock transmission system of claim 1, characterized in that: There are three working modes according to the actual road conditions: (1) Normal straight-line driving mode: The differential lock is closed, the shift fork peels the engagement sleeve off the lock ring, and the differential operates normally. When driving in a straight line, the resistance of the left and right drive wheels is the same, so the planetary gears in the differential housing will not rotate when they revolve with the housing. The two planetary gears mesh with the two half-shaft gears and rotate at the same speed. (2) Normal turning mode: The differential lock is closed and the differential operates normally. When the car turns, the outer wheel has a greater curve distance than the inner wheel, so the inner wheel tends to slip and has a greater resistance, while the outer wheel tends to drag and has a smaller resistance. At this time, the planetary gear will rotate around its axis due to the different resistances on both sides. The half-axle gear of the outer wheel will then accelerate, while the half-axle gear of the inner wheel will then decelerate, so that when the car turns, the wheels on both sides rotate at different speeds, and the sum of the speeds of the half-axle gears on the left and right sides is equal to twice the speed of the differential case. (3) When the wheels slip on bad road conditions, activate the differential lock mode: When one side of the wheel slips, turn on the differential lock, and the shift fork moves the coupling sleeve to the right, so that the coupling sleeve and the lock ring are engaged, thereby locking the left half-shaft gear and the differential housing, and the differential loses its differential function. In this way, the wheels on both sides can output power and the entire vehicle can get out of trouble.

5. A vehicle comprising a pure electric drive and transmission system, characterized by: The pure electric drive and transmission system is an electrically driven differential lock transmission system as described in claim 1.

6. A means of transport, characterized by: The vehicle includes the electrically driven differential lock transmission method of claim 4.

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