Integrated differential system and vehicle

Abstract

The present invention discloses an integrated differential system and a vehicle, and relates to the technical field of vehicles, wherein the integrated differential system comprises a differential body, a first clutch structure and a second clutch structure, the differential body comprises a housing, a differential input gear and a gear assembly, the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, the gear assembly comprises a planetary shaft, a planetary gear, and a first half-shaft gear and a second half-shaft gear coaxially arranged and located on both sides of the planetary shaft, the planetary gear is sleeved on the planetary shaft and meshes with the first half-shaft gear and the second half-shaft gear for transmission, the first clutch structure is arranged between the housing and the planetary gear to connect or disconnect the housing and the planetary shaft, and the second clutch structure is arranged between the first half-shaft gear and the housing to connect or disconnect the first half-shaft gear and the housing. The present invention integrates the locking and disconnecting functions of the differential, and improves the drivability and fuel economy of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an integrated differential system and a vehicle. Background Art

[0002] With the continuous advancement of science and technology, people pay more and more attention to environmental protection. New energy vehicles have become a hot spot for development, especially electric vehicles, which have become the focus of development in the new energy field. In order to meet consumer needs, major manufacturers continue to improve the economy and driving performance of vehicles, and the functional requirements of electric drive systems have also increased.

[0003] The differential systems in most existing electric drive systems only have differential functions. Some strong off-road models are equipped with differential locks to improve the ability to escape from difficulties under extreme working conditions. Some high-transmission efficiency models are equipped with disconnect devices. However, these solutions cannot meet the multi-functional requirements of the differential system, have low integration, and cannot improve the vehicle's drivability and fuel economy at the same time. Summary of the invention

[0004] The main purpose of the present invention is to provide an integrated differential system and a vehicle, aiming to solve the problem that the existing differential system cannot integrate the locking and disconnecting functions of the differential at the same time.

[0005] To achieve the above object, the present invention provides an integrated differential system, comprising:

[0006] The differential body comprises a housing, a differential input gear and a gear assembly, wherein the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, and the gear assembly comprises a planetary shaft, a planetary gear, and a first side shaft gear and a second side shaft gear coaxially arranged and located on both sides of the planetary shaft, wherein the planetary gear is sleeved on the planetary shaft and meshes with the first side shaft gear and the second side shaft gear for transmission;

[0007] A first clutch structure is provided between the housing and the planetary gear, and is used to connect or disconnect the housing and the planetary shaft; and

[0008] The second clutch structure is disposed between the first half-shaft gear and the housing, and is used to connect or disconnect the first half-shaft gear and the housing.

[0009] In one embodiment, the first clutch structure includes:

[0010] A first joint portion is fixedly mounted on the planetary shaft; and

[0011] A first clutch part, movably mounted on the housing along the axis direction of the first side gear, wherein the first clutch part has a connection state in which the first engaging part is connected to the first clutch part, and a disconnection state in which the first engaging part is separated from the first clutch part;

[0012] The second clutch structure comprises:

[0013] A second engaging portion is fixedly mounted on the first side gear; and

[0014] The second clutch part is movably mounted on the housing along the axis direction of the first half-shaft gear. The second clutch part has a locked state in which the second engaging part is connected to the second clutch part, and an unlocked state in which the second engaging part is separated from the second clutch part during its movable stroke.

[0015] In one embodiment, the first clutch portion and the second clutch portion are integrally arranged to form a composite clutch portion, and the composite clutch portion has a first position in its active stroke in which the first clutch portion is in a disconnected state and the second clutch portion is in an unlocked state, a second position in which the first clutch portion is in a connected state and the second clutch portion is in an unlocked state, and a third position in which the first clutch portion is in a connected state and the second clutch portion is in a locked state.

[0016] In one embodiment, the first clutch portion has a first extension portion extending along the axis direction of the first side gear, the first engagement portion has a second extension portion extending along the axis direction of the first side gear, and the first extension portion and the second extension portion are arranged in a staggered manner;

[0017] The second clutch portion has a third extension portion extending along the axis direction of the first side gear, and the second engagement portion has a fourth extension portion extending along the axis direction of the first side gear, and the third extension portion and the fourth extension portion are arranged in a staggered manner;

[0018] A distance between the first extension portion and the second extension portion is greater than a distance between the third extension portion and the fourth extension portion.

[0019] In one embodiment, the first clutch portion and the second clutch portion are arranged to be relatively movable.

[0020] In one embodiment, the first clutch structure further includes a first driving member, which is disposed in the housing and is used to drive the first clutch part to move;

[0021] The second clutch structure further includes a second driving member, which is disposed in the housing and is used to drive the first engaging portion to move.

[0022] In one embodiment, a first armature is further provided on the first clutch portion;

[0023] The first driving member comprises a first electromagnetic coil, which is arranged on the side of the first clutch portion away from the second side gear and is used to attract the first armature when power is supplied;

[0024] The first clutch structure further includes a first return spring, which is disposed between the first armature and the first electromagnetic coil and is used to apply an elastic force in a direction close to the first engaging portion to the first clutch portion.

[0025] In one embodiment, a second armature is further provided on the second clutch portion;

[0026] The second driving member further comprises a second electromagnetic coil, which is arranged on the side of the second clutch portion away from the second side gear and is used to repel the second armature when power is supplied;

[0027] The second clutch structure further includes a second return spring, which is disposed between the second armature and the second electromagnetic coil and is used for applying an elastic force to the second clutch portion in a direction away from the second engaging portion.

[0028] In one embodiment, the first clutch portion and the second clutch portion are both key-connected to the housing.

[0029] The present invention further provides a vehicle, comprising the above-mentioned integrated differential system, wherein the integrated differential system comprises:

[0030] The differential body comprises a housing, a differential input gear and a gear assembly, wherein the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, and the gear assembly comprises a planetary shaft, a planetary gear, and a first side shaft gear and a second side shaft gear coaxially arranged and located on both sides of the planetary shaft, wherein the planetary gear is sleeved on the planetary shaft and meshes with the first side shaft gear and the second side shaft gear for transmission;

[0031] A first clutch structure is provided between the housing and the planetary gear, and is used to connect or disconnect the housing and the planetary shaft; and

[0032] The second clutch structure is disposed between the first half-shaft gear and the housing, and is used to connect or disconnect the first half-shaft gear and the housing.

[0033] The technical solution of the present invention realizes the connection and disconnection of the housing and the planetary gears by setting the first clutch structure, so that when connected, the power of the differential input gear is transmitted to the planetary gears through the housing, so that the system can realize the differential function, and when disconnected, the power of the differential input gear cannot be transmitted to the two half-axles, reducing the oil stirring loss of the power drive device, etc., and improving the fuel economy and driving range of the system; by setting the second clutch structure, the connection and disconnection of the first half-axle gear and the housing are realized, so that when connected, the rotation of the first half-axle gear and the housing is synchronized, so that the second half-axle gear is synchronized with the first half-axle gear, so that the system can realize the function of differential locking, improve the vehicle's off-road escape capability, and improve the drivability of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0035] Figure 1 A schematic structural diagram of an embodiment of an integrated differential system provided by the present invention;

[0036] Figure 2 for Figure 1 A schematic diagram of the structure when the middle composite clutch is in the first position;

[0037] Figure 3 for Figure 1 A schematic diagram of the structure when the middle composite clutch is in the second position;

[0038] Figure 4 for Figure 1 A schematic diagram of the structure when the middle composite clutch is in the third position;

[0039] Figure 5 A schematic structural diagram of another embodiment of the integrated differential system provided by the present invention;

[0040] Figure 6 for Figure 5 A schematic structural diagram of the first clutch structure;

[0041] Figure 7 for Figure 5 Schematic diagram of the structure of the second clutch structure.

[0042] Description of Figure Numbers:

[0043] 1000. Integrated differential system; 1. differential body; 11. housing; 12. differential input gear; 13. gear assembly; 131. planetary shaft; 132. planetary gear; 133. first half-shaft gear; 134. second half-shaft gear; 2. first clutch structure; 21. first engaging portion; 211. second extension portion; 22. first clutch portion; 221. first extension portion; 222. first armature; 23. first driving member; 231. first electromagnetic coil; 24. first return spring; 3. second clutch structure; 31. second engaging portion; 311. fourth extension portion; 32. second clutch portion; 321. third extension portion; 322. second armature; 33. second driving member; 331. second electromagnetic coil; 34. second return spring; 4. composite clutch portion.

[0044] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0046] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0047] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0048] With the continuous advancement of science and technology, people pay more and more attention to environmental protection. New energy vehicles have become a hot spot for development, especially electric vehicles, which have become the focus of development in the new energy field. In order to meet consumer needs, major manufacturers continue to improve the economy and driving performance of vehicles, and the functional requirements of electric drive systems have also increased.

[0049] The differential systems in most existing electric drive systems only have differential functions. Some strong off-road models are equipped with differential locks to improve the ability to escape from difficulties under extreme working conditions. Some high-transmission efficiency models are equipped with disconnect devices. However, these solutions cannot meet the multi-functional requirements of the differential system, have low integration, and cannot improve the vehicle's drivability and fuel economy at the same time.

[0050] The main purpose of the present invention is to provide an integrated differential system and a vehicle, aiming to solve the problem that the existing differential system cannot integrate the locking and disconnecting functions of the differential at the same time.

[0051] See also Figure 1 and Figure 5 The present invention provides an integrated differential system 1000, comprising a differential body 1, a first clutch structure 2 and a second clutch structure 3, wherein the differential body 1 comprises a housing 11, a differential input gear 12 and a gear assembly 13, wherein the differential input gear 12 is sleeved outside the housing 11 to drive the housing 11 to rotate, and the gear assembly 13 comprises a planetary shaft 131, a planetary gear 132 and a first half-shaft gear 132 coaxially arranged and located on both sides of the planetary shaft 131. The planetary gear 132 is sleeved on the planetary shaft 131 and meshes with the first and second half-shaft gears 133 and 134 for transmission. The first clutch structure 2 is provided between the housing 11 and the planetary gear 132 to connect or disconnect the housing 11 and the planetary shaft 131. The second clutch structure 3 is provided between the first half-shaft gear 133 and the housing 11 to connect or disconnect the first half-shaft gear 133 and the housing 11.

[0052] The technical solution of the present invention realizes the on-off of the housing 11 and the planetary gear 132 by setting the first clutch structure 2, so that when connected, the power of the differential input gear 12 is transmitted to the planetary gear 132 through the housing 11, so that the system can realize the differential function, and when disconnected, the power of the differential input gear 12 cannot be transmitted to the two half-axles, reducing the oil stirring loss of the power drive device, etc., and improving the fuel economy and driving range of the system; by setting the second clutch structure 3, the on-off of the first half-axle gear 133 and the housing 11 is realized, so that when connected, the first half-axle gear 133 and the housing 11 rotate synchronously, so that the second half-axle gear 134 and the first half-axle gear 133 are synchronized, so that the system can realize the function of differential locking, improve the vehicle's off-road escape capability, and improve the drivability of the entire vehicle.

[0053] In order to improve the compactness of the system structure, further, the first clutch structure 2 and the second clutch structure 3 are both arranged on the side of the planetary shaft 131 away from the second side gear 134. In this design, the first clutch structure 2 and the second clutch structure 3 are integrated on one side of the system, and the spatial arrangement is more reasonable, which is convenient for the subsequent layout of the circuit. Correspondingly, the reducer assembly can be arranged on the other side of the planetary shaft 131, thereby improving the overall balance of the system and making full use of the space in the system.

[0054] In order to further improve the compactness of the system structure, the planetary shaft 131 is clearance-matched with the housing 11. Such a design can not only ensure that the housing 11 and the planetary shaft 131 do not interfere with each other, but also shorten the spacing between the components in the system as much as possible, and reduce the overall radial size of the system.

[0055] For details, please refer to Figure 1In one embodiment of the present invention, the first clutch structure 2 includes a first engaging portion 21 and a first clutch portion 22, the first engaging portion 21 is fixedly mounted on the planetary shaft, the first clutch portion 22 is movably mounted on the housing along the axis direction of the first half-shaft gear, and the first clutch portion 22 has a connection state in which the first engaging portion 21 is connected to the first clutch portion 22, and a disconnection state in which the first engaging portion 21 is separated from the first clutch portion 22 in its movable stroke; the second clutch structure 3 includes a second engaging portion 31 and a second clutch portion 32, the second engaging portion 31 is fixedly mounted on the first half-shaft gear, the second clutch portion 32 is movably mounted on the housing along the axis direction of the first half-shaft gear, and the second clutch portion 32 has a locking state in which the second engaging portion 31 is connected to the second clutch portion 32, and an unlocking state in which the second engaging portion 31 is separated from the second clutch portion 32 in its movable stroke. With such a design, the differential can be switched on and off by moving the first clutch part 22, and the differential can be locked and unlocked by moving the second clutch part 32. The structure is simple and easy to control. It can be understood that a cavity is provided in the housing 11 for the first clutch part 22 and the second clutch part 32 to move, and during the movement, the first clutch part 22 and the second clutch part 32 are still connected to the housing 11. Specifically, in one embodiment, a slider is provided on the first clutch part 22 and the second clutch part 32, and a slide groove cooperating with the slider is correspondingly provided on the inner wall of the cavity. In another embodiment, the first clutch part 22 and the second clutch part 32 are weakly magnetically connected to the cavity.

[0056] It should be noted that the present invention does not limit the specific implementation form of the first clutch part 22 and the second clutch part 32. In an embodiment of the present invention, please refer to Figures 1 to 4 The first clutch part 22 and the second clutch part 32 are integrally arranged to form a composite clutch part 4, and the composite clutch part 4 has a first position in its movable stroke in which the first clutch part 22 is in a disconnected state and the second clutch part 32 is in an unlocked state, a second position in which the first clutch part 22 is in a connected state and the second clutch part 32 is in an unlocked state, and a third position in which the first clutch part 22 is in a connected state and the second clutch part 32 is in a locked state. In this way, the functions of disconnection, connection or locking of the differential can be realized by moving the composite clutch part 4 to the first position, the second position or the third position, the structure is simple, and only one driving structure needs to be arranged later, which saves space inside the housing 11 and is more reasonable in design.

[0057] Further, the first clutch portion 22 has a first extension portion 221 extending along the axis direction of the first side gear 133, the first joint portion 21 has a second extension portion 211 extending along the axis direction of the first side gear 133, and the first extension portion 221 and the second extension portion 211 are arranged in a staggered manner; the second clutch portion 32 has a third extension portion 321 extending along the axis direction of the first side gear 133, the second joint portion 31 has a fourth extension portion 311 extending along the axis direction of the first side gear 133, and the third extension portion 321 and the fourth extension portion 311 are arranged in a staggered manner. In this way, the distance between the first extension portion 221 and the second extension portion 211 is greater than the distance between the third extension portion 321 and the fourth extension portion 311.

[0058] It should be noted that the present invention does not limit the specific implementation form of the combination of the first clutch part 22 and the first engaging part 21. For example, in a preferred embodiment of the present invention, the first clutch part 22 is provided with a plurality of protrusions arranged at intervals, and the first engaging part 21 is correspondingly provided with grooves that cooperate with the protrusions. Such a design has a simple structure and a tight fit. In another embodiment, the first clutch part 22 and the first engaging part 21 are configured as magnetic materials that attract each other so that the two can fit tightly when in contact. It can be understood that this scheme does not limit the specific form of the combination of the second clutch part 32 and the second engaging part 31. The specific implementation form can be the same as the combination form of the first clutch part 22 and the first engaging part 21, or it can be different, and no further elaboration is given here.

[0059] In another embodiment of the present invention, please refer to Figures 5 to 7 The first clutch part 22 and the second clutch part 32 are relatively movable. With such arrangement, the first clutch part 22 and the second clutch part 32 can be controlled independently, and both are provided with two gears, i.e., gears connected or disconnected with the first engaging part 21 or the second engaging part 31, respectively, which is convenient for subsequent programmed control, and there is no need to design an identification device for the intermediate position, and the structure is relatively simple and easy to implement.

[0060] Furthermore, the first clutch structure 2 further includes a first driving member 23, which is disposed in the housing 11 and is used to drive the first clutch part 22 to move; the second clutch structure 3 further includes a second driving member 33, which is disposed in the housing 11 and is used to drive the second clutch part 32 to move. In this design, the first clutch part 22 and the second clutch part 32 are driven to move by the first driving member 23 and the second driving member 33, thereby improving the automation of the system and facilitating the subsequent setting of a control system to realize intelligent control of the differential system.

[0061] It should be noted that this solution does not limit the specific implementation form and specific installation position of the above-mentioned driving member. For example:

[0062] In a preferred embodiment, the first clutch part 22 is further provided with a first armature 222; the first driving member 23 includes a first electromagnetic coil 231, which is arranged on the side of the first clutch part 22 away from the second side gear 134, and is used to attract the first armature 222 when power is turned on; the first clutch structure 2 also includes a first return spring 24, which is arranged between the first armature 222 and the first electromagnetic coil 231, and is used to apply a direction elastic force to the first clutch part 22 close to the first engagement part 21. With such a design, the first clutch part 22 and the first engagement part 21 can be in a connected state for a long time, so that the integrated differential system 1000 can maintain the differential connected state in a natural state, reducing the loss of the system, and when the first electromagnetic coil 231 is powered off, the first return spring 24 can immediately return the first clutch part 22 to the disconnected position, and the structure is simple and the degree of automation is high.

[0063] In another preferred embodiment, the second clutch part 32 is further provided with a second armature 322; the second driving member 33 further includes a second electromagnetic coil 331, which is arranged on the side of the second clutch part 32 away from the second half-shaft gear 134, and is used to repel the second armature 322 when power is turned on; the second clutch structure 3 further includes a second return spring 34, which is arranged between the second armature 322 and the second electromagnetic coil 331, and is used to apply an elastic force to the second clutch part 32 in a direction away from the second engagement part 31. With such a design, the second clutch part 32 and the second engagement part 31 can be in a disconnected state for a long time, so that the integrated differential system 1000 maintains a differential function in a natural state, reducing the loss of the system, and when the second electromagnetic coil 331 is powered off, the second return spring 34 can immediately return the second clutch part 32 to the unlocked position, which has a simple structure and a high degree of automation.

[0064] In order to realize the synchronous rotation of the first clutch part 22, the second clutch part 32 and the housing 11, specifically, the first clutch part 22 and the second clutch part 32 are key-connected to the housing 11. Such a design ensures the stability of the connection while being simple in structure and easy to disassemble. It can be understood that the length of the keyway on the housing 11 is greater than the length of the key, so as to ensure that the first clutch part 22 and the second clutch part 32 can slide relative to the housing 11.

[0065] The following will describe in detail the working process of the integrated differential system 1000 in another embodiment provided by the present invention when facing different working conditions. The vehicle in this embodiment is a four-wheel drive vehicle. During normal driving of the vehicle, the first electromagnetic coil 231 and the second electromagnetic coil 331 are powered off, the first engaging portion 21 is connected to the first clutch portion 22, the second engaging portion 31 is disconnected from the second clutch portion 32, and the planetary shaft 131 can rotate driven by the housing 11, thereby realizing a normal differential function; when the vehicle is stuck in a muddy road section, the first electromagnetic coil 231 is powered off, the second electromagnetic coil 331 is powered on, the first engaging portion 21 is connected to the first clutch portion 22, the second engaging portion 31 is connected to the second clutch portion 32, the first The half-shaft gear 133 rotates synchronously with the housing 11, thereby realizing the locking function of the differential, increasing the power of the tire on the road side, and improving the vehicle's off-road escape ability; when driving on a good road, the first electromagnetic coil 231 is energized, the second electromagnetic coil 331 is de-energized, the first engaging portion 21 is disconnected from the first clutch portion 22, and the second engaging portion 31 is disconnected from the second clutch portion 32, so that the power of the differential input gear 12 cannot be transmitted to the planetary shaft 131, thereby disconnecting the power of a drive shaft in the vehicle, reducing the oil stirring loss of the power drive device, and improving the system fuel economy or driving range.

[0066] The present invention further proposes a vehicle, which includes the above-mentioned integrated differential system 1000. Since the vehicle includes the integrated differential system 1000, the specific structure of the integrated differential system 1000 refers to the above-mentioned embodiment. Since the integrated differential system 1000 of the vehicle adopts all the technical solutions of all the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here one by one.

[0067] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. An integrated differential system, characterized in that: include: The differential body comprises a housing, a differential input gear and a gear assembly, wherein the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, and the gear assembly comprises a planetary shaft, a planetary gear, and a first side shaft gear and a second side shaft gear coaxially arranged and located on both sides of the planetary shaft, wherein the planetary gear is sleeved on the planetary shaft and meshes with the first side shaft gear and the second side shaft gear for transmission; A first clutch structure, provided between the housing and the planetary gear, for connecting or disconnecting the housing and the planetary shaft; as well as, A second clutch structure, provided between the first side gear and the housing, for connecting or disconnecting the first side gear and the housing; The first clutch structure comprises: A first joint portion is fixedly mounted on the planetary shaft; and A first clutch part, movably mounted on the housing along the axis direction of the first side gear, wherein the first clutch part has a connection state in which the first engaging part is connected to the first clutch part, and a disconnection state in which the first engaging part is separated from the first clutch part; The second clutch structure comprises: A second engaging portion is fixedly mounted on the first side gear; and A second clutch part is movably mounted on the housing along the axis direction of the first side gear, and the second clutch part has a locked state in which the second engagement part is connected to the second clutch part, and an unlocked state in which the second engagement part is separated from the second clutch part; The first clutch part and the second clutch part are integrally arranged to form a composite clutch part, and the composite clutch part has a first position in its movable stroke in which the first clutch part is in a disconnected state and the second clutch part is in an unlocked state, a second position in which the first clutch part is in a connected state and the second clutch part is in an unlocked state, and a third position in which the first clutch part is in a connected state and the second clutch part is in a locked state; The first clutch portion has a first extension portion extending along the axis direction of the first side gear, the first engagement portion has a second extension portion extending along the axis direction of the first side gear, and the first extension portion and the second extension portion are arranged in a staggered manner; The second clutch portion has a third extension portion extending along the axis direction of the first side gear, and the second engagement portion has a fourth extension portion extending along the axis direction of the first side gear, and the third extension portion and the fourth extension portion are arranged in a staggered manner; A distance between the first extension portion and the second extension portion is greater than a distance between the third extension portion and the fourth extension portion.

2. The integrated differential system according to claim 1, characterized in that: The first clutch part and the second clutch part are arranged to be relatively movable.

3. The integrated differential system according to claim 2, characterized in that: The first clutch structure further includes a first driving member, which is disposed in the housing and is used to drive the first clutch part to move; The second clutch structure further includes a second driving member, which is disposed in the housing and is used to drive the second clutch portion to move.

4. The integrated differential system according to claim 3, characterized in that: The first clutch portion is also provided with a first armature; The first driving member comprises a first electromagnetic coil, which is arranged on the side of the first clutch portion away from the second side gear and is used to attract the first armature when power is supplied; The first clutch structure further includes a first return spring, which is disposed between the first armature and the first electromagnetic coil and is used to apply an elastic force in a direction close to the first engaging portion to the first clutch portion.

5. The integrated differential system according to claim 3, characterized in that: The second clutch portion is also provided with a second armature; The second driving member further comprises a second electromagnetic coil, which is arranged on the side of the second clutch portion away from the second side gear and is used to repel the second armature when power is supplied; The second clutch structure further includes a second return spring, which is disposed between the second armature and the second electromagnetic coil and is used for applying an elastic force to the second clutch portion in a direction away from the second engaging portion.

6. The integrated differential system according to claim 2, characterized in that: The first clutch part and the second clutch part are both connected with the housing key.

7. A vehicle, characterized in that: An integrated differential system comprising any one of claims 1 to 6.

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