An electrically driven differential lock transmission system

Abstract

A kind of electrically driven differential lock transmission system, the system includes shell assembly, drive motor, output gear, intermediate shaft gear assembly, differential assembly, fork.The locking mechanism used in the application is a purely mechanical structure, the differential gear is locked with the differential housing using a synchronizer to achieve the differential lock function, the driving energy consumption is low, the locking speed is fast, 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, which facilitates the integration of the differential lock structure into the left half shaft neck, and the left end of the differential assembly is connected with the shell assembly through the left end of the left half shaft neck, the left end of the differential housing is used for welding and installing the lock ring, which is conducive to compact structure and more reasonable arrangement of automobile chassis space.The locking mechanism used is a purely mechanical structure, the differential gear is locked with the differential housing using a synchronizer to achieve the differential lock function.The driving energy consumption is low, the locking speed is fast, and the transmission efficiency is high.

Description

Technical Field

[0001] This invention relates to a drive and transmission system, and more particularly to an electrically driven differential lock transmission system, belonging to the field of mechanical design and manufacturing. Background Technology

[0002] Currently, the main drawbacks of electromagnetic differential locks on the market include the requirement to switch at speeds below 5 km / h and their relatively complex installation. While this locking mechanism provides effective power control over all wheels, enabling escape from difficult road conditions, its use is limited to situations where the vehicle must be completely stopped, requiring drivers to operate with extreme caution. Furthermore, the installation process for electromagnetic differential locks is relatively complex, requiring specialized skills and experience for correct installation, which increases the difficulty and cost of use.

[0003] The main drawbacks of multi-plate clutch differential locks include the inability to fully lock, overheating under high loads, and the inability to distribute more than 50% of the torque to the rear axle.

[0004] Inability to achieve complete lock-up: Multi-plate clutch differential locks theoretically cannot achieve 100% complete lock-up. When the clutch plates need to be pressed tightly to achieve lock-up, a large amount of heat is generated. Prolonged high torque output can easily lead to overheating, triggering the vehicle's computer to intervene and protect itself, which to some extent limits the system's performance and reliability.

[0005] High-load operation can lead to overheating: Under high-load conditions, multi-plate clutch differential locks may experience problems due to overheating. Overheating can cause a decline in the performance of the friction plates and may even damage other related components. Therefore, prolonged high-load operation should be avoided to ensure the normal operation of the system and extend its service life.

[0006] Unable to distribute more than 50% of torque to the rear axle: Due to the mechanical characteristics of the multi-plate clutch differential lock, it cannot distribute more than 50% of the torque to the rear axle. This limitation makes the system's mechanical structure relatively fragile and unsuitable for extreme conditions, which could lead to maintenance difficulties.

[0007] Existing technologies, such as CN108757884 A, disclose a differential lock structure in which the differential lock fixing gear sleeve is directly machined on the right housing of the inter-axle differential, which is difficult to machine. The moving gear sleeve is fixedly assembled and connected to the right half-shaft gear. The opening and closing of the differential lock is achieved by adjusting bolts. The differential lock is used to adjust the speed relationship between the middle and rear axle wheels. When the differential lock is open, the speeds of the middle and rear axle wheels are the same. When the differential lock is closed, the speeds of the middle and rear axle wheels are differentially adjusted. Summary of the Invention

[0008] This invention is an electrically driven differential lock transmission system specifically developed for new energy special all-terrain vehicles. It primarily addresses the problem that when one wheel slips, the entire axle loses driving force. This invention uses a locking mechanism to lock the differential, ensuring that even when one wheel slips, the other wheel still has driving force, thus enhancing off-road performance. Therefore, this invention discloses a pure electric drive and transmission system with a differential lock structure, the technical solution of which is as follows:

[0009] An electrically driven differential lock transmission system includes a housing assembly, a drive motor, an output gear, an intermediate shaft gear assembly, a differential assembly, and a shift fork. The system is characterized in that: the drive motor's main shaft is fixedly connected to the output gear via a spline; the output gear is connected to the differential assembly via the intermediate shaft gear assembly, realizing the transmission of power from the drive motor to the differential assembly; the drive motor's main shaft, output gear, intermediate shaft gear assembly, and differential assembly are all installed within the housing assembly; the housing assembly includes a housing and a cover, which are fixedly connected by bolts; the drive motor's housing is integrated with the housing; the housing and cover, from top to bottom, are respectively provided with a drive motor main shaft mounting seat, an intermediate shaft gear assembly mounting seat, and a differential assembly mounting seat; the drive motor's main shaft, intermediate shaft gear assembly, and differential assembly are supported within the housing assembly by bearings; the root of the drive motor's main shaft is connected via... The bearing is connected to the drive motor spindle mounting base on the housing. The end of the drive motor spindle is connected to the drive motor spindle mounting base on the housing cover via the bearing, allowing the drive motor spindle to rotate freely. The drive motor spindle is also fixedly connected to the output gear via a spline, and the drive motor spindle 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. The two ends of the intermediate shaft are supported within the housing assembly by bearings, allowing the intermediate shaft to rotate freely. The intermediate shaft input gear is fixedly mounted on the intermediate shaft via a spline, meshing with the output gear. The intermediate shaft output gear is directly machined on the intermediate shaft and connected to the differential assembly. The outer cylindrical surface of the engagement sleeve is machined with an annular groove that mates with the shift fork. Moving the shift fork allows the engagement sleeve to move axially along the splined hub. The shift fork is connected to the differential lock switch in the cab via a linkage mechanism.

[0010] This invention also discloses an electrically driven differential lock transmission method, characterized by having the following three working modes depending on actual road conditions:

[0011] (1) Normal straight driving mode: The differential lock is in the closed state. The shift fork will disengage the engagement sleeve from the locking ring. The differential operates normally. When driving straight, the resistance of the left and right drive wheels is roughly the same. Therefore, 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.

[0012] (2) Normal turning mode: The differential lock is in the closed state and the differential is operating normally. When the car turns, the outer wheel travels 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 the axis due to the different resistance on both sides. The half-shaft gear of the outer wheel will accelerate and the half-shaft gear of the inner wheel will decelerate. This causes the two wheels to rotate at different speeds when the car turns, and the sum of the speeds of the left and right half-shaft gears is equal to twice the speed of the differential housing.

[0013] (3) When the wheels slip in bad road conditions, activate the differential lock mode: When one side of the wheel slips, activate the differential lock, and move the shift fork to the right to make the shift sleeve engage with the locking ring, thereby locking the left half shaft gear with the differential housing, and the differential loses its differential function. In this way, both wheels can output power and the whole vehicle can get out of trouble.

[0014] The present invention also discloses a vehicle, including a pure electric drive and transmission system, characterized in that: the pure electric drive and transmission system is the above-mentioned electric drive differential lock transmission system.

[0015] The present invention also discloses a means of transportation, characterized in that: the means of transportation includes the above-described electrically driven differential lock transmission method.

[0016] Beneficial effects

[0017] The differential lock structure of this 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 drive energy consumption, fast response speed and high transmission efficiency.

[0018] In this invention, the left and right half-shaft journals adopt different structural designs. The left half-shaft journal is long, which facilitates the integration of 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, while the left end of the differential housing is used to weld and install the locking ring. This design is more conducive to a compact structure and allows for a more reasonable arrangement of the vehicle chassis space.

[0019] The locking mechanism used in this invention is a purely mechanical structure, employing a synchronizer to lock the differential gears to the differential housing, thereby achieving the differential lock function. It features low drive energy consumption, fast locking speed, and high transmission efficiency. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of an electrically driven differential lock transmission system according to the present invention.

[0021] Figure 2 This is a schematic diagram of the differential assembly structure of the present invention;

[0022] In the diagram: 1. Drive motor; 2. Output gear; 3. Intermediate shaft gear assembly; 4. Differential gear; 5. Locking ring; 6. Engaging sleeve; 7. Splined hub; 8. Shift fork; 9. Differential housing; 10. Planetary gear; 11. Left half-shaft gear; 12. Right half-shaft gear. Detailed Implementation Example 1

[0023] See Figure 1-2 As shown. 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;

[0024] The housing assembly includes a housing 13 and a cover 14, which are fixedly connected by bolts. The housing of the drive motor is integrated with the housing. From top to bottom, the housing and cover are respectively provided with a drive motor spindle mounting seat, an intermediate shaft gear assembly mounting seat, and a differential assembly mounting seat. The drive motor spindle is mounted inside the housing assembly via bearings. The root and end of the drive motor spindle are fixedly engaged with the inner ring of the bearing, the outer ring of the bearing at the root is fixedly engaged with the spindle mounting seat on the housing, and the outer ring of the bearing at the end is fixedly engaged with the spindle mounting seat on the cover. The drive motor spindle can rotate freely. The drive motor spindle is supported on the housing assembly by the bearings. After proper adjustment, the bearings can withstand the radial and axial loads of the drive motor spindle, ensuring the stability and rotational accuracy of the drive motor spindle during high-speed rotation. At the same time, it can reduce the friction of the drive motor spindle, reduce vibration and noise, and extend the service life of the drive motor. An external spline is also machined on the outer side of the drive motor spindle.

[0025] The output gear has an internal spline machined in the center, and the drive motor spindle is fixedly connected to the output gear through the spline.

[0026] The intermediate shaft gear assembly includes an intermediate shaft, an intermediate shaft input gear, and an intermediate shaft output gear. The intermediate shaft is supported on the housing and cover at both ends by bearings, and the intermediate shaft can rotate freely. The intermediate shaft input gear is fixedly mounted on the intermediate shaft by a spline and meshes with the output gear. The intermediate shaft output gear is directly machined on the intermediate shaft and meshes with the differential gear. The intermediate shaft output gear is integrated with the intermediate shaft, which simplifies the structural design of the intermediate shaft gear assembly, ensures the assembly accuracy of the intermediate shaft gear assembly, and improves the assembly processability.

[0027] The output gear is connected to the differential gear through the intermediate shaft gear assembly, so as to realize the power transmission of the drive motor to the differential assembly;

[0028] 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 locking ring 9, a coupling sleeve 6, and a splined hub 7.

[0029] The differential housing is a spherical shell. Half-shaft gear mounting holes are provided at both the left and right ends of the differential housing, and planetary gear mounting holes are provided at the top and bottom ends. A locking ring is provided at the left end of the outer side of the differential housing, and the locking ring is welded to the differential housing as a single unit. The locking ring is coaxial with the half-shaft gear mounting hole at the left end of the differential housing. Short splines are machined on the outer end face of the locking ring. An annular flange is also provided on the outer side of the differential housing, and several screw holes are evenly distributed on the end face of the annular flange. A bearing mounting journal is 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-shaft gears.

[0030] The differential gear is bolted to the annular flange on the outside of the differential housing, and the differential gear is located on the outside of the differential housing; and it meshes with the intermediate shaft gear assembly.

[0031] The differential housing contains two planetary gears and two half-shaft gears, which are symmetrically arranged vertically and horizontally and mesh in pairs.

[0032] The two planetary gears have identical structures and are symmetrically installed in the planetary gear mounting holes at the upper and lower ends of the differential housing through a specific mating relationship. The two planetary gears can rotate together with the differential housing or rotate on their own axes. The back of the planetary gears and the inner surface of the differential housing are both made into spherical surfaces, which helps to align the planetary gears with the center and facilitates proper meshing with the two half-shaft gears. A spherical washer is also provided between the back of the planetary gears and the differential housing, which can effectively reduce wear between the planetary gears and the differential housing.

[0033] The journals of the two half-shaft gears are respectively supported in the corresponding half-shaft gear mounting holes on the left and right sides of the differential housing. The half-shaft gears are symmetrically arranged in the differential housing through half-shaft shims and mesh with the planetary gears to realize the transmission of power.

[0034] The two half-shaft gears have different structures, with the journal length of the left half-shaft gear being greater than that of the right half-shaft gear;

[0035] The journal of the right half-shaft gear slides into the mounting hole on the right side of the differential housing. A flat washer is provided between the back of the right half-shaft gear and the contact surface of the differential housing, which can effectively reduce the wear between the right half-shaft gear and the differential housing. The right half-shaft gear can slide relative to the differential housing. A spline groove is also provided in 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 gear is then connected to the right drive wheel to realize the transmission of power to the right drive wheel.

[0036] The journal of the left half-shaft gear slides into the mounting hole on the left side of the differential housing. A flat washer is provided between the back of the left half-shaft gear and the contact surface of the differential housing, which can effectively reduce the wear between the left half-shaft gear and the differential housing. The left half-shaft gear can slide relative to the differential housing. After the left half-shaft gear is engaged with the differential housing, its journal extends to the outside of the differential housing through the mounting hole on the left half-shaft and the center of the locking ring welded to the left end of the differential housing. The center of the left half-shaft gear is also provided with an internal spline groove. The left half-shaft gear is connected to the left half-shaft through the internal spline groove. The left half-shaft is then connected to the left drive wheel to realize the transmission of power to the left drive wheel.

[0037] A splined hub and a bearing are sequentially installed on the portion of the left half-shaft journal that extends out of the differential housing; a coupling sleeve is installed on the outer side of the splined hub.

[0038] The spline hub has splines machined on both its inner bore and outer cylindrical surface. Its 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 to the left half-shaft gear as a whole, and the spline hub rotates together with the left half-shaft gear. The outer ring of the bearing is fixedly fitted to the housing of the housing assembly.

[0039] The inner ring of the coupling sleeve is machined with an internal spline, which is slidably connected to the outer spline of the spline hub; the end face of the coupling sleeve is also machined with short spline teeth, which can mesh with the short spline teeth at the end of the locking ring.

[0040] The outer cylindrical surface of the engagement sleeve is machined with an annular groove that mates with the shift fork. Moving the shift fork allows the engagement sleeve to move axially along the splined hub.

[0041] The shift fork is connected to the differential lock switch in the cab via a linkage mechanism. The shift fork can move the engagement sleeve left and right to achieve separation and engagement with the lock ring for locking.

[0042] The left and right ends of the differential assembly are fixedly mounted on the housing and the cover by bearings, respectively. The right end of the differential assembly is engaged with the differential assembly mounting hole on the cover through the bearing on the right end of the differential housing, and the left end of the differential assembly is engaged with the differential assembly mounting hole on the housing through the bearing at the end of the journal of the left half-shaft gear. The differential assembly can rotate freely. Example 2

[0043] The working principle of the electrically driven differential lock transmission system described in Embodiment 1 of this invention is as follows: The power of the drive motor spindle is first transmitted to the differential gear through the output gear and the intermediate shaft gear assembly, causing the differential housing to start rotating. Then, the power is transmitted to the left and right half shafts through the planetary gears and half shaft gears, realizing the transmission of power from the drive motor to the drive wheels. When driving straight, the planetary gears rotate together with the differential housing, but do not rotate on their own. 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. The left and right half shaft gears slide relative to the differential housing along the line of action of the planetary gears. The speed of the half shaft gear on the inner side is less than the speed of the half shaft gear on the outer side, realizing the differential drive of the planetary gears to the half shaft gears.

[0044] When driving normally, the differential lock is closed, the shift fork moves the engagement sleeve to disengage from the locking ring, and the differential performs its differential function normally; when one wheel slips on a rough road, the differential lock is opened, the shift fork moves the engagement sleeve close to the locking ring and engages and locks, the differential loses its differential function, and the driving torque of the drive motor is simultaneously transmitted to both drive wheels, allowing the car to get out of trouble. Example 3

[0045] This invention discloses an electrically driven differential lock transmission method, which has the following three working modes depending on actual road conditions:

[0046] (1) Normal straight driving mode: The differential lock is in the closed state. The shift fork will disengage the engagement sleeve from the locking ring. The differential operates normally. When driving straight, the resistance of the left and right drive wheels is roughly the same. Therefore, 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.

[0047] (2) Normal turning mode: The differential lock is in the closed state, and the differential operates normally. When the car turns, because the outer wheel travels a longer curve distance than the inner wheel, 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 gears will rotate around their axes due to the different resistance on both sides. The half-shaft gears of the outer wheel will then accelerate, and the half-shaft gears of the inner wheel will then decelerate, so that the two wheels rotate at different speeds when the car turns, and the sum of the speeds of the left and right half-shaft gears is equal to twice the speed of the differential housing.

[0048] (3) When the wheels slip in bad road conditions, activate the differential lock mode: When one side of the wheel slips, activate the differential lock, and move the 8-joint sleeve to the right so that the 8-joint sleeve and the 9-lock ring are engaged, thereby locking the left half shaft gear with the differential housing, and the differential loses its differential function. In this way, both wheels can output power and the whole vehicle can get out of trouble.

[0049] The foregoing has shown and described 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 embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention. The scope of protection claimed by the appended claims and their equivalents is defined.

Claims

1. An electrically driven differential lock transmission system, which achieves the function and role of a differential lock by meshing the end face teeth of the coupling sleeve with the end face teeth of the locking ring, characterized by: The differential housing is a spherical shell with half-shaft gear mounting holes at both ends and planetary gear mounting holes at both ends. A locking ring is located at the outer left end, which is welded to the differential housing. The locking ring is coaxial with the half-shaft gear mounting hole at the left end of the differential housing. The differential gear is located outside the differential housing and meshes with the intermediate shaft output gear. The outer cylindrical surface of the engagement sleeve is machined with an annular groove that mates with the shift fork. Moving the shift fork allows the engagement sleeve to move axially along the splined hub. After the left half-shaft gear mates with the differential housing, its journal extends through the left half-shaft mounting hole and the center of the locking ring welded to the left end of the differential housing to the outside of the differential housing. A splined hub and a bearing are installed sequentially on the part of the left half-shaft journal that extends outside the differential housing. The engagement sleeve is installed on the outer side of the splined hub. Splines are machined on both the inner bore and the outer cylindrical surface of the splined hub. The inner spline connects to the journal of the left half-shaft gear and is axially connected by the shoulder and the inner ring of the bearing. Positioning: The splined hub rotates together with the left half-shaft gear. Splines are machined on both the inner bore and outer cylindrical surface of the splined hub. The inner spline connects to the journal of the left half-shaft gear and is axially positioned by the shoulder and the inner ring of the bearing. The inner ring of the engaging sleeve is machined with an inner spline, which slides with the outer spline of the splined hub. Short spline teeth are also machined on the end face of the engaging sleeve, which mesh with the short spline teeth at the end of the locking ring. Planetary gears and half-shaft gears are installed inside the differential housing, symmetrically arranged vertically and horizontally, and meshing in pairs. The shift fork is connected to the differential lock switch in the cab via a linkage mechanism. The shift fork can drive the engaging sleeve to move axially along the splined hub, so that the engaging sleeve meshes with or separates from the end face teeth of the locking ring. The system achieves the differential lock function through the direct meshing of the end face teeth of the engaging sleeve and the end face teeth of the locking ring. The locking ring is welded and fixed to the left end of the differential housing. The journal of the left half-shaft gear extends through the center of the locking ring to the outside of the housing assembly, forming a compact integrated locking structure.

2. The electrically driven differential lock transmission system according to claim 1, characterized in that: The system also includes a housing assembly, a drive motor, an output gear, an intermediate shaft gear assembly, and a shift fork. The drive motor's main shaft is fixedly connected to the output gear via a spline. The output gear is connected to the differential assembly via the intermediate shaft gear assembly, enabling power transmission from the drive motor to the differential assembly. The drive motor's main shaft, output gear, intermediate shaft gear assembly, and differential assembly are all mounted within the housing assembly. The housing assembly includes a housing and a cover, which are fixedly connected by bolts. The drive motor's housing is integrated with the housing. From top to bottom, the housing and cover respectively have a drive motor main shaft mounting base, an intermediate shaft gear assembly mounting base, and a differential assembly mounting base. The drive motor's main shaft, intermediate shaft gear assembly, and differential assembly are supported within the housing assembly by bearings. The root of the gear is connected to the drive motor spindle mounting bracket on the housing via a bearing. The end of the drive motor spindle is connected to the drive motor spindle mounting bracket on the housing via a bearing, allowing the drive motor spindle to rotate freely. The drive motor spindle is also fixedly connected to the output gear via a spline, and the drive motor spindle 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. The two ends of the intermediate shaft are supported within the housing assembly by bearings, allowing the intermediate shaft to rotate freely. The intermediate shaft input gear is fixedly mounted on the intermediate shaft via a spline, meshing with the output gear. The intermediate shaft output gear is directly machined on the intermediate shaft and connected to the differential assembly. The shift fork is connected to the differential lock switch in the cab via a linkage mechanism.

3. The electrically driven differential lock transmission system according to claim 1, characterized in that: The two planetary gears have the same structure and are symmetrically installed in the planetary gear mounting holes at the upper and lower ends of the differential housing through a mating relationship. The two planetary gears can rotate together with the differential housing or rotate on their own axes. The back of the planetary gears and the inner surface of the differential housing are both made into spherical surfaces, and a spherical gasket is also provided between the back of the planetary gears and the differential housing. The journals of the two half-shaft gears are respectively supported in the corresponding half-shaft gear mounting holes on the left and right sides of the differential housing. The half-shaft gears are symmetrically arranged in the differential housing through half-shaft washers and mesh with the planetary gears. The two half-shaft gears have different structures, with the journal length of the left half-shaft gear being greater than that of the right half-shaft gear. The journal of the right half-shaft gear is in sliding fit with the right side mounting hole of the differential housing, and a flat washer is provided between the back of the right half-shaft gear and the contact surface of the differential housing, allowing the right half-shaft gear to slide relative to the differential housing. The journal of the left half-shaft gear is in sliding fit with the left side mounting hole of the differential housing, and a flat washer is provided between the back of the left half-shaft gear and the contact surface of the differential housing, allowing the left half-shaft gear to slide relative to the differential housing. After the left half-shaft gear is engaged with the differential housing, its journal extends to the outside of the differential housing through the left half-shaft mounting hole and the center of the locking ring welded to the left end of the differential housing.

4. An 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 cover by bearings, respectively. The right end of the differential assembly is engaged with the differential assembly mounting hole on the cover through the bearing on the right end of the differential housing, and the left end of the differential assembly is engaged with the differential assembly mounting hole on the housing through the bearing at the end of the journal of the left half-shaft gear. The differential assembly can rotate freely.

5. 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: Based on actual road conditions, there are three working modes: (1) Normal straight driving mode: The differential lock is in the closed state. The shift fork will disengage the engagement sleeve from the locking ring. The differential operates normally. When driving straight, the resistance of the left and right drive wheels is the same. Therefore, 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 in the closed state and the differential is operating normally. When the car turns, the outer wheel travels 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 the axis due to the different resistance on both sides. The half-shaft gear of the outer wheel will accelerate and the half-shaft gear of the inner wheel will decelerate. This causes the two wheels to rotate at different speeds when the car turns, and the sum of the speeds of the left and right half-shaft gears is equal to twice the speed of the differential housing. (3) When the wheels slip in bad road conditions, activate the differential lock mode: When one side of the wheel slips, activate the differential lock, and move the shift fork to the right to make the shift sleeve engage with the locking ring, thereby locking the left half shaft gear with the differential housing, and the differential loses its differential function. In this way, both wheels can output power and the whole vehicle can get out of trouble.

6. A means of transportation, comprising a purely electric drive system and a transmission system, characterized in that: The pure electric drive and transmission system is an electrically driven differential lock transmission system as described in claim 2.

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