Differential mechanism, drive axle and vehicle

Abstract

The embodiment of the invention provides a differential mechanism, a drive axle and a vehicle. The technical problem that the energy recovery efficiency of an electric vehicle is low is solved. The differential mechanism comprises a first drive plate, a gear assembly, a first transmission structure and a second transmission structure. The gear assembly comprises a planetary gear train; the planetary gear train comprises an outer raceway, a planet wheel support and a planetary gear set. The outer raceway and the planet wheel bracket are respectively connected with the planet gear set; the first driving plate is in transmission connection with the outer roller path through a first transmission structure, and the first driving plate can slide relative to the outer roller path; along the axis of the outer roller path, when the first driving plate is located at the first position, the first driving plate is disconnected from the planet wheel bracket; when the first driving plate is located at the second position, the first driving plate is in transmission connection with the planet wheel support through the second transmission structure. By adjusting the transmission connection relation between the first drive plate and the planet wheel support in the gear assembly, the torque amplification function of the differential mechanism can be achieved, the energy recovery efficiency is improved, and then the cruising ability of the electric car is improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular to a differential, a drive axle and a vehicle. Background Art

[0002] Electric vehicles achieve driving functions by converting electrical energy into kinetic energy.

[0003] In order to improve the endurance of electric vehicles, energy recovery technology can be used to recover energy. For example, when the car is braking or decelerating, part of the mechanical energy is converted into other forms of energy in the car's energy storage device. The higher the energy recovery efficiency, the better the endurance of the electric car.

[0004] Therefore, improving energy recovery efficiency has become an urgent problem to be solved. Summary of the invention

[0005] The embodiments of the present application provide a differential, a drive axle and a vehicle, which are used to solve the technical problem of low energy recovery efficiency in electric vehicles.

[0006] To achieve the above objectives, the embodiments of the present application adopt the following technical solutions:

[0007] In a first aspect, a differential is provided, which includes: a first dial, a gear assembly, a first output shaft, a second output shaft, a first transmission structure and a first stop structure; the gear assembly includes a planetary gear system, the planetary gear system includes an outer race, a planetary gear support and a planetary gear set; the outer race is meshed with the planetary gear set, and the planetary gear support is connected to the planetary gear set; the first output shaft and the second output shaft are both transmission-connected to the planetary gear support; the first dial is transmission-connected to the outer race through the first transmission structure, and the first dial can slide relative to the outer race along the axis of the outer race; when the axis slides to the first position of the first dial, the first dial is disconnected from the planetary gear support; when the differential is in the first working state, the first dial slides to the first position, and the first stop structure is connected to the first dial to prevent the first dial from rotating.

[0008] Based on the above description of the structure of the differential provided in the embodiment of the present application, it can be known that the differential includes a first dial, a gear assembly, a first transmission structure and a first stop structure. When the first dial is in the first position, the first dial is disconnected from the planetary gear support of the gear assembly, and at the same time, the first dial is in transmission connection with the outer raceway of the gear assembly. At this time, the first stop structure keeps the first dial stationary. If the differential is in a braking condition, that is, the motor connected to the planetary gear set in the differential is reversed, the differential can increase the reverse resistance torque of the motor, recover more braking energy, and improve the energy recovery efficiency. If the differential is in a sliding condition, that is, the motor is in a stopped state after releasing the accelerator pedal and before stepping on the brake pedal, the differential can increase the reverse resistance torque of the motor, recover more braking energy, and improve the energy recovery efficiency. In this way, when the planetary gear set in the differential is connected to the motor transmission, by adjusting the transmission connection relationship between the first dial and the planetary gear bracket in the gear assembly, under braking conditions, the motor braking resistance torque and the recoverable braking energy are amplified to improve the energy recovery efficiency and thus improve the endurance of the electric vehicle.

[0009] And, if the differential is in normal operating condition, the planetary gear set is used to reduce the rotational speed to realize the torque amplification function of the differential.

[0010] Furthermore, after releasing the accelerator pedal and before stepping on the brake pedal, by placing the first dial in the first position, the first dial is disconnected from the planetary gear support of the gear assembly, and at the same time, the first dial maintains a transmission connection with the outer raceway of the gear assembly, so that the first dial can rotate freely, thereby achieving the goal of not generating motor braking resistance torque.

[0011] In a feasible implementation of the first aspect, the differential further includes a second transmission structure. When the differential is in the second working state, the first dial slides to a second position, and the first dial is transmission-connected to the planetary gear support through the second transmission structure.

[0012] In this way, when the first dial is located at the second position, the first dial is transmission-connected to the planetary gear support via the second transmission structure, thereby ensuring normal transmission of torque.

[0013] In a feasible implementation of the first aspect, the first transmission structure includes a first protrusion and a first groove; one of the first protrusion and the first groove is arranged on the first dial, and the other is arranged on the outer raceway; the first protrusion extends into the first groove.

[0014] In a feasible implementation of the first aspect, a plurality of first grooves are arranged at intervals on the first dial along the circumference of the first dial; a plurality of first protrusions are arranged at intervals on the outer raceway along the circumference of the outer raceway; along the axis of the outer raceway, the width of the first groove is greater than the width of the first protrusion, so that the first dial can slide relative to the outer raceway; and each first protrusion is arranged in a first groove.

[0015] In a feasible implementation of the first aspect, a first through hole is arranged in the outer raceway; the axis of the first through hole is parallel to the axis of the outer raceway, and the first through hole passes through the outer raceway along the axis of the outer raceway; the first dial includes a first base plate and a first boss arranged on the first base plate, the first boss extends into the first through hole, the first boss has an outer wall surface extending along the axis of the outer raceway, and the first groove is located on the outer wall surface; the first through hole has a first edge, and the first protrusion is arranged on the first edge.

[0016] In a feasible implementation of the first aspect, the second transmission structure includes a second protrusion and a second groove; one of the second protrusion and the second groove is arranged on the planetary gear bracket, and the other is arranged on the first dial; when the first dial is in the first position, the second protrusion is separated from the second groove; when the first dial is in the second position, the second protrusion extends into the second groove.

[0017] In a feasible implementation of the first aspect, a plurality of second protrusions are spaced apart on the planetary gear support along the circumference of the planetary gear support; a plurality of second grooves are spaced apart on the first dial along the circumference of the first dial, and each second protrusion is disposed in a second groove.

[0018] In a feasible implementation of the first aspect, the first dial and the planetary gear support are coaxially arranged; a second through hole is arranged on the first dial; the axis of the second through hole is parallel to the axis of the outer raceway, and the second through hole passes through the first dial along the axis of the outer raceway; a second groove is arranged on the hole wall of the second through hole; the planetary gear support has a first surface perpendicular to the axis of the outer raceway, and the second protrusion is arranged on the first surface.

[0019] In a feasible implementation of the first aspect, along the axis of the outer raceway, the first dial, the outer raceway and the planetary gear support are coaxially arranged; and the planetary gear support is arranged in the outer raceway.

[0020] In a feasible implementation of the first aspect, the planetary gear support includes a first shaft segment, a second shaft segment and a third shaft segment which are connected in sequence and coaxially arranged; the diameter of the second shaft segment is larger than the diameter of the third shaft segment, and the diameter of the third shaft segment is larger than the diameter of the first shaft segment; the second shaft segment has a second surface facing the first shaft segment; a positioning column for connecting the planetary gears in the planetary gear set is arranged on the second surface; the first shaft segment is rotationally connected to the first output shaft; the third shaft segment is rotationally connected to the second output shaft.

[0021] In a feasible implementation of the first aspect, the gear assembly also includes a bevel gear train; the bevel gear train includes a first bevel gear, a second bevel gear and a third bevel gear; the axes of the first bevel gear and the second bevel gear are colinearly arranged, and the axes of the first bevel gear and the second bevel gear are parallel to the axis of the planetary gear bracket; the first bevel gear is transmission connected to the first output shaft, and the second bevel gear is transmission connected to the second output shaft; the third bevel gear is rotatably connected to the planetary gear bracket, the axis of the third bevel gear is perpendicular to the axis of the planetary gear bracket, the third bevel gear is located between the first bevel gear and the second bevel gear, and the third bevel gear is meshed with both the first bevel gear and the second bevel gear.

[0022] In a feasible implementation of the first aspect, the gear assembly also includes a bevel gear train; the bevel gear train includes a first bevel gear, a second bevel gear and a third bevel gear; along the axis of the outer raceway, the first bevel gear and the second bevel gear are arranged on opposite sides of the third bevel gear; the axis of the first bevel gear is the same as the axis of the outer raceway, the first bevel gear is meshed with the third bevel gear, and the first bevel gear is connected to the first output shaft; the axis of the second bevel gear is the same as the axis of the outer raceway, the second bevel gear is meshed with the third bevel gear, and the second bevel gear is connected to the second output shaft; the axis of the third bevel gear is perpendicular to the axis of the outer raceway, and the third bevel gear is connected to the planetary gear bracket.

[0023] In a possible implementation manner of the first aspect, an accommodating cavity is formed in the third shaft segment, and the accommodating cavity is used to accommodate the bevel gear train.

[0024] In this way, the differential has a compact structure.

[0025] In a feasible implementation of the first aspect, the gear assembly also includes: a first sun gear; the planetary gear set includes a plurality of planetary gears, and the plurality of planetary gears are arranged at intervals along the circumference of the first sun gear; the first sun gear meshes with the planetary gears for transmission, and the planetary gears mesh with the outer raceway for transmission.

[0026] In a feasible implementation of the first aspect of the planetary gear, the differential further includes a push rod; the push rod is drivingly connected to the first dial, and the push rod is used to push the first dial to move relative to the outer raceway.

[0027] In a second aspect, a drive axle is provided, which includes: the differential provided in the first aspect, a first half-shaft, a second half-shaft, a motor and its reducer, the first half-shaft is drivingly connected to the first output shaft of the differential, and the second half-shaft is drivingly connected to the second output shaft of the differential.

[0028] The drive axle is equipped with a differential. When the planetary gear set in the differential is connected to the motor transmission, the transmission connection relationship between the first dial and the planetary gear bracket in the gear assembly is adjusted. Under braking conditions, the motor braking resistance torque and the recoverable braking energy are amplified to improve the energy recovery efficiency and thus improve the endurance of the electric vehicle.

[0029] In a feasible implementation of the second aspect, the drive axle further includes: the motor is drivingly connected to the differential via a reducer.

[0030] In this way, the drive axle can realize independent control of the torque of two wheels with one motor, has a simple structure, and is easy to mass produce.

[0031] In a feasible implementation of the second aspect, the drive axle also includes: a second dial; the second dial is sleeved on the first output shaft, the second dial is transmission connected to the first output shaft, the second dial is configured to be slidable along the axis relative to the first output shaft, and the second dial is located between the planetary gear bracket and the first half shaft; in the first state, the second dial slides toward the first half shaft so that the second dial is transmission connected to the first half shaft and the second dial is separated from the planetary gear bracket; in the second state, the second dial slides toward the planetary gear bracket so that the second dial is separated from the first half shaft and the second dial is transmission connected to the planetary gear bracket; in the third state, the second dial is configured to alternately enter the first state and the second state.

[0032] In a possible implementation of the second aspect, the drive axle further includes a second stop structure, and the second stop structure is used to connect with the second dial during braking to prevent the second dial from rotating.

[0033] By controlling the second dial to remain stationary through the second stop structure, additional braking force can be provided to assist the braking of the vehicle. The unsprung mass is greatly reduced, and the smoothness and controllability of the vehicle's driving are greatly improved. In a feasible implementation of the second aspect, the drive axle also includes: a second dial and a third transmission structure; the second dial is sleeved on the first output shaft; the planetary gear bracket is sleeved on the first output shaft; the third transmission structure includes a third protrusion and a third groove; one of the third protrusion and the third groove is arranged on the second dial, and the other is arranged on the planetary gear bracket of the differential; along the axis of the outer raceway, when the second dial is in the third position, the third protrusion extends into the third groove, and the planetary gear bracket of the differential is connected to the first half shaft through the second dial; when the second dial is in the fourth position, the third protrusion is separated from the third groove.

[0034] By setting the second dial and the third transmission structure, the motor torque can be dynamically distributed between the two half-axles. In addition, by controlling the second dial to remain stationary, additional braking force can be provided to assist in vehicle braking. This greatly reduces the unsprung mass and greatly improves the vehicle's driving smoothness and handling.

[0035] In a feasible implementation of the second aspect, the drive axle also includes: a third dial and a fourth transmission structure; the third dial is sleeved on the second output shaft; the planetary gear bracket is sleeved on the second output shaft; the fourth transmission structure includes a fourth protrusion and a fourth groove; one of the fourth protrusion and the fourth groove is arranged on the third dial, and the other is arranged on the planetary gear bracket of the differential; along the axis of the outer raceway, when the third dial is in the fifth position, the fourth protrusion extends into the fourth groove, and the planetary gear bracket of the differential is connected to the second half-shaft through the third dial; when the third dial is in the sixth position, the fourth protrusion and the fourth groove are separated.

[0036] By setting the third dial and the fourth transmission structure, the motor torque can be dynamically distributed between the two half-axles. In addition, by controlling the third dial to remain stationary, additional braking force can be provided to assist in vehicle braking. The unsprung mass is greatly reduced, and the vehicle's driving smoothness and handling are greatly improved.

[0037] In a third aspect, a vehicle is provided, comprising: the differential provided in the first aspect or the drive axle provided in the second aspect, a first wheel and a second wheel, wherein the first wheel is drivingly connected to the differential, and the second wheel is drivingly connected to the differential.

[0038] When the motor is braking in reverse, the reverse resistance torque of the motor can be increased to recover more braking energy; when encountering extreme working conditions, the torque of the four wheels can be independently controlled, thereby enhancing the stability and safety of the vehicle. In addition, with a total of two motors, the torque of the four wheels can be independently controlled without changing the driving habits of the public, improving the user experience. In addition, the vehicle load and manufacturing costs are reduced, which is conducive to mass production. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of the structure of a drive axle provided in an embodiment of the present application;

[0041] Figure 3 A schematic diagram of the transmission structure of a differential provided in an embodiment of the present application;

[0042] Figure 4a A schematic diagram of the structure of a differential provided in an embodiment of the present application;

[0043] Figure 4b A schematic diagram of the structure of a differential provided in an embodiment of the present application when the second dial is located at the third position and the third dial is located at the fifth position;

[0044] Figure 5 for Figure 4aAA section view of the differential shown;

[0045] Figure 6 for Figure 4a A disassembled view of the differential is shown;

[0046] Figure 7 for Figure 4a The schematic diagram of the structure of the planetary gear support in the differential shown;

[0047] Figure 8 for Figure 4a A schematic structural diagram of a first transmission structure in the differential shown;

[0048] Fig. 9 for Figure 4a A structural schematic diagram of a second transmission structure in the differential shown;

[0049] Fig.10 for Figure 4a A schematic diagram of the structure of a differential in which the first dial is located in a first position;

[0050] Fig.11 for Figure 4a A schematic diagram of the structure of a differential in which the first dial is located in the second position;

[0051] Fig.12 A torque diagram of a vehicle provided in an embodiment of the present application;

[0052] Fig.13 A torque diagram of a vehicle provided in an embodiment of the present application;

[0053] Fig.14 A torque diagram of a vehicle provided in an embodiment of the present application;

[0054] Fig.15 A torque diagram of a vehicle provided in an embodiment of the present application.

[0055] Reference numerals:

[0056] 10-drive axle, 10a-first drive axle, 10b-second drive axle,

[0057] 20-Frame,

[0058] 30a-first wheel, 30b-second wheel, 30c-third wheel, 30d-fourth wheel,

[0059] 40a-first clutch, 40b-second clutch,

[0060] 50a-motor,

[0061] 60a- reducer,

[0062] 70 - Second dial,

[0063] 80 - third dial,

[0064] 90a-first semi-axis, 90b-second semi-axis,

[0065] 100- Differential,

[0066] 401-third transmission structure, 401a-third protrusion, 401b-third groove,

[0067] 402-fourth transmission structure, 402a-fourth protrusion, 402b-fourth groove,

[0068] 110-first dial, 110a-first bottom plate, 110b-first boss, 110b1-outer wall, 110c-second through hole,

[0069] 120-outer raceway, 121a-first edge,

[0070] 130-planetary gear support, 131-first shaft section, 132-second shaft section, 132a-second surface, 132b-positioning column, 133-third shaft section, 1331-accommodating chamber,

[0071] 140- planetary gear set, 141- first sun gear, 142- second sun gear, 140b1- planetary gear,

[0072] 150-bevel gear train, 151-first bevel gear, 152-second bevel gear, 153-third bevel gear,

[0073] 160-first transmission structure, 161-first protrusion, 162-first groove,

[0074] 170 - second transmission structure, 171 - second protrusion, 172 - second groove,

[0075] 180a-first semi-axis, 180b-second semi-axis.

[0076] Specific implementation method

[0077] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Among them, in the description of the present application, unless otherwise specified, " / " indicates that the objects associated before and after are in an "or" relationship, for example, A / B can represent A or B; "and / or" in the present application is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. And, in the description of the present application, unless otherwise specified, "multiple" refers to two or more than two. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple. In addition, in order to facilitate the clear description of the technical solutions of the embodiments of the present application, in the embodiments of the present application, the words "first", "second" and the like are used to distinguish the same items or similar items with substantially the same functions and effects. Those skilled in the art will understand that the words "first", "second" and the like do not limit the quantity and execution order, and the words "first", "second" and the like do not necessarily limit the differences. At the same time, in the embodiments of the present application, the words "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or design solutions. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a concrete manner for ease of understanding.

[0078] The embodiment of the present application provides a vehicle, which is a type of vehicle with a differential or a drive axle. Exemplarily, the vehicle may include an electric car, an electric bus, etc. The embodiment of the present application does not impose any special restrictions on the specific form of the above-mentioned vehicle.

[0079] The following uses an electric car as an example to describe in detail the vehicle provided in the embodiments of the present application.

[0080] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Figure 1 As shown, in some embodiments, the vehicle includes a drive axle 10 , a vehicle frame 20 , a first wheel 30 a and a second wheel 30 b . The drive axle 10 is fixed to the vehicle frame 20 .

[0081] The drive axle 10 includes a first drive axle 10a. The first drive axle 10a includes a first half shaft 90a, a second half shaft 90b, a differential 100, a motor 50a and a reducer 60a thereof. The motor 50a is drivingly connected to the reducer 60a. The differential 100 is drivingly connected to the reducer 60a. In this way, the torque provided by the motor 50a is transmitted to the differential 100 through the reducer 60a.

[0082] The first half shaft 90a and the second half shaft 90b are respectively connected to the differential 100 by driving. In this way, the differential 100 transmits the torque to the first half shaft 90a and the second half shaft 90b respectively. The first wheel 30a is connected to the first half shaft 90a by driving. The second wheel 30b is connected to the second half shaft 90b by driving. In this way, the drive axle 10 can output the torque to the first wheel 30a and the second wheel 30b respectively, thereby realizing the independent control of the first wheel 30a and the second wheel 30b.

[0083] The differential 100 can realize a differential function. For example, when the car turns, the turning radius of the inner wheel (first wheel 30a) and the outer wheel (second wheel 30b) are different, and the turning radius of the outer wheel is greater than the turning radius of the inner wheel. Therefore, when turning, the speed of the outer wheel is higher than the speed of the inner wheel. The differential 100 can meet the requirement of different speeds of the wheels on both sides when the car turns.

[0084] like Figure 1 As shown, in one implementation, the vehicle includes four wheels, including a third wheel 30c and a fourth wheel 30d in addition to a first wheel 30a and a second wheel 30b. The drive axle 10 includes a second drive axle 10b in addition to the first drive axle 10a. Among them, the first wheel 30a and the second wheel 30b are front wheels. The third wheel 30c and the fourth wheel 30d are rear wheels. The first drive axle 10a and the second drive axle 10b are fixed on the frame 20. The first wheel 30a and the second wheel 30b share a drive axle, namely the first drive axle 10a. The third wheel 30c and the fourth wheel 30d share a drive axle, namely the second drive axle 10b. The structure of the second drive axle 10b can refer to the first drive axle 10a, which will not be described here. Compared with setting four motors, each motor controls one side of the wheel respectively. The embodiment of the present application reduces the load and manufacturing cost of the whole vehicle by setting only two motors, which is conducive to mass production.

[0085] In order to realize the transmission connection between the first half shaft, the second half shaft and the differential, as Figure 1As shown, in one implementation, the drive axle 10 further includes a first clutch 40a and a second clutch 40b. The differential 100 includes a first output shaft 180a and a second output shaft 180b. The first output shaft 180a is connected to the first half shaft 90a by transmission through the first clutch 40a. The first clutch 40a can achieve the engagement and disconnection of the first half shaft 90a and the differential 100. In this way, by controlling the first clutch 40a, it is possible to control whether the torque is transmitted to the first half shaft 90a. The second output shaft 180b is connected to the second half shaft 90b by transmission through the second clutch 40b. The second clutch 40b can achieve the engagement and disconnection of the second half shaft 90b and the differential 100. In this way, by controlling the second clutch 40b, it is possible to control whether the torque is transmitted to the second half shaft 90b.

[0086] Figure 2 A schematic diagram of the structure of a drive axle provided in an embodiment of the present application. Figure 3 This is a schematic diagram of the structure of the differential provided in the embodiment of the present application. Figure 2 and Figure 3 As shown, in one implementation, the first clutch 40 a includes a second dial 70 and a third transmission structure 401 .

[0087] The second dial 70 is sleeved on the first output shaft 180a, and the second dial 70 and the first output shaft 180a always keep synchronous movement. The second dial 70 can achieve engagement and disconnection with the first semi-shaft 90a. After the second dial 70 is engaged with the first semi-shaft 90a, the second dial 70 and the first semi-shaft 90a move synchronously. In addition, the second dial 70 can be locked with the housing of the differential 100 (see the planetary gear support 130 in the embodiment below) through the third transmission structure 401. In one example, when the second dial 70 is engaged with the first semi-shaft 90a, the second dial 70 and the housing of the differential 100 (see the planetary gear support 130 in the embodiment below) are separated. When the second dial 70 is disconnected from the first semi-shaft 90a, the second dial 70 and the housing of the differential 100 (see the planetary gear support 130 in the embodiment below) are engaged. It can be understood that the engagement can be achieved by tooth engagement or by contact extrusion. This application does not limit the method of joining.

[0088] like Figure 2 and Figure 3As shown, in one implementation, the second clutch 40b includes a third dial 80 and a fourth transmission structure 402. The third dial 80 is sleeved on the second output shaft 180b, and the third dial 80 and the second output shaft 180b always keep synchronous movement. The third dial 80 can achieve engagement and disconnection with the second half shaft 90b. And, the third dial 80 can be locked with the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) through the fourth transmission structure 402. In one example, when the third dial 80 is engaged with the second half shaft 90b, the third dial 80 is separated from the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below). When the third dial 80 is disconnected from the second half shaft 90b, the third dial 80 is engaged with the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below).

[0089] It is understandable that there are multiple feasible implementations of the third transmission structure 401 and the fourth transmission structure 402. For example, the third transmission structure 401 and the fourth transmission structure 402 may be tooth structures. The feasible implementations of the third transmission structure 401 and the fourth transmission structure 402 are described in the description of the planetary gear support 130 in the embodiments below and are not described here.

[0090] By providing the second dial 70 and the third dial 80 and controlling the meshing relationship between the second dial 70 and the third dial 80 and the first semi-shaft 90a and the second semi-shaft 90b, different working states of the vehicle can be obtained.

[0091] For example, the second dial 70 maintains an engagement relationship with the first half shaft 90a. The third dial 80 maintains a meshing relationship with the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below). The third dial 80 maintains a disconnected relationship with the second half shaft 90b. At this time, the power of the motor 50a is fully transmitted to the first half shaft 90a. Similarly, the third dial 80 maintains an engagement relationship with the second half shaft 90b. There are many ways to maintain the engagement relationship, such as through meshing. The second dial 70 maintains an engagement relationship with the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below). The second dial 70 maintains a disconnected relationship with the first half shaft 90a. At this time, the power of the motor 50a is fully transmitted to the second half shaft 90b.

[0092] For another example, the second dial 70 maintains an engagement relationship with the first semi-shaft 90a. The third dial 80 and the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) are intermittently disconnected and engaged at a certain frequency, and the third dial 80 and the second semi-shaft 90b are intermittently disconnected and engaged at a preset frequency. Moreover, when the third dial 80 is engaged with the second semi-shaft 90b, the third dial 80 is separated from the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below). When the third dial 80 is disconnected from the second semi-shaft 90b, the third dial 80 is engaged with the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below). At this time, the output torque of the motor 50a is distributed to the first semi-shaft 90a and the second semi-shaft 90b according to a preset ratio, wherein the output torque obtained by the second semi-shaft 90b is less than the output torque obtained by the first semi-shaft 90a.

[0093] Similarly, the third dial 80 and the second half shaft 90b maintain a meshing relationship. The second dial 70 and the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) are intermittently disconnected and meshed at a certain frequency, and the second dial 70 and the first half shaft 90a are intermittently disconnected and meshed at a preset frequency. In addition, when the second dial 70 is engaged with the first half shaft 90a, the second dial 70 and the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) are separated. When the second dial 70 is disconnected from the first half shaft 90a, the second dial 70 and the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) are engaged. At this time, the output torque of the motor 50a is distributed to the first half shaft 90a and the second half shaft 90b according to a preset ratio, wherein the output torque obtained by the second half shaft 90b is greater than the output torque obtained by the first half shaft 90a. For ease of description, the second dial 70 is engaged with the first half shaft 90a, that is, the second dial 70 and the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) are separated, which is recorded as the first state. The second dial 70 is disconnected from the first half shaft 90a, that is, the second dial 70 and the housing of the differential 100 (see the planetary gear carrier 130 in the embodiment below) are engaged, which is recorded as the second state. When the second dial 70 alternately enters the first state and the second state, the second half shaft 90b obtains more output torque, which is recorded as the third state.

[0094] For another example, by preventing the second dial 70 from rotating, the first half shaft 90a also stops rotating, and can provide braking force to stop the vehicle. In this way, the traditional wheel-side brake disc and brake caliper are no longer needed to achieve braking, which can greatly reduce the unsprung mass and improve the driving smoothness and handling of the vehicle. Similarly, by preventing the third dial 80 from rotating, the second half shaft 90b also stops rotating, and can provide braking force to stop the vehicle, and the traditional wheel-side brake disc and brake caliper are no longer needed to achieve braking.

[0095] In one implementation, the drive axle further includes a second stop structure 500, which is used to connect with the second dial 70 during braking to prevent the second dial 70 from rotating. There are many feasible implementations of the second stop structure 500, for example, it can be a damping structure.

[0096] In one implementation, the drive axle further includes a third stop structure 600, which is used to connect with the third dial 80 during braking to prevent the third dial 80 from rotating. There are many feasible implementations of the second stop structure 500, for example, it can be a damping structure.

[0097] In another implementation, the first half-shaft 90a and the differential 100 may be connected to each other in a splined manner via a universal joint. Similarly, the second half-shaft 90b and the differential 100 may be connected to each other in a splined manner via a universal joint.

[0098] As described above, in the vehicle provided by the embodiment of the present application, the torque of the motor is output to the first half-shaft and the second half-shaft respectively through the differential, so that dynamic distribution of the torque can be achieved.

[0099] With the development of automobile electrification, the requirements for the endurance of vehicle batteries are constantly increasing. In order to meet this demand, "more recovered energy" has become an urgent problem to be solved. The embodiment of the present application provides a differential, which, in addition to being an important component of torque distribution, also has a torque amplification function. Under some working conditions, such as braking conditions, it can achieve dynamic adjustment between motor power and energy recovery.

[0100] The differential provided in the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0101] Figure 4a A schematic diagram of the structure of a differential provided in an embodiment of the present application. Figure 5 for Figure 4a AA section view of the differential is shown. Figure 6 for Figure 4a The differential is shown in the exploded view. ( Figure 6 The first output shaft 180a and the second output shaft 180b are not shown. Figure 4a , Figure 5 and Figure 6 As shown, in some embodiments, the differential includes: a first dial 110 , a gear assembly 200 , a first output shaft 180 a , a second output shaft 180 b , a first transmission structure 160 , and a first stop structure 400 .

[0102] The gear assembly 200 includes a planetary gear train 300. The planetary gear train 300 can achieve torque amplification by cooperating with the first dial 110. Figure 5 As shown, in one implementation, the planetary gear train 300 includes an outer race 120 , a planetary gear carrier 130 , a planetary gear set 140 , a first sun gear 141 , and a second sun gear 142 .

[0103] The first sun gear 141 and the second sun gear 142 are coaxial and sleeved on the planetary gear support 130. The first sun gear 141 and the second sun gear 142 are coaxial, that is, the first sun gear 141 and the second sun gear 142 always keep synchronous movement. The second sun gear 142 is used to receive the torque driven by the motor and transfer the torque of the motor to the first sun gear 141.

[0104] The planetary gear set 140 meshes with the first sun gear 141. Figure 6 As shown, in one implementation, the planetary gear set 140 includes a plurality of planetary gears 140b1, and the plurality of planetary gears 140b1 are arranged at intervals along the circumference of the first sun gear 141. The first sun gear 141 is meshed with the planetary gears 140b1 for transmission. In one example, three planetary gears 140b1 are provided, and the angle of the circumferential array is 120°. In another example, four planetary gears 140b1 are provided, and the angle of the circumferential array is 90°. The present application does not limit the number of planetary gears 140b1 provided. In one implementation, the diameter of the planetary gear 140b1 is smaller than the diameter of the first sun gear 141.

[0105] The outer raceway 120 is always meshed with the planetary gear set 140, and the outer raceway 120 is always in transmission connection with the first dial 110. In one implementation, each of the four planetary gears 140b1 is meshed with the outer raceway 120 for transmission. Figure 6 As shown, in one implementation, a first through hole 121 is provided in the outer raceway 120. The axis of the first through hole 121 is parallel to the axis a-a' of the outer raceway. Along the axis a-a' of the outer raceway 120, the first through hole 121 passes through the outer raceway 120. An inner tooth 122 is provided at one end of the first through hole 121, and the inner tooth 122 can mesh with the planetary gear 140b1. A transmission structure "for realizing transmission connection with the first dial 110" is provided at the other end of the first through hole 121. Please refer to the following embodiments for the detailed structure.

[0106] For the convenience of description, the axis aa′ of the outer raceway 120 is defined as the first direction F.

[0107] The first dial 110, such as Figure 6 As shown, in one implementation, a second through hole 110c is provided on the first dial 110. The axis of the second through hole 110c is parallel to the axis of the outer raceway (i.e., the first direction F), and the second through hole 110c passes through the first dial 110 along the axis of the outer raceway 120. In one implementation, the first dial 110 includes a first bottom plate 110a and a first boss 110b provided on the first bottom plate 110a, and the first boss 110b extends into the first through hole 121. The second through hole 110c passes through the first bottom plate 110a and the first boss 110b.

[0108] The first dial 110 is always in transmission connection with the outer raceway 120 via the first transmission structure 160 , and the first dial 110 can slide relative to the outer raceway 120 along the axis of the outer raceway 120 .

[0109] like Figure 8 As shown, in one implementation, the first transmission structure 160 includes a first protrusion 161 and a first groove 162. One of the first protrusion 161 and the first groove 162 is arranged on the first dial 110, and the other is arranged on the outer raceway 120. The first protrusion 161 extends into the first groove 162. Along the axis of the outer raceway 120, the width L1 of the first groove 162 is greater than the width L2 of the first protrusion 161, so that the first dial 110 can slide relative to the outer raceway 120. In one example, along the circumference of the first dial 110, a plurality of first grooves 162 are arranged at intervals on the first dial 110. Along the circumference of the outer raceway 120, a plurality of first protrusions 161 are arranged at intervals on the outer raceway 120. Each first protrusion 161 is arranged in a relative first groove 162. As shown Figure 6 and Figure 8 As shown, in one example, the first boss 110b has an outer wall surface 110b1 extending along the axis of the outer raceway 120, and the first groove 162 is located on the outer wall surface 110b1. The first through hole 121 has a first edge 121a, and the first protrusion 161 is arranged on the first edge 121a. The first stop structure 400 is used to achieve the braking of the first dial 110. For example, when the first stop structure 400 is connected to the first dial 110, the braking of the first dial 110 can be achieved. There are many feasible implementation methods of the first stop structure 400, for example, it can be a damping structure.

[0110] In some embodiments, the differential further includes: a second transmission structure 170 . The first dial 110 can be connected or disconnected with the planetary gear support 130 through the second transmission structure 170 .

[0111] like Fig. 9 As shown, in one implementation, the second transmission structure 170 includes a second protrusion 171 and a second groove 172. One of the second protrusion 171 and the second groove 172 is disposed on the planetary gear support 130, and the other is disposed on the first dial 110. Fig.10 As shown, when the first dial 110 is located at the first position, the second protrusion 171 is separated from the second groove 172. Fig.11 As shown, when the first dial 110 is in the second position, the second protrusion 171 extends into the second groove 172. In one example, along the circumference of the planetary gear support 130, a plurality of second protrusions 171 are arranged on the planetary gear support 130 at intervals. Along the circumference of the first dial 110, a plurality of second grooves 172 are arranged on the first dial 110 at intervals, and each second protrusion 171 is arranged in a second groove 172. In one example, the second groove 172 is arranged on the wall surface of the second through hole 110c of the first dial 110. In one implementation, the first dial 110 and the planetary gear support 130 are arranged coaxially. In one example, the second groove 172 is arranged at the edge of the second through hole 110c located on the side of the first bottom plate 110a.

[0112] The planetary gear carrier 130 can be regarded as the housing of the differential 100 . In addition to arranging the transmission connection and separation between the first sun gear 141 , the second sun gear 142 , and the first dial 110 , it is also used for the planetary gear set 140 and the bevel gear system 150 to mesh with the outer raceway 120 .

[0113] like Figure 5 As shown, in one implementation, the first sun gear 141 and the second sun gear 142 are sleeved on the planetary gear support 130 , and both the first sun gear 141 and the second sun gear 142 can rotate relative to the planetary gear support 130 .

[0114] Since the planetary gear support 130 is provided with multiple sets of gears, such as Figure 7 As shown, in one implementation, the planetary gear support 130 is arranged as a stepped shaft. Figure 5 , Figure 6 and Figure 7As shown, in one example, the planetary gear carrier 130 includes a first shaft segment 131, a second shaft segment 132 and a third shaft segment 133 connected in sequence. The diameter R2 of the second shaft segment 132 is greater than the diameter R3 of the third shaft segment 133, and the diameter R3 of the third shaft segment 133 is greater than the diameter R1 of the first shaft segment 131. The second shaft segment 132 has a second surface 132a facing the first shaft segment 131. A positioning column 132b for connecting the planetary gear 140b1 in the planetary gear set 140 is provided on the second surface 132a, and the planetary gear 140b1 is sleeved on the positioning column 132b and can rotate relative to the positioning column 132b. An accommodating cavity 1331 is formed in the third shaft segment 133, and the accommodating cavity 1331 is used to accommodate the bevel gear train 150. As shown in FIG. Figure 5 As shown, the first shaft segment 131 can be a hollow shaft, sleeved on the first output shaft 180a, and can rotate relative to the first output shaft 180a. The third shaft segment 133 can be a hollow shaft, sleeved on the second output shaft 180b, and can rotate relative to the second output shaft 180b. In one example, the first shaft segment 131, the second shaft segment 132 and the third shaft segment 133 are an integrated structure. In one example, the third shaft segment 133 is disposed in the second through hole 110c.

[0115] like Fig. 9 As shown, in one implementation, the planetary wheel carrier 130 has a first surface 130 a perpendicular to the axis of the outer raceway 120 , and the second protrusion 171 is disposed on the first surface 130 a .

[0116] like Figure 5 As shown, in one implementation, along the axis of the outer raceway 120 , the first dial 110 , the outer raceway 120 and the planetary wheel carrier 130 are coaxially arranged. The planetary wheel carrier 130 is arranged in the outer raceway 120 .

[0117] Here, feasible implementations of the third transmission structure 401 and the fourth transmission structure 402 are provided. Figure 4a As shown, the third transmission structure 401 includes a third protrusion 401a and a third groove 401b. One of the third protrusion 401a and the third groove 401b is arranged on the second dial 70, and the other is arranged on the planetary gear support 130 of the differential. Along the axis of the outer raceway 120 (i.e., the first direction F), when the second dial 70 is in the third position (i.e., Figure 4b As shown), the third protrusion 401a extends into the third groove 401b, and the planetary gear support 130 of the differential is connected to the first half shaft 90a (as shown) through the second dial 70. Figure 2 When the second dial 70 is in the fourth position (as shown in FIG. Figure 4a As shown in FIG. 4 , the third protrusion 401a is separated from the third groove 401b. Figure 4aAs shown in FIG. 1 , the fourth transmission structure 402 includes a fourth protrusion 402a and a fourth groove 402b. One of the fourth protrusion 402a and the fourth groove 402b is arranged on the third dial 80, and the other is arranged on the planetary gear support 130 of the differential. Along the axis of the outer raceway 120 (i.e., the first direction F), when the third dial 80 is located at the fifth position, the fourth protrusion 402a extends into the fourth groove 402b, and the planetary gear support 130 of the differential is connected to the second semi-shaft 90b (as shown in FIG. 1 ) through the third dial 80. Figure 2 When the third dial 80 is located at the sixth position, the fourth protrusion 402a and the fourth groove 402b are separated.

[0118] The gear assembly 200 includes a bevel gear train 150. The bevel gear train 150 is used to achieve a differential function. Figure 5 As shown, in one implementation, the bevel gear train 150 includes a first bevel gear 151, a second bevel gear 152 and a third bevel gear 153. The first bevel gear 151 and the second bevel gear 152 are coaxially arranged. The third bevel gear 153 is arranged between the first bevel gear 151 and the second bevel gear 152. The first bevel gear 151 and the third bevel gear 153 are meshed. The second bevel gear 152 and the third bevel gear 153 are meshed. The third bevel gear 153 is connected to the planetary gear support 130, and the third bevel gear 153 can realize self-rotation, that is, it can rotate with its own axis as the rotation axis. In one example, along the axis of the outer raceway 120, the first bevel gear 151 and the second bevel gear 152 are arranged on opposite sides of the third bevel gear 153. The axis of the first bevel gear 151 is the same as the axis of the outer raceway 120. The axis of the second bevel gear 152 is the same as the axis of the outer raceway 120. The axis of the third bevel gear 153 is perpendicular to the axis of the outer raceway 120.

[0119] The first output shaft 180a is configured to output a first torque. In one implementation, the first output shaft 180a is connected to the first bevel gear 151, and the first output shaft 180a and the first bevel gear 151 always rotate synchronously. In one example, the first output shaft 180a is connected to the first bevel gear 151 by a spline. In another example, the first output shaft 180a and the first bevel gear 151 can also be an integral structure. In one implementation, the axis a-a' of the outer raceway 120 is parallel to the axis of the first output shaft 180a. Exemplarily, the axis of the first output shaft 180a coincides with the axis of the first bevel gear 151.

[0120] The second output shaft 180b is configured to output a second torque. In one implementation, the second output shaft 180b is connected to the second bevel gear 152, and the second output shaft 180b and the second bevel gear 152 always rotate synchronously. In one implementation, the axis a-a' of the outer raceway 120 is parallel to the axis of the second output shaft 180b. Exemplarily, the axis of the second output shaft 180b coincides with the axis of the second bevel gear 152.

[0121] The values ​​of the first torque and the second torque may be equal or different, and the directions of the first torque and the second torque may be the same or different.

[0122] like Fig.10 As shown, when the first dial 110 is in the first position, the first protrusion 161 is located at the left end of the first groove 162. The second protrusion 171 is separated from the second groove 172. The first dial 110 is disconnected from the planetary gear support 130. At the same time, the first dial 110 is in transmission connection with the outer raceway 120 of the gear assembly, the first dial 110 remains stationary, and the planetary gear set 140 is used to reduce the rotation speed to achieve the torque amplification function of the differential. At this time, if the differential is in a braking condition, that is, the motor that is transmission-connected to the planetary gear set 140 in the differential is reversed, the differential can increase the reverse resistance torque of the motor, recover more braking energy, and improve the energy recovery efficiency. At this time, if the differential is in a sliding condition, that is, the motor is in a stopped state after the accelerator pedal is released and before the brake pedal is pressed, the differential can increase the reverse resistance torque of the motor, recover more braking energy, and improve the energy recovery efficiency.

[0123] like Fig.11 As shown, along the axis of the outer raceway 120, when the first dial 110 is in the second position, the first protrusion 161 is located at the right end of the first groove 162. The second protrusion 171 extends into the second groove 172. The first dial 110 is connected to the planetary gear support 130 through the second transmission structure 170 to ensure normal transmission of torque.

[0124] The sliding movement of the first dial 110 between the first position and the second position can be achieved by a push rod. In one implementation, the differential further includes a push rod. The push rod is transmission-connected to the first dial 110, and the push rod is used to push the first dial 110 to move relative to the outer raceway 120. There are many implementations of the push rod, for example, it can be an electric push rod or a hydraulic push rod.

[0125] In this way, when the planetary gear set 140 in the differential is connected to the motor, the torque amplification function of the differential can be realized by adjusting the transmission connection relationship between the first dial 110 and the planetary gear support 130 in the gear assembly, thereby adjusting the speed and torque of the motor. Under braking conditions, the motor braking resistance torque and the recoverable braking energy are amplified to improve the energy recovery efficiency, thereby improving the endurance of the electric vehicle.

[0126] Below is the attached figure Figures 1 to 11 Describes the torque output under different vehicle operating conditions and different meshing states of the first, second and third dials (see Figure 12 to Figure 14 ).

[0127] When the vehicle is in normal driving condition (which can be regarded as the second working state), the motor is in the driving state. When the first dial 110 is in the second position, the first dial 110 is in meshing relationship with the planetary gear support 130. The first dial 110 can realize self-rotation. The first dial 110 is in meshing relationship with the outer raceway 120. The third dial 80 is in meshing relationship with the second output shaft 180b. The second dial 70 is in meshing relationship with the first output shaft 180a. At this time, if Fig.12 As shown, the torque output by the motor is transmitted to the first sun gear 141 via the second sun gear 142. Since the planetary gear 140b1 is arranged on the planetary gear support 130, the outer raceway 120 and the planetary gear support 130 are both meshed with the first dial 110, therefore, the planetary gear 140b1 revolves (rotates around the first sun gear 141) but does not rotate, the first dial 110, the outer raceway 120 and the planetary gear support 130 rotate together, and the speed of the outer raceway 120 is consistent with the speed of the first sun gear 141. The torque output by the motor is transmitted to the first output shaft 180a and the second output shaft 180b via the differential at a ratio of 1:1.

[0128] When the vehicle is in normal driving condition, the motor is in driving state. When the first dial 110 is in the first position, the first dial 110 is disconnected from the planetary gear support 130 (or separated). The first dial 110 is in meshing relationship with the outer raceway 120. The first dial 110 cannot rotate on its own, that is, the first dial 110 is restricted from rotating. At this time, if Fig.13As shown, if the first dial 110 is stationary, the outer raceway 120 is stationary. The planetary gear support 130 rotates with the revolution of the planetary gear 140b1, and the revolution direction of the planetary gear 140b1 is consistent with the rotation direction of the first sun gear 141. The rotation speed of the planetary gear support 130 is affected by the planetary gear 140b1, which is less than the rotation speed of the first sun gear 141, and the torque is amplified. The torque output by the motor is amplified by the differential and transmitted to the first output shaft 180a and the second output shaft 180b. It can be understood that the multiple of the torque amplification is related to the transmission ratio of the planetary gear system 300, and this application is not limited. It can be understood that the transmission ratio of the planetary gear system 300 is related to the size of the installation space in the vehicle.

[0129] The vehicle is in a braking condition (which can be regarded as the first working state), that is, the brake pedal is depressed and the motor brake intervenes. In the initial state, when the first dial 110 is in the second position, the first dial 110 maintains a meshing relationship with the planetary gear bracket 130. At this time, the motor braking resistance takes effect. Then, when the first dial 110 is in the first position, the first dial 110 is disconnected from the planetary gear bracket 130 (it can also be said to be separated). The first dial 110 maintains a meshing relationship with the outer raceway 120. The first dial 110 cannot achieve self-rotation, that is, the first dial 110 is restricted from rotating. At this time, if Fig.14 As shown, the rotation speeds of the first output shaft 180a and the second output shaft 180b are amplified by the differential and then transmitted to the motor. The motor braking resistance torque and the recoverable energy are amplified at the same time.

[0130] The vehicle is in a sliding state (which can be regarded as the first working state), that is, after the accelerator pedal is released and before the brake pedal is pressed. When the first dial 110 is placed in the first position, the first dial 110 is disconnected from the planetary gear support 130 of the gear assembly. The first dial 110 can rotate freely. At this time, Fig.15 As shown, the rotation speeds of the first output shaft 180a and the second output shaft 180b cannot be transmitted to the motor via the differential, and no motor braking resistance torque and braking force will be generated.

[0131] The vehicle provided in the embodiment of the present application can improve the energy recovery efficiency when using two pedals (including an accelerator pedal and a brake pedal).

[0132] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application is described in detail with reference to the above embodiments, a person skilled in the art should understand that the technical solutions described in the above embodiments can still be modified, or some of the technical features can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A differential, characterized in that: include: First dial; A gear assembly including a planetary gear train including an outer raceway, a planetary gear carrier and a planetary gear set; The outer raceway is meshed with the planetary gear set, and the planetary gear support is connected to the planetary gear set; A first output shaft and a second output shaft, wherein the first output shaft and the second output shaft are both drivingly connected to the planetary gear support; a first transmission structure, wherein the first dial is transmission-connected to the outer raceway through the first transmission structure, and the first dial can slide relative to the outer raceway along the axis of the outer raceway; when the first dial slides to a first position, the first dial is disconnected from the planetary gear support; A first stopping structure, when the differential is in a first working state, the first dial slides to the first position, and the first stopping structure is connected to the first dial to prevent the first dial from rotating.

2. The differential according to claim 1, characterized in that: The first transmission structure includes a first protrusion and a first groove; One of the first protrusion and the first groove is arranged on the first dial, and the other is arranged on the outer raceway; the first protrusion extends into the first groove.

3. The differential according to claim 2, characterized in that: Along the circumference of the first dial, a plurality of the first grooves are arranged on the first dial at intervals; Along the circumference of the outer raceway, a plurality of the first protrusions are arranged on the outer raceway at intervals; Along the axis of the outer raceway, the width of the first groove is greater than the width of the first protrusion, so that the first dial can slide relative to the outer raceway; Each of the first protrusions is disposed in one of the first grooves.

4. The differential according to claim 3, characterized in that: A first through hole is provided in the outer raceway; the axis of the first through hole is parallel to the axis of the outer raceway, and the first through hole passes through the outer raceway along the axis of the outer raceway; The first dial comprises a first bottom plate and a first boss disposed on the first bottom plate, the first boss extends into the first through hole, the first boss has an outer wall surface extending along the axis of the outer raceway, and the first groove is located on the outer wall surface; The first through hole has a first edge, and the first protrusion is arranged on the first edge.

5. The differential according to any one of claims 1 to 4, characterized in that: The differential further includes a second transmission structure. When the differential is in a second working state, the first dial slides to a second position, and the first dial is transmission-connected to the planetary gear support through the second transmission structure.

6. The differential according to claim 5, characterized in that: The second transmission structure includes a second protrusion and a second groove; One of the second protrusion and the second groove is arranged on the planetary gear support, and the other is arranged on the first dial; When the first dial is located at the first position, the second protrusion is separated from the second groove; when the first dial is located at the second position, the second protrusion extends into the second groove.

7. The differential according to claim 6, characterized in that: Along the circumference of the planetary gear support, a plurality of the second protrusions are arranged on the planetary gear support at intervals; Along the circumference of the first dial, a plurality of second grooves are arranged on the first dial at intervals, and each of the second protrusions is arranged in one of the second grooves.

8. The differential according to claim 7, characterized in that: The first dial and the planetary gear support are coaxially arranged; A second through hole is provided on the first dial; the axis of the second through hole is parallel to the axis of the outer raceway, and the second through hole passes through the first dial along the axis of the outer raceway; The second groove is arranged on the hole wall of the second through hole; The planetary gear carrier has a first surface perpendicular to the axis of the outer raceway, and the second protrusion is disposed on the first surface.

9. The differential according to any one of claims 1 to 8, characterized in that: Along the axis of the outer raceway, the first dial, the outer raceway and the planetary gear support are coaxially arranged; and the planetary gear support is arranged in the outer raceway.

10. The differential according to claim 9, characterized in that: The planetary gear support comprises a first shaft segment, a second shaft segment and a third shaft segment which are connected in sequence and arranged coaxially; The diameter of the second shaft segment is greater than the diameter of the third shaft segment, and the diameter of the third shaft segment is greater than the diameter of the first shaft segment; The second shaft segment has a second surface facing the first shaft segment; a positioning column for connecting the planetary gears in the planetary gear set is arranged on the second surface; The first shaft section is rotationally connected to the first output shaft; the third shaft section is rotationally connected to the second output shaft.

11. The differential according to claim 10, characterized in that: The gear assembly also includes a bevel gear train; The bevel gear train includes a first bevel gear, a second bevel gear and a third bevel gear; The axes of the first bevel gear and the second bevel gear are collinearly arranged, and the axes of the first bevel gear and the second bevel gear are parallel to the axis of the planetary gear bracket; the first bevel gear is drivingly connected to the first output shaft, and the second bevel gear is drivingly connected to the second output shaft; the third bevel gear is rotatably connected to the planetary gear bracket, the axis of the third bevel gear is perpendicular to the axis of the planetary gear bracket, the third bevel gear is located between the first bevel gear and the second bevel gear, and the third bevel gear is meshed with both the first bevel gear and the second bevel gear.

12. The differential according to claim 11, characterized in that: An accommodating cavity is formed in the third shaft segment, and the accommodating cavity is used to accommodate the bevel gear train.

13. The differential according to any one of claims 1 to 12, characterized in that: The gear assembly further includes: a first sun gear; The planetary gear set comprises a plurality of planetary gears, and the plurality of planetary gears are arranged at intervals along the circumference of the first sun gear; The first sun gear is meshed with the planetary gears, and the planetary gears are meshed with the outer raceway.

14. A drive axle, characterized in that: include: The differential according to any one of claims 1 to 13, A first half shaft and a second half shaft, wherein the first half shaft is drivingly connected to the first output shaft of the differential, and the second half shaft is drivingly connected to the second output shaft of the differential.

15. The drive axle according to claim 14, characterized in that: The drive axle further comprises: a second dial; The second dial is sleeved on the first output shaft, the second dial is drivingly connected to the first output shaft, the second dial is configured to slide along an axis relative to the first output shaft, and the second dial is located between the planetary gear support and the first half shaft; In a first state, the second dial slides toward the first half-shaft so that the second dial is drivingly connected to the first half-shaft and the second dial is separated from the planetary gear carrier; in a second state, the second dial slides toward the planetary gear carrier so that the second dial is separated from the first half-shaft and the second dial is drivingly connected to the planetary gear carrier; in a third state, the second dial is configured to alternately enter the first state and the second state.

16. The drive axle according to claim 15, characterized in that: The drive axle further comprises a second stopping structure, wherein the second stopping structure is used to be connected with the second dial during braking to prevent the second dial from rotating.

17. The drive axle according to claim 15 or 16, characterized in that: The drive axle further comprises: a third transmission structure; The third transmission structure includes a third protrusion and a third groove; One of the third protrusion and the third groove is arranged on the second dial, and the other is arranged on the planetary gear support of the differential; Along the axial direction of the outer raceway, when the second dial is located at the third position, the third protrusion extends into the third groove, and the planetary gear support of the differential is drivingly connected to the first half-shaft through the second dial; When the second dial is located at the fourth position, the third protrusion is separated from the third groove.

18. A vehicle, characterized in that: include: The differential as claimed in any one of claims 1 to 13, or the drive axle as claimed in any one of claims 14 to 17, A first wheel is connected to the differential transmission. The second wheel is drivingly connected to the differential.

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