Differential mechanism, drive axle assembly and vehicle

Abstract

The invention discloses a differential mechanism, a drive axle assembly and a vehicle, the differential mechanism comprises a steering straight-movement transmission system and an in-situ steering transmission system, and the steering straight-movement transmission system and the in-situ steering transmission system are both connected with a first half shaft and a second half shaft; when power is input into the steering straight-movement transmission system, driving torque is transmitted to the first half shaft and the second half shaft, and when power is input into the in-situ steering transmission system, the driving torque is reversely transmitted to the first half shaft and the second half shaft in an equal-size mode. According to the differential mechanism, the differential mechanism comprises the steering straight-movement transmission system and the in-situ steering transmission system, and when power is input into the in-situ steering transmission system, driving torque is reversely transmitted to the first half shaft and the second half shaft in an equal-size mode. Therefore, pivot steering of the vehicle can be achieved, deviation in the steering process is avoided, the stability of the vehicle during pivot steering is guaranteed, and the use experience of a user is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of drive axles of vehicles, and in particular to a differential, a drive axle assembly and a vehicle. Background Art

[0002] In the related art, the drive axle assembly of a vehicle includes a differential and two half-axles connected to the differential. When the vehicle is turning in place, the power is first transmitted to one of the two half-axles, and then the other half-axles are driven to rotate by the half-axle, so it is impossible to transmit the torque to the two half-axles in the same and opposite directions, which affects the steering stability of the vehicle and makes it easy for the vehicle to deviate when turning in place. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to provide a differential that can realize on-the-spot steering of a vehicle and avoid deviation during the steering process, thereby ensuring the stability of the vehicle when performing on-the-spot steering and improving the user experience.

[0004] Another object of the present invention is to provide a drive axle assembly including the above differential.

[0005] Another object of the present invention is to provide a vehicle including the above-mentioned drive axle assembly.

[0006] The differential according to the first aspect of the present invention comprises: a steering straight-moving transmission system and an on-site steering transmission system, both of which are suitable for connection with a first half-shaft and a second half-shaft; when power is input into the steering straight-moving transmission system, the driving torque is transmitted to the first half-shaft and the second half-shaft, and when power is input into the on-site steering transmission system, the driving torque is transmitted to the first half-shaft and the second half-shaft in equal and opposite directions.

[0007] According to the differential of the embodiment of the present invention, the differential includes a steering and straight-moving transmission system and an on-site steering transmission system, and when power is input into the on-site steering transmission system, the driving torque is transmitted to the first half-shaft and the second half-shaft in opposite directions with equal magnitude. Thus, the on-site steering of the vehicle can be achieved, and the deviation during the steering process is avoided, the stability of the vehicle during on-site steering is ensured, and the user experience is improved.

[0008] According to some embodiments of the present invention, the differential also includes: a power distribution system, which is suitable for connecting to the first half-shaft and the second half-shaft; a coupling mechanism, which is connected to the power distribution system, and when the coupling mechanism is in a decoupled state, the coupling mechanism is disconnected from the in-situ steering transmission system, and when the coupling mechanism is in a coupled state, the coupling mechanism is transmission-connected to the in-situ steering transmission system.

[0009] According to some embodiments of the present invention, the coupling mechanism includes a coupling member and a transmission member, the transmission member is connected to the power distribution system, the coupling member is arranged on the transmission member, when the coupling mechanism is in a decoupling state, the coupling member is disconnected from the in-situ steering transmission system, and when the coupling mechanism is in a coupled state, the in-situ steering transmission system is connected to the transmission member through the coupling member.

[0010] According to some embodiments of the present invention, the coupling member is movable along the axial direction of the transmission member.

[0011] According to some embodiments of the present invention, the in-situ steering transmission system includes: a transmission gear pair, when the coupling mechanism is in a decoupled state, the coupling member is disconnected from the transmission gear pair, and when the coupling mechanism is in a coupled state, the transmission gear pair is transmission-connected to the transmission member via the coupling member.

[0012] According to some embodiments of the present invention, the transmission gear pair includes a main transmission gear and a slave transmission gear that are meshed with each other, and the slave transmission gear is arranged on the transmission member. When the coupling mechanism is in a decoupling state, the coupling member is disconnected from the slave transmission gear, and when the coupling mechanism is in a coupled state, the slave transmission gear is transmission-connected to the transmission member through the coupling member.

[0013] According to some embodiments of the present invention, the central axis of the transmission member is perpendicular to the central axis of the second half shaft, and the main transmission gear is sleeved on the second half shaft; and / or the main transmission gear and the slave transmission gear are mutually meshing bevel gears.

[0014] According to some embodiments of the present invention, the differential also includes: a housing, in which the power distribution system is disposed, the housing is connected to the power distribution system and the steering and straight-moving transmission system, the in-situ steering transmission system is disposed outside the housing, and the first half-shaft and the second half-shaft are passed through the housing.

[0015] According to some embodiments of the present invention, the power distribution system includes a first planetary gear, a second planetary gear, a third planetary gear and a fourth planetary gear, the first planetary gear and the third planetary gear are arranged opposite to each other, and the second planetary gear and the fourth planetary gear are arranged opposite to each other; wherein, one end of the transmission member passes through the housing and is fixedly connected to the first planetary gear, the third planetary gear is connected to the housing, and the second planetary gear and the fourth planetary gear are respectively connected to the first half shaft and the second half shaft.

[0016] According to some embodiments of the present invention, the differential further comprises a drive mode switching device, which is suitable for being connected to a power device, and which can selectively input the power of the power device into the steering straight-ahead transmission system or the in-situ steering transmission system.

[0017] According to some embodiments of the present invention, it includes a power input shaft; the drive mode switching device includes a shifting mechanism, the shifting mechanism is arranged on the power input shaft of the power device, and the power input shaft is connected to the steering straight-moving transmission system or the in-situ steering transmission system through the shifting mechanism.

[0018] According to some embodiments of the present invention, the shifting mechanism includes: a first synchronous wheel, which is arranged on the power input shaft; a coupling sleeve, which is arranged on the outer periphery of the first synchronous wheel, and the first synchronous wheel can be selectively connected to the steering straight-moving transmission system or the in-situ steering transmission system through the coupling sleeve.

[0019] According to some embodiments of the present invention, the steering straight-moving transmission system includes a first main reduction gear and a first slave reduction gear that are meshed with each other, and the first main reduction gear is arranged on the power input shaft; the in-situ steering transmission system includes a second main reduction gear and a second slave reduction gear that are meshed with each other, and the second main reduction gear is arranged on the power input shaft.

[0020] According to some embodiments of the present invention, the differential further comprises: a first brake connected to the steering and straight-moving transmission system; and a second brake connected to the in-situ steering transmission system.

[0021] The drive axle assembly according to the second embodiment of the present invention comprises the differential according to the first embodiment of the present invention.

[0022] A vehicle according to an embodiment of a third aspect of the present invention comprises a drive axle assembly according to an embodiment of the second aspect of the present invention.

[0023] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a schematic diagram of a drive axle assembly according to an embodiment of the present invention, wherein the left wheel and the right wheel are not shown; Figure 2 yes Figure 1The coupling mechanism of the drive axle assembly shown is a power path diagram in a coupled state; Figure 3 yes Figure 1 The coupling mechanism of the drive axle assembly shown is a power path diagram in a decoupled state; Figure 4 is a schematic diagram of a vehicle according to an embodiment of the present invention.

[0025] Reference numerals: 10: first half-shaft; 20: second half-shaft; 30: differential; 310: steering and straight-line transmission system; 311: first main reduction gear; 312: first slave reduction gear; 313: second synchronous wheel; 320: in-situ steering transmission system; 321: transmission gear pair; 3211: main transmission gear; 3212: slave transmission gear; 322: second main reduction gear; 323: second slave reduction gear; 324: third synchronous wheel; 330: power distribution system; 331: first planetary gear; 332: second planetary gear; 333: third planetary gear; 334: fourth planetary gear; 340: coupling mechanism; 341: coupling member; 342: transmission member; 350: housing; 360: power device; 361: power input shaft; 370: shift mechanism; 371: first synchronous wheel; 372: coupling sleeve; 380: first brake; 390: second brake; 200: drive axle assembly; 210: left wheel; 220: right wheel. DETAILED DESCRIPTION

[0026] Reference below Figure 1-Figure 4 The differential 30 according to the first embodiment of the present invention is described, wherein the differential 30 is applied to a vehicle as an example for illustration, but the invention is not limited thereto.

[0027] like Figure 1-Figure 3 As shown, the differential 30 according to the first embodiment of the present invention includes: a steering and straight-moving transmission system 310 and an in-situ steering transmission system 320 .

[0028] Specifically, the steering and straight driving transmission system 310 and the in-situ steering transmission system 320 are both suitable for connecting with the first half shaft 10 and the second half shaft 20. When power is input to the steering and straight driving transmission system 310, the driving torque is transmitted to the first half shaft 10 and the second half shaft 20, and when power is input to the in-situ steering transmission system 320, the driving torque is transmitted to the first half shaft 10 and the second half shaft 20 in an equal and opposite manner.

[0029] It should be noted that the driving torques of equal magnitude and opposite directions refer to that the driving torques transmitted to the first half-shaft 10 and the second half-shaft 20 are of the same magnitude, but in opposite directions.

[0030] For example, in Figure 1 and Figure 4 In the example of , the first half-shaft 10 can be connected to the right wheel 220 of the vehicle, and the second half-shaft 20 can be connected to the left wheel 210 of the vehicle. The steering and straight-moving transmission system 310 of the differential 30 is connected to the first half-shaft 10 and the second half-shaft 20 respectively. When the vehicle performs conventional steering or straight-moving, the power can be transmitted to the first half-shaft 10 and the second half-shaft 20 at the same time through the steering and straight-moving transmission system 310, driving the left wheel 210 and the right wheel 220 to steer or move straight synchronously.

[0031] When the vehicle is moving straight, the driving torque can be transmitted to the first semi-axle 10 and the second semi-axle 20 in substantially equal magnitude and direction through the steering and straight transmission system 310, that is, the magnitude and direction of the driving torque transmitted to the first semi-axle 10 and the second semi-axle 20 are the same. At this time, the straight transmission system 310 revolves around the central axis of the first semi-axle 10 and the second semi-axle 20, so that the rotation speed of the left wheel 210 is the same as the rotation speed of the right wheel 220. Similarly, when the vehicle is turning normally, the driving torque can be transmitted to the first semi-axle 10 and the second semi-axle 20 in substantially equal magnitude and direction through the steering and straight transmission system 310. At this time, the straight transmission system 310 revolves around the central axis of the first semi-axle 10 and the second semi-axle 20 and also rotates, so that the rotation speed of the left wheel 210 is different from the rotation speed of the right wheel 220, so that the vehicle can turn.

[0032] The on-site steering transmission system 320 of the differential 30 is also connected to the first half-shaft 10 and the second half-shaft 20 respectively. When the vehicle is turning on the spot, the power can be transmitted to the first half-shaft 10 and the second half-shaft 20 at the same time through the on-site steering transmission system 320, so that the driving torque is transmitted to the first half-shaft 10 and the second half-shaft 20 in equal and opposite directions. At this time, the left wheel 210 and the right wheel 220 are driven to turn sharply synchronously. For example, while driving the left wheel 210 to rotate forward sharply, the right wheel 220 is also driven to rotate backward sharply, so that the rotation amplitudes of the left wheel 210 and the right wheel 22 are consistent, so as to realize the on-site steering of the vehicle and avoid deviation during the steering process.

[0033] According to the differential 30 of the embodiment of the present invention, the differential 30 includes a steering and straight-moving transmission system 310 and an on-site steering transmission system 320, and when power is input into the on-site steering transmission system 320, the driving torque is transmitted to the first half-shaft 10 and the second half-shaft 20 in an equal and opposite manner. In this way, the on-site steering of the vehicle can be achieved, and the deviation during the steering process is avoided, the stability of the vehicle during on-site steering is ensured, and the user experience is improved.

[0034] According to some embodiments of the present invention, Figure 1As shown, the differential 30 further includes a power distribution system 330 and a coupling mechanism 340, and the power distribution system 330 is suitable for connecting with the first half-shaft 10 and the second half-shaft 20. The coupling mechanism 340 is connected with the power distribution system 330, and when the coupling mechanism 340 is in the decoupled state, the coupling mechanism 340 is disconnected from the in-situ steering transmission system 320, and when the coupling mechanism 340 is in the coupled state, the coupling mechanism 340 is in transmission connection with the in-situ steering transmission system 320.

[0035] Specifically, the coupling mechanism 340 can be arranged between the in-situ steering transmission system 320 and the power distribution system 330. When the vehicle is moving straight or making a normal turn, the coupling mechanism 340 switches to a decoupled state, so that the steering and straight driving transmission system 310 is connected to the power distribution system 330, and the power can be transmitted to the power distribution system 330 via the steering and straight driving transmission system 310; when the vehicle is in a straight driving condition, the power distribution system 330 evenly distributes the power to the first half shaft 10 and the second half shaft 20, so that the rotation speeds of the left wheel 210 and the right wheel 220 are the same; when the vehicle is in a normal steering condition, the power distribution system 330 distributes the power to the first half shaft 10 and the second half shaft 20 according to a certain ratio, so that the rotation speeds of the left wheel 210 and the right wheel 220 are different, so as to achieve steering.

[0036] When the vehicle is turning on the spot, the coupling mechanism 340 switches to the coupling state, connecting the on-site steering transmission system 320 with the power distribution system 330. The power can be transmitted to the power distribution system 330 via the on-site steering transmission system 320. The power distribution system 330 transmits the driving torque to the first half-shaft 10 and the second half-shaft 20 in equal and opposite directions, so as to drive the left wheel 210 and the right wheel 220 to turn sharply synchronously, thereby realizing on-site steering of the vehicle.

[0037] Therefore, by setting the coupling mechanism 340 and the power distribution system 330, the differential 30 can reasonably distribute the power to the first half-shaft 10 and the second half-shaft 20 according to the working conditions of the vehicle, so that the wheels can obtain the corresponding driving torque to ensure the smooth operation of the vehicle.

[0038] Further, refer to Figure 1The coupling mechanism 340 includes a coupling member 341 and a transmission member 342. The transmission member 342 is connected to the power distribution system 330. The coupling member 341 is arranged on the transmission member 342. When the coupling mechanism 340 is in the decoupling state, the coupling member 341 is disconnected from the in-situ steering transmission system 320. When the coupling mechanism 340 is in the coupling state, the in-situ steering transmission system 320 is in transmission connection with the transmission member 342 through the coupling member 341. In this way, when the coupling mechanism 340 is in the coupling state, the power can be transmitted to the transmission member 342 through the in-situ steering transmission system 320 and the coupling member 341, and the transmission member 342 then transmits the power to the power distribution system 330. Finally, the driving torque is transmitted to the first half shaft 10 and the second half shaft 20 in an equal and opposite manner through the power distribution system 330, so that the vehicle can achieve in-situ steering. At the same time, the structure of the differential 30 is simple, which can greatly reduce the space occupied by the differential 30 in the vehicle.

[0039] Optionally, the coupling member 341 is arranged along the axial direction of the transmission member 342 (for example, Figure 1 The left and right directions in the middle can move.

[0040] According to some specific embodiments of the present invention, the on-site steering transmission system 320 includes a transmission gear pair 321. When the coupling mechanism 340 is in the decoupling state, the coupling member 341 is disconnected from the transmission gear pair 321. When the coupling mechanism 340 is in the coupling state, the transmission gear pair 321 is in transmission connection with the transmission member 342 through the coupling member 341. In other words, when the coupling mechanism 340 is in the coupling state, the power is transmitted to the first half-shaft 10 and the second half-shaft 20 in a reverse direction through the transmission gear pair 321, the coupling member 341, the transmission member 342 and the power distribution system 330. Therefore, the on-site steering transmission system 320 has a simple structure, is easy to process and install, and can reduce the cost of the differential 30.

[0041] Furthermore, the transmission gear pair 321 includes a main transmission gear 3211 and a slave transmission gear 3212 meshing with each other, the slave transmission gear 3212 is disposed on the transmission member 342, and when the coupling mechanism 340 is in the decoupling state, the coupling member 341 is disconnected from the slave transmission gear 3212, and when the coupling mechanism 340 is in the coupling state, the slave transmission gear 3212 is transmission-connected to the transmission member 342 through the coupling member 341. Figure 1 In the example, the slave transmission gear 3212 is sleeved on the outer periphery of the coupling member 341, and the slave transmission gear 3212 is loosely sleeved on the transmission member 342. During the process of switching the coupling mechanism 340 to the coupling state, the coupling member 341 moves along the axial direction of the transmission member 342 to between the slave transmission gear 3212 and the transmission member 342, so as to indirectly realize the fixed connection between the slave transmission gear 3212 and the transmission member 342, which is beneficial to the transmission of power to the transmission member 342.

[0042] Optionally, the transmission member 342 may be a planet carrier, but is not limited thereto.

[0043] In some optional embodiments, the central axis of the transmission member 342 is perpendicular to the central axis of the second semi-shaft 20. Since the coupling member 341 and the slave transmission gear 3212 are both arranged on the transmission member 342, by making the transmission member 342 perpendicular to the second semi-shaft 20, the transmission member 342, the coupling member 341 and the slave transmission gear 3212 can be arranged in the radial direction of the second semi-shaft 20 (for example, Figure 1 The radial space of the differential 30 can be effectively utilized to reduce the axial space of the differential 30 (for example, Figure 1 Dimensions in the up and down directions.

[0044] The main transmission gear 3211 is sleeved on the second half shaft 20 , utilizing the installation space of the second half shaft 20 , making the structure of the drive axle assembly 200 compact and avoiding interference between the main transmission gear 3211 and the second half shaft 20 when rotating.

[0045] And / or, the main transmission gear 3211 and the slave transmission gear 3212 are mutually meshing bevel gears. With such an arrangement, the main transmission gear 3211 and the slave transmission gear 3212 can be arranged vertically, that is, the main transmission gear 3211 and the slave transmission gear 3212 are arranged along the circumference of the power distribution system 330, which fully utilizes the circumferential space of the power distribution system 330, makes the structure of the drive axle assembly 200 more compact, and in the in-situ steering condition, the power can be quickly transmitted to the first half shaft 10 and the second half shaft 20, reducing the power loss during the transmission process.

[0046] According to some embodiments of the present invention, Figure 1 As shown, the differential 30 also includes a housing 350, in which a power distribution system 330 is disposed, the housing 350 is connected to the power distribution system 330 and the steering and straight-moving transmission system 310, the in-situ steering transmission system 320 is disposed outside the housing 350, and the first half-shaft 10 and the second half-shaft 20 are passed through the housing 350.

[0047] Specifically, the first half shaft 10 and the second half shaft 20 are both clearance-matched with the housing 350, and one end of the first half shaft 10 and one end of the second half shaft 20 are both connected to the power distribution system 330 through the housing 350. The power distribution system 330 can be connected to the inner wall of the housing 350, and the housing 350 can protect the power distribution system 330 and can separate the power distribution system 330 from the outside to prevent foreign matter from entering the housing 350 and affecting the operation of the power distribution system 330. The steering and straight driving transmission system 310 can be connected to the outer wall of the housing 350. The main transmission gear 3211, the slave transmission gear 3212, and the coupling member 341 are all arranged on the outside of the housing 350, and one end of the transmission member 342 passes through the housing 350 and is connected to the power distribution system 330, and the transmission member 342 is clearance-matched with the housing 350 to prevent the transmission member 342 from interfering with the housing 350 when rotating.

[0048] Among them, when the vehicle is in a straight-moving condition or a normal steering condition, power can be transmitted to the power distribution system 330 via the steering straight-moving transmission system 310 and the housing 350, and then transmitted to the first half-shaft 10 and the second half-shaft 20 via the power distribution system 330 to drive the left wheel 210 and the right wheel 220 to respond accordingly.

[0049] Furthermore, the power distribution system 330 includes a first planetary gear 331, a second planetary gear 332, a third planetary gear 333 and a fourth planetary gear 334. The first planetary gear 331 and the third planetary gear 333 are arranged opposite to each other, and the second planetary gear 332 and the fourth planetary gear 334 are arranged opposite to each other. Figure 1-Figure 3 The first planetary gear 331 and the third planetary gear 334 can be arranged along the axial direction of the transmission member 342, and the second planetary gear 332 and the fourth planetary gear 334 can be arranged along the radial direction of the transmission member 342. The first planetary gear 331 is meshed with the second planetary gear 332 and the fourth planetary gear 334 respectively; similarly, the third planetary gear 333 is also meshed with the second planetary gear 332 and the fourth planetary gear 334 respectively.

[0050] One end of the transmission member 342 passes through the housing 350 and is fixedly connected to the first planetary gear 331 , the third planetary gear 333 is connected to the housing 350 , and the second planetary gear 332 and the fourth planetary gear 334 are connected to the first half shaft 10 and the second half shaft 20 respectively.

[0051] like Figure 2As shown, when the vehicle is in an in-situ turning condition, power can be transmitted to the transmission member 342 via the main transmission gear 3211, the slave transmission gear 3212 and the coupling member 341, and the transmission member 342 can drive the first planetary gear 331 to rotate. Since the second planetary gear 332 and the fourth planetary gear 334 are engaged with the first planetary gear 331, the second planetary gear 332 and the fourth planetary gear 334 can be driven to rotate, thereby driving the first half shaft 10 and the second half shaft 20 to rotate, so that the left wheel 210 and the right wheel 220 receive equal and opposite driving torques, and at the same time, there is no power transmission between the third planetary gear 333 and the housing 350.

[0052] like Figure 3 As shown, when the vehicle is in a straight-moving condition, the power can be transmitted to the housing 350 through the steering and straight-moving transmission system 310, driving the housing 350 to rotate. Since the housing 350 is connected to the third planetary gear 333, and the second planetary gear 332 and the fourth planetary gear 334 are meshed with the third planetary gear 333, the first planetary gear 331 and the third planetary gear 333 can be made to revolve around the central axis of the first semi-shaft 10 and the second semi-shaft 20, so that the rotation speeds of the left wheel 210 and the right wheel 220 are the same, ensuring the stability of the vehicle during driving. When the vehicle is in a normal steering condition, the working principle of the differential 30 is basically the same as that of the straight-moving condition, but the difference is that while the first planetary gear 331 and the third planetary gear 33 revolve around the central axis of the first semi-shaft 10 and the second semi-shaft 20, the third planetary gear 333 and the first planetary gear 331 also rotate, so that the rotation speeds of the left wheel 210 and the right wheel 220 are different.

[0053] Optionally, the first planetary gear 331 , the second planetary gear 332 , the third planetary gear 333 and the fourth planetary gear 334 may all be bevel gears.

[0054] According to some embodiments of the present invention, the differential 30 further includes a drive mode switching device, which is adapted to be connected to the power device 360, and the drive mode switching device can selectively divert the power input of the power device 360 ​​to the straight driving transmission system 310 or the in-situ steering transmission system 320. Figure 1 The on-site steering transmission system 320 is arranged on the outside of the shell 350, and the on-site steering transmission system 320 is arranged along the circumference of the shell 350. The steering straight-moving transmission system 310 is arranged on the side of the on-site steering transmission system 320 away from the shell 350. The power unit 360 is arranged on the side of the steering straight-moving transmission system 310 away from the on-site steering transmission system 320. The drive mode switching device is arranged between the steering straight-moving transmission system 310 and the on-site steering transmission system 320 to make the structure of the differential 30 more compact.

[0055] Specifically, when the vehicle is in the on-site steering condition, the drive mode switching device can be connected to the on-site steering transmission system 320, and the power of the power device 360 ​​can be transmitted to the on-site steering transmission system 320 via the drive mode switching device to achieve on-site steering of the vehicle. When the vehicle is in the straight-ahead condition or the normal steering condition, the drive mode switching device can be connected to the steering-straight-ahead transmission system 310, and the power of the power device 360 ​​can be transmitted to the steering-straight-ahead transmission system 310 via the drive mode switching device to achieve normal steering or straight-ahead of the vehicle.

[0056] Optionally, the power device 360 ​​may be a drive motor, but is not limited thereto.

[0057] Furthermore, the driving mode switching device includes a shift mechanism 370, which is disposed on a power input shaft 361 of the power device 360, and the power input shaft 361 is connected to the steering and straight driving transmission system 310 or the in-situ steering transmission system 320 through the shift mechanism 370. Figure 1 As shown, the power input shaft 361 is perpendicular to the first half shaft 10 and the second half shaft 20, the shift mechanism 370 is interference fit with the power input shaft 361, and the shift mechanism 370 is arranged between the steering and straight driving transmission system 310 and the in-situ steering transmission system 320. When the shift mechanism 370 is engaged with the steering and straight driving transmission system 310, it is used to realize the conventional steering or straight driving of the vehicle. When the shift mechanism 370 is engaged with the in-situ steering transmission system 320, it is used to realize the in-situ steering of the vehicle.

[0058] Furthermore, the shift mechanism 370 includes a first synchronous wheel 371 and a coupling sleeve 372. The first synchronous wheel 371 is arranged on the power input shaft 361, and the coupling sleeve 372 is sleeved on the outer periphery of the first synchronous wheel 371. The first synchronous wheel 371 can be selectively connected to the steering straight driving transmission system 310 or the in-situ steering transmission system 320 through the coupling sleeve 372. In this way, the shift mechanism 370 has a simple structure, is easy to assemble, and can reduce the cost of the differential 30.

[0059] Specifically, the steering and straight driving transmission system 310 includes a first main reduction gear 311 and a first secondary reduction gear 312 meshed with each other, and the first main reduction gear 311 is arranged on the power input shaft 361. The on-site steering transmission system 320 includes a second main reduction gear 322 and a second secondary reduction gear 323 meshed with each other, and the second main reduction gear 322 is arranged on the power input shaft 361.

[0060] For example, in Figure 1In the example, the first main reduction gear 311 is loosely sleeved on the power input shaft 361, and a second synchronous wheel 313 is provided on a side of the first main reduction gear 311 adjacent to the first synchronous wheel 371, and the second synchronous wheel 313 is fixedly connected to the first main reduction gear 311 and sleeved on the power input shaft 361. Similarly, the second main reduction gear 322 is loosely sleeved on the power input shaft 361, and a third synchronous wheel 324 is provided on a side of the second main reduction gear 322 adjacent to the first synchronous wheel 371, and the third synchronous wheel 324 is fixedly connected to the second main reduction gear 322 and sleeved on the power input shaft 361.

[0061] like Figure 2 As shown, when the vehicle is in the in-situ steering condition, the coupling sleeve 372 is engaged with the third synchronous gear 324, and the coupling device is switched to the coupling state. At this time, the power device 360 ​​outputs power to the power input shaft 361, and the power of the power input shaft 361 is transmitted to the second slave reduction gear 323 via the first synchronous gear 371, the coupling sleeve 372, the third synchronous gear 324 and the second main reduction gear 322. Since the second slave reduction gear 323 is connected to the main transmission gear 3211, the power of the second slave reduction gear 323 can be transmitted to the transmission member 342 via the main transmission gear 3211, the slave transmission gear 3212 and the coupling member 341. The transmission member 342 drives the first planetary gear 331 to rotate, and transmits the power to the first half shaft 10 and the second half shaft 20 in an equal and opposite direction through the second planetary gear 332 and the fourth planetary gear 334, thereby driving the left wheel 210 and the right wheel 220 to turn significantly.

[0062] When the vehicle is in the on-site turning condition, if the first planetary gear 331 rotates clockwise, the right wheel 220 will rotate forward and the left wheel 210 will rotate backward; if the first planetary gear 331 rotates counterclockwise, the right wheel 220 will rotate backward and the left wheel 210 will rotate forward. Therefore, the direction of rotation of the power input shaft 361 can determine the rotation direction of the first planetary gear 331 during the on-site turning, so the direction of the on-site turning can be changed by changing the rotation direction of the power input shaft 361.

[0063] like Figure 3 As shown, when the vehicle is in a straight-ahead condition or a normal steering condition, the coupling sleeve 372 engages with the second synchronous wheel 313, and the coupling device switches to a decoupled state. At this time, the power device 360 ​​outputs power to the power input shaft 361, and the power of the power input shaft 361 is transmitted to the first slave reduction gear 312 via the first synchronous wheel 371, the coupling sleeve 372, the second synchronous wheel 313 and the first main reduction gear 311. Since the first slave reduction gear 312 is connected to the housing 350, the power of the first slave reduction gear 312 can be transmitted to the third planetary gear 333 via the housing 350, and the power is transmitted to the first half shaft 10 and the second half shaft 20 via the second planetary gear 332 and the fourth planetary gear 334.

[0064] According to some specific embodiments of the present invention, the differential 30 further includes a first brake 380 and a second brake 390, wherein the first brake 380 is connected to the steering and straight driving transmission system 310. The second brake 390 is connected to the in-situ steering transmission system 320. Figure 1-Figure 3 As shown, there are two first brakes 380 and two second brakes 390, both of which are connected to the housing 350, and both of which are connected to the second slave reduction gear 323. When the vehicle turns in situ, the two first brakes 380 brake to keep the housing 350 fixed, ensuring that the power can be transmitted to the first half shaft 10 and the second half shaft 20 in the same reverse direction, so as to avoid the housing 350 affecting the power transmission.

[0065] When the vehicle is going straight or turning normally, the two second brakes 390 are braked, the second slave reduction gear 323 and the main transmission gear 3211 remain fixed, and because the coupling member 341 is disconnected from the transmission member 342, the slave transmission gear 3212 is idly mounted on the transmission member 342 and rotates freely. When the power drive housing 350 rotates, the slave transmission gear 3212 moves in the circumferential direction of the main transmission gear 3211, and the rotation of the slave transmission gear 3212 and the first planetary gear 331 does not interfere with each other, and the differential 30 works normally. In other words, the differential 30 has an additional idling gear, namely, the slave transmission gear 3212, and other components of the in-situ steering transmission system 320 do not move.

[0066] like Figure 4 As shown, the drive axle assembly 200 according to the second embodiment of the present invention includes the differential 30 according to the first embodiment of the present invention.

[0067] According to the drive axle assembly 200 of the embodiment of the present invention, by adopting the above-mentioned differential 30, the structure of the drive axle assembly 200 can be made more compact, the space occupied by the drive axle assembly 200 in the vehicle can be reduced, and in-situ steering can be achieved.

[0068] The vehicle according to the third aspect of the present invention comprises the drive axle assembly 200 according to the second aspect of the present invention.

[0069] According to the vehicle of the embodiment of the present invention, by adopting the above-mentioned drive axle assembly 200, the vehicle can be turned on the spot, and the vehicle will not deviate during the turning process, thereby ensuring the stability of the vehicle when turning on the spot and improving the user experience.

[0070] Other components and operations of the vehicle according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0071] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0072] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0073] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0074] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A differential, characterized in that: include: A steering and straight-moving transmission system and an in-situ steering transmission system, wherein both the steering and straight-moving transmission system and the in-situ steering transmission system are suitable for connecting with the first half-shaft and the second half-shaft; When power is input into the straight-ahead steering transmission system, the driving torque is transmitted to the first half-shaft and the second half-shaft. When power is input into the stationary steering transmission system, the driving torque is transmitted to the first half-shaft and the second half-shaft in equal and opposite directions.

2. The differential according to claim 1, characterized in that: Also includes: a power distribution system, the power distribution system being adapted to be connected to the first half-shaft and the second half-shaft; A coupling mechanism is connected to the power distribution system. When the coupling mechanism is in a decoupled state, the coupling mechanism is disconnected from the in-situ steering transmission system. When the coupling mechanism is in a coupled state, the coupling mechanism is in transmission connection with the in-situ steering transmission system.

3. The differential according to claim 2, characterized in that: The coupling mechanism includes a coupling member and a transmission member, the transmission member is connected to the power distribution system, the coupling member is arranged on the transmission member, when the coupling mechanism is in a decoupling state, the coupling member is disconnected from the in-situ steering transmission system, when the coupling mechanism is in a coupled state, the in-situ steering transmission system is connected to the transmission member through the coupling member.

4. The differential according to claim 3, characterized in that: The coupling member is movable along the axial direction of the transmission member.

5. The differential according to claim 3, characterized in that: The in-situ steering transmission system comprises: The transmission gear pair, when the coupling mechanism is in the decoupling state, the coupling member is disconnected from the transmission gear pair; when the coupling mechanism is in the coupling state, the transmission gear pair is transmission-connected to the transmission member through the coupling member.

6. The differential according to claim 5, characterized in that: The transmission gear pair includes a main transmission gear and a slave transmission gear meshing with each other, the slave transmission gear is arranged on the transmission member, the coupling member is disconnected from the slave transmission gear when the coupling mechanism is in a decoupling state, and the slave transmission gear is transmission-connected to the transmission member through the coupling member when the coupling mechanism is in a coupling state.

7. The differential according to claim 6, characterized in that: The central axis of the transmission member is perpendicular to the central axis of the second half shaft, and the main transmission gear is sleeved on the second half shaft; and / or The main transmission gear and the slave transmission gear are bevel gears meshing with each other.

8. The differential according to claim 3, characterized in that: Also includes: A shell, wherein the power distribution system is arranged inside the shell, the shell is connected to the power distribution system and the steering and straight-moving transmission system, the in-situ steering transmission system is arranged outside the shell, and the first half-shaft and the second half-shaft are passed through the shell.

9. The differential according to claim 8, characterized in that: The power distribution system comprises a first planetary gear, a second planetary gear, a third planetary gear and a fourth planetary gear, wherein the first planetary gear and the third planetary gear are arranged opposite to each other, and the second planetary gear and the fourth planetary gear are arranged opposite to each other; Among them, one end of the transmission member passes through the housing and is fixedly connected to the first planetary gear, the third planetary gear is connected to the housing, and the second planetary gear and the fourth planetary gear are respectively connected to the first half shaft and the second half shaft.

10. The differential according to any one of claims 1 to 9, characterized in that: Also includes: A driving mode switching device is suitable for being connected to a power device, and the driving mode switching device can selectively input the power of the power device into the steering straight-moving transmission system or the in-situ steering transmission system.

11. The differential according to claim 10, characterized in that: The driving mode switching device comprises a shifting mechanism, which is arranged on the power input shaft of the power device, and the power input shaft is connected to the steering straight driving transmission system or the in-situ steering transmission system through the shifting mechanism.

12. The differential according to claim 11, characterized in that: The shift mechanism comprises: a first synchronous wheel, the first synchronous wheel being arranged on the power input shaft; A coupling sleeve is sleeved on the outer circumference of the first synchronous wheel, and the first synchronous wheel can be selectively connected to the steering straight-moving transmission system or the in-situ steering transmission system through the coupling sleeve.

13. The differential according to claim 12, characterized in that: The steering and straight driving transmission system comprises a first main reduction gear and a first slave reduction gear meshing with each other, wherein the first main reduction gear is arranged on the power input shaft; The stationary steering transmission system includes a second main reduction gear and a second slave reduction gear meshing with each other, and the second main reduction gear is arranged on the power input shaft.

14. The differential according to any one of claims 1 to 9, characterized in that: Also includes: a first brake connected to the steering and straight driving transmission system; A second brake is connected to the stationary steering transmission system.

15. A drive axle assembly, characterized in that: Comprising a differential according to any one of claims 1-14.

16. A vehicle, characterized in that: Comprising the drive axle assembly according to claim 15.

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