Differential transmission assembly and differential

Abstract

The invention belongs to the technical field of vehicle power components, and particularly relates to a differential mechanism transmission assembly and a differential mechanism. The differential mechanism transmission assembly comprises a transmission gear sleeve and two driven half axle gears in meshing transmission with the transmission gear sleeve, the transmission gear sleeve comprises a circular sleeve-shaped body, and an outer transmission structure is arranged on the outer circle face of the circular sleeve-shaped body; transmission teeth are arranged on the end faces of the two sides of the circular-sleeve-shaped body respectively, and when one transmission tooth on one end face is located on the tooth top, the transmission teeth on the same axis on the other end face are located on the tooth root. The driven half axle gear comprises a cylindrical body, an inner spline groove in matched transmission with a half axle is formed in the axial center of the cylindrical body and penetrates through the cylindrical body, driven teeth are annularly arranged on the end face of the other side of the cylindrical body, and the driven teeth on the driven half axle gear are in meshed transmission with the transmission teeth on the end face of the transmission gear sleeve. According to the device, real-time automatic switching between locking and differential speed is achieved automatically, insufficient power caused by slipping is avoided, and smooth turning of a vehicle can be guaranteed.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle power components, and in particular relates to a differential transmission assembly and a differential. Background Art

[0002] The car differential is a mechanism that enables the left and right (or front and rear) drive wheels to rotate at different speeds. It is mainly composed of left and right half-shaft gears, two planetary gears and a gear rack. Its function is to make the left and right wheels roll at different speeds when the car is turning or driving on uneven roads, that is, to ensure that the drive wheels on both sides perform pure rolling motion. The differential is installed to adjust the speed difference between the left and right wheels.

[0003] The most widely used differential on the market is the gear differential. Due to structural reasons, this differential distributes equal torque to the left and right wheels. This differential torque distribution feature can meet the normal driving of the car on a good road. But when the car is driving on a bad road, it seriously affects the passing ability. For example, when one of the driving wheels of the car is stuck in a muddy road, although the other driving wheel is on a good road, the car often cannot move forward (commonly known as slipping). At this time, the driving wheel on the muddy road slips in place, while the wheel on the good road is stationary. This is because the adhesion between the wheel on the muddy road and the road surface is small, and the road surface can only pass this wheel to exert a small reaction torque on the half-axle. Therefore, the torque distributed to this wheel by the differential is also small. Although the adhesion between the other driving wheel and the good road surface is large, due to the characteristics of evenly distributing torque, this driving wheel can only be allocated the same amount of torque as the slipping driving wheel, so that the driving force is not enough to overcome the driving resistance, the car cannot move forward, and the power is consumed on the slipping driving wheel. At this time, increasing the throttle not only fails to make the car move forward, but also wastes fuel, accelerates the wear of the parts, and especially aggravates the wear of the tires. An effective solution is to dig out the mud under the slipping drive wheel or put dry soil, gravel, branches, hay, etc. under the wheel.

[0004] In order to eliminate the above-mentioned "slipping" state through technology, the most common method is to put a "lock" on the gear differential, that is, to forcibly lock the two wheel axles into one to prevent differential speed between them. Some differentials, such as the Torsen differential, are torque-sensing differentials, that is, the differential can decide whether to limit the differential action of the differential according to the size of its internal differential torque. The structure is cleverly designed by using the irreversible principle of the worm gear transmission, but the cost of this differential is relatively high. Summary of the invention

[0005] The object of the present invention is to overcome the deficiencies in the prior art and to invent a differential transmission assembly and a differential.

[0006] The present invention is implemented as follows: a differential transmission assembly, characterized in that it includes a transmission sleeve and two driven half-shaft gears respectively meshing with the transmission sleeve for transmission, the transmission sleeve includes a circular sleeve-shaped body, the outer circumferential surface of the circular sleeve-shaped body is provided with an external transmission structure, and the end surfaces of both sides of the circular sleeve-shaped body are respectively provided with transmission teeth arranged in a ring shape, when a transmission tooth on one end surface is located at the tooth top, the transmission tooth on the same axis of the other end surface is located at the tooth root.

[0007] The driven half-shaft gear includes a cylindrical body, an internal spline groove for cooperating with the half-shaft for transmission is arranged at the axial center of the cylindrical body, the internal spline groove passes through one end face of the cylindrical body, and the other end face of the cylindrical body is provided with driven teeth arranged in a ring shape, and the driven teeth on the driven half-shaft gear are meshed with the transmission teeth on the end face of the transmission gear sleeve for transmission.

[0008] Further optimization is provided inside the transmission gear sleeve. A secondary transmission gear sleeve is provided inside the transmission gear sleeve. Transmission teeth arranged in a ring are respectively provided on the end faces on both sides of the secondary transmission gear sleeve. When a transmission tooth on one end face of the secondary transmission gear sleeve is located at the tooth top, the transmission tooth on the same axis on the other end face of the secondary transmission gear sleeve is located at the tooth root.

[0009] An inner transmission structure is arranged on the inner circumferential surface of the transmission gear sleeve, and a secondary outer transmission structure is arranged on the outer circumferential surface of the secondary transmission gear sleeve. The transmission gear sleeve and the secondary transmission gear sleeve are transmitted through the cooperation of the inner transmission structure and the secondary outer transmission structure.

[0010] The driven teeth on the driven half-shaft gear mesh with the transmission teeth on the end surface of the secondary transmission gear sleeve for transmission.

[0011] Further optimization, the inner transmission structure on the transmission sleeve is an inner spline groove, and the secondary outer transmission structure on the secondary transmission sleeve is an outer spline. The transmission sleeve and the secondary transmission sleeve are transmitted through the cooperation of the inner spline groove and the outer spline. While the transmission sleeve drives the secondary transmission sleeve to rotate, the transmission sleeve and the secondary transmission sleeve can also slide relative to each other along the axis of the spline groove.

[0012] Further optimization, the secondary transmission gear sleeve has the same axial length as the transmission gear sleeve, and the transmission teeth on the end face of the secondary transmission gear sleeve have the same tooth shape and number as the transmission teeth on the end face of the transmission gear sleeve.

[0013] Further optimization, an inner transmission gear sleeve is also provided inside the secondary transmission gear sleeve, and transmission teeth arranged in a ring are respectively provided on the end faces of both sides of the inner transmission gear sleeve, the inner transmission gear sleeve and the transmission gear sleeve have the same axial length, and the transmission teeth on the end face of the inner transmission gear sleeve have the same tooth shape and number as the transmission teeth on the end face of the transmission gear sleeve; when a transmission tooth on one end face of the inner transmission gear sleeve is located at the tooth top, the transmission tooth on the same axis on the other end face of the inner transmission gear sleeve is located at the tooth root.

[0014] The inner circumference of the secondary transmission gear sleeve is provided with a secondary inner transmission structure, the outer circumference of the inner transmission gear sleeve is provided with an inner and outer transmission structure, and the secondary transmission gear sleeve and the inner transmission gear sleeve are transmitted through the cooperation of the secondary inner transmission structure and the inner and outer transmission structure.

[0015] The end face of the driven half-shaft gear is also provided with secondary driven teeth arranged in a ring shape, the tooth tops of the secondary driven teeth and the driven teeth are located in the same plane, the number of teeth and tooth shape of the secondary driven teeth are the same as the number of teeth and tooth shape of the driven teeth, and the teeth of the secondary driven teeth and the driven teeth are staggered with each other in the radial direction.

[0016] The transmission teeth on the end surface of the inner transmission gear sleeve mesh with the secondary driven teeth on the end surface of the driven half-shaft gear for transmission.

[0017] Further optimization is carried out, the secondary inner transmission structure on the secondary transmission sleeve is an inner spline groove, the inner and outer transmission structures on the inner transmission sleeve are outer splines, the secondary transmission sleeve and the inner transmission sleeve are transmitted through the cooperation of the inner spline groove and the outer spline, while the secondary transmission sleeve drives the inner transmission sleeve to rotate, the secondary transmission sleeve and the inner transmission sleeve can also slide relative to each other along the axis of the spline groove.

[0018] A differential including the above-mentioned differential transmission assembly, the device also includes a differential housing, the differential housing includes a bevel gear plate, the bevel gear plate is provided with a transmission sleeve fixedly connected thereto, the axis of the transmission sleeve is the same as the axis of the bevel gear plate, the inner wall of the transmission sleeve is provided with a transmission structure inside the transmission sleeve, and the transmission structure inside the transmission sleeve on the inner wall of the transmission sleeve cooperates with the external transmission structure on the outer circumferential surface of the transmission gear sleeve for transmission.

[0019] This device has the following advantages:

[0020] When the vehicle is traveling in a straight line, the differential composed of the device has the transmission gear sleeve, the secondary transmission gear sleeve and other transmission gear sleeves in end-face meshing state with the driven half-shaft gears, and no relative sliding or relative rotation occurs between them. The power of the engine is transmitted to the left and right half-shafts through the transmission gear sleeves respectively. That is, when the driving speeds of the wheels on the left and right sides are the same, no relative sliding occurs inside the differential, that is, the left and right half-shafts are "connected" into one shaft, and even if the tire grip is insufficient, slipping can be avoided. When the vehicle needs to turn, that is, the wheel speeds of the left and right vehicles are different, the turning radius of the inner wheel and the outer wheel are different, and the turning radius of the outer wheel is larger than the turning radius of the inner wheel. This requires that the rotation speed of the outer wheel is higher than the rotation speed of the inner wheel when turning. On the one hand, the rotation speed of the driven half-shaft gear on the inner side of the device (the two driven half-shaft gears are respectively connected to the half-shaft on this side through spline transmission, and the half-shaft on this side is respectively connected to the tire, that is, the angular velocity of the tire on this side is the angular velocity of the driven half-shaft gear on this side) is lower than the speed of the transmission gear sleeve (its speed is the same as the speed of the differential case, the speed in the middle of the vehicle), and the teeth between the inner driven half-shaft gear and the transmission gear sleeve slide relatively; on the other hand, the rotation speed of the driven half-shaft gear on the inner side of the device is higher than the speed of the transmission gear sleeve (its speed is the same as the speed of the differential case, the speed in the middle of the vehicle), and the teeth between the outer driven half-shaft gear and the transmission gear sleeve slide relatively, thereby automatically realizing that the left and right half-shafts rotate smoothly at different speeds, that is, realizing differential.

[0021] The device can automatically realize the real-time automatic conversion between the same-speed transmission and differential of the left and right half-axles, which avoids the lack of power caused by slipping and can automatically realize the differential in real time to ensure the smooth turning of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a horizontal state diagram of the differential transmission assembly when it is working.

[0023] Figure 2 for Figure 1 Line perspective drawing.

[0024] Figure 3 for Figure 2 Tilt state diagram when rotated 90°.

[0025] Figure 4 For the driven half shaft gear Figure 3 Schematic diagram of the structure in state.

[0026] Figure 5 This is a schematic diagram of the state when the transmission gear sleeve and the secondary transmission gear sleeve are assembled and cooperate with the driven half-shaft gear on one side.

[0027] Figure 6This is a schematic diagram of the state when the transmission gear sleeve, secondary transmission gear sleeve and inner transmission gear sleeve are assembled and matched with the driven half-shaft gear on one side.

[0028] Figure 7 for Figure 6 Schematic diagram of the structure when viewed from above.

[0029] Figure 8 This is the differential diagram in this application.

[0030] Fig. 9 It is a horizontal state diagram of the differential transmission component when working with another parameter.

[0031] Fig.10 for Fig. 9 Schematic diagram of the state when the middle transmission gear sleeve, secondary transmission gear sleeve and inner transmission gear sleeve are assembled and cooperate with the driven half-shaft gear on one side. DETAILED DESCRIPTION

[0032] Figure 1 , Figure 2 and Figure 3 As shown, a differential transmission assembly includes a transmission sleeve 1 and two driven half-shaft gears 2 respectively meshing with the transmission sleeve for transmission. Figure 5 , Figure 6 and Figure 7 As shown, the transmission gear sleeve 1 includes a circular sleeve-shaped body, and the outer cylindrical surface of the circular sleeve-shaped body is provided with an external transmission structure 1-1. In this embodiment, the transmission structure 1-1 is a circle of spline grooves evenly arranged on the outer cylindrical surface of the transmission gear sleeve, and these spline grooves are centered on the axis of the transmission gear sleeve 1, and these spline grooves are parallel to the axis of the transmission gear sleeve 1. Transmission teeth 1-2 arranged in a ring are respectively provided on the two side end faces of the circular sleeve-shaped body of the transmission gear sleeve 1, and the specifications of the transmission teeth 1-2 on the two side end faces are the same, that is, they have the same tooth shape, height, size and number. When a transmission tooth 1-2 on one side end face is located at the tooth top, the transmission tooth 1-2 on the same axis on the other side end face is located at the tooth root, that is, the teeth on the left and right end faces are staggered by half a tooth spacing.

[0033] like Figure 4As shown, the driven half-shaft gear 2 includes a cylindrical body, and an inner spline groove 2-1 for cooperating with the half-shaft is arranged at the axial center of the cylindrical body. The inner spline groove 2-1 passes through one end face of the cylindrical body, that is, the half-shaft of the vehicle is inserted into the driven half-shaft gear 2 from the through opening of the inner spline groove 2-1 at this end, and the outer cylindrical surface spline of the half-shaft of the vehicle cooperates with the inner spline groove 2-1 for transmission. The other end face of the cylindrical body of the driven half-shaft gear 2 is provided with driven teeth 2-2 arranged in an annular shape, and the driven teeth 2-2 on the driven half-shaft gear 2 are meshed with the transmission teeth 1-2 on the end face of the transmission gear sleeve 1 for transmission. When the vehicle is traveling in a straight line, there is no differential speed between the two half-axles matched with the device, that is, there is no relative rotation between the driven teeth 2-2 on the driven half-axle gear 2 and the transmission teeth 1-2 on the end face of the transmission sleeve 1. The transmission sleeve 1 drives the driven teeth 2-2 on both sides to rotate together through the transmission teeth 1-2, that is, the half-axles of the vehicle on both sides are "locked" into "one" axis.

[0034] like Figure 5 As shown, the transmission gear sleeve 1 is further provided with a secondary transmission gear sleeve 3, and the end faces of both sides of the secondary transmission gear sleeve 3 are respectively provided with transmission teeth 3-1 arranged in a ring shape of the same specification, that is, they have the same tooth shape, height, size and number. When a transmission tooth 3-1 on one end face of the secondary transmission gear sleeve 3 is located at the tooth top, the transmission tooth 3-1 on the same axis of the other end face of the secondary transmission gear sleeve 3 is located at the tooth root, that is, the teeth on the left and right end faces are staggered by half a tooth spacing. The driven teeth 2-2 on the driven half-shaft gear 2 are meshed with the transmission teeth 3-1 on the end face of the secondary transmission gear sleeve 3 for transmission. When the vehicle is traveling in a straight line, there is no differential speed between the two half-shafts matched with the device, that is, there is no relative rotation between the driven teeth 2-2 on the driven half-shaft gear 2 and the transmission teeth 3-1 on the end face of the secondary transmission gear sleeve 3, and the transmission gear sleeve 1 drives the transmission teeth 3-1 on both sides to rotate together through the transmission teeth 1-2, that is, the half-shafts of the vehicle on both sides are "locked" into "one" shaft. The transmission gear sleeve 1 cooperates with the secondary transmission gear sleeve 3 for transmission, thereby increasing the transmission force with the driven half-shaft gear 2.

[0035] like Figure 5As shown, an inner transmission structure 1-3 is provided on the inner circumferential surface of the transmission sleeve 1, and a secondary outer transmission structure 3-2 is provided on the outer circumferential surface of the secondary transmission sleeve 3. The transmission sleeve 1 and the secondary transmission sleeve 3 are transmitted through the cooperation of the inner transmission structure 1-3 and the secondary outer transmission structure 3-2. In this embodiment, the inner transmission structure 1-3 on the transmission sleeve 1 is an inner spline groove, which is a circle of inner spline grooves uniformly arranged on the inner circumferential surface of the transmission sleeve 1. These inner spline grooves are centered on the axis of the transmission sleeve 1, and these inner spline grooves are parallel to the axis of the transmission sleeve 1. The secondary outer transmission structure 3-2 on the secondary transmission sleeve 3 is an outer spline, which is a circle of outer splines uniformly arranged on the outer circumferential surface of the secondary transmission sleeve 3. These outer splines are centered on the axis of the secondary transmission sleeve 3, and these outer splines are parallel to the axis of the secondary transmission sleeve 3. The transmission sleeve 1 and the secondary transmission sleeve 3 are driven by the cooperation of the inner spline groove and the outer spline. When the transmission sleeve 1 drives the secondary transmission sleeve 3 to rotate, the transmission sleeve 1 and the secondary transmission sleeve 3 can also slide relative to each other along the axis of the spline groove. The secondary transmission sleeve 3 has the same axial length as the transmission sleeve 1, and the transmission teeth 3-1 on the end face of the secondary transmission sleeve 3 have the same tooth shape and number as the transmission teeth 1-2 on the end face of the transmission sleeve 1.

[0036] The transmission force with the driven half-shaft gear 2 is increased through the secondary transmission gear sleeve 3. Moreover, the transmission gear sleeve 1 and the secondary transmission gear sleeve rotation 3 cooperate with each other in the axial direction and cooperate with the driven half-shaft gear 2, which can ensure that when the vehicle is moving straight, the driven half-shaft gear 2 and the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 always have transmission teeth that mesh with the driven half-shaft gear 2 in the axial direction. On the other hand, the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are staggered by half a tooth pitch, which avoids the transmission teeth on the transmission gear sleeve 1 or the secondary transmission gear sleeve 3 and the driven teeth 2-2 of the driven half-shaft gear 2 being "locked".

[0037] When the vehicle is traveling in a straight line, that is, when the wheels on the left and right sides are traveling at the same speed, the differential composed of the device is always in a state of meshing transmission, the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are in a state of meshing transmission with the driven half-shaft gear 2, that is, the left and right half-shafts are "connected" into one shaft, and even if the tire grip is insufficient, the phenomenon of slipping can be avoided. When the vehicle needs to turn, that is, the wheels of the left and right vehicles have different driving speeds, the turning radius of the inner wheel and the outer wheel are different, and the turning radius of the outer wheel is larger than the turning radius of the inner wheel, which requires that the speed of the outer wheel is higher than the speed of the inner wheel when turning. On the one hand, the rotation speed of the driven half-shaft gear 2 on the inner side of the device (the two driven half-shaft gears are respectively connected to the half-shaft on this side through spline transmission, and the half-shaft on this side is respectively connected to the tire, that is, the angular velocity of the tire on this side is the angular velocity of the driven half-shaft gear on this side) is less than the transmission gear sleeve 1 and the secondary transmission gear sleeve 3. Speed ​​(its speed is the same as the speed of the differential case, the speed in the middle of the vehicle), the teeth of the inner driven half-shaft gear and the transmission gear sleeve 1, the secondary transmission gear sleeve rotation 3 slide relatively; on the other hand, the rotation speed of the inner driven half-shaft gear of the device is greater than the speed of the transmission gear sleeve 1 and the secondary transmission gear sleeve rotation 3 (its speed is the same as the speed of the differential case, the speed in the middle of the vehicle), the teeth of the outer driven half-shaft gear and the transmission gear sleeve 1, the secondary transmission gear sleeve rotation 3 slide relatively, thereby automatically realizing that the left and right half-shafts rotate smoothly at different speeds, that is, realizing the differential.

[0038] This device can automatically realize the real-time automatic conversion between "locking" and differential. "Lock" and differential are very unstable in themselves. It can be adjusted automatically in real time according to the relationship between the torque fed back to the tire and the power transmitted to the differential by the engine. Thus, it can avoid the lack of power caused by slipping, and can also realize the differential automatically in real time to ensure the smooth turning of the vehicle.

[0039] like Figure 6 and Figure 7 As shown, further optimization is provided, an inner transmission gear sleeve 4 is further provided inside the secondary transmission gear sleeve 3, and transmission teeth 4-1 arranged in a ring are respectively provided on the end faces of both sides of the inner transmission gear sleeve 4, the inner transmission gear sleeve 4 has the same axial length as the transmission gear sleeve 1, and the transmission teeth 4-1 on the end face of the inner transmission gear sleeve 4 have the same tooth shape and number as the transmission teeth on the end face of the transmission gear sleeve 1; when a transmission tooth on one end face of the inner transmission gear sleeve 4 is located at the tooth top, the transmission tooth on the same axis on the other end face of the inner transmission gear sleeve 4 is located at the tooth root, that is, they are staggered by half a tooth.

[0040] The inner circumference of the secondary transmission gear sleeve 3 is provided with a secondary inner transmission structure 3-3, and the outer circumference of the inner transmission gear sleeve 4 is provided with an inner and outer transmission structure 4-1. The secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 are driven by the cooperation of the secondary inner transmission structure and the inner and outer transmission structure. The secondary inner transmission structure on the secondary transmission gear sleeve 3 is an inner spline groove, and the inner and outer transmission structure on the inner transmission gear sleeve 4 is an outer spline. The secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 are driven by the cooperation of the inner spline groove and the outer spline. While the secondary transmission gear sleeve 3 drives the inner transmission gear sleeve 4 to rotate, the secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 can also slide relative to each other along the axis of the spline groove.

[0041] The end surface of the driven half shaft gear 2 is also provided with secondary driven teeth 2-3 arranged in an annular shape, the tooth tops of the secondary driven teeth 2-3 and the driven teeth 2-2 are located in the same plane, the number of teeth and tooth shape of the secondary driven teeth 2-3 are the same as those of the driven teeth 2-2, and the teeth of the secondary driven teeth 2-3 and the teeth of the driven teeth 2-2 are radially staggered. The transmission teeth 4-1 on the end surface of the inner transmission gear sleeve 4 mesh with the secondary driven teeth 2-3 on the end surface of the driven half shaft 2 gear for transmission.

[0042] Through the above-mentioned optimized design, the force transmission effect can be further increased to avoid failure. On the other hand, it makes it more stable and efficient. The transmission teeth on the transmission sleeve 1, the secondary transmission sleeve 3 and the inner transmission sleeve 4 cooperate with the driven teeth 2-2 of the driven half-shaft gear 2, thereby avoiding "locking" and achieving stable transmission.

[0043] Further optimization, such as Figure 7 and Fig.10 As shown, a transmission gear sleeve can be organically matched inside the inner transmission gear sleeve 4, and the gear sleeve can be driven by the inner transmission gear sleeve 4, and transmission teeth are arranged on the end faces of both ends of the gear sleeve, and the transmission teeth mesh with the secondary driven teeth 2-3 for transmission.

[0044] like Fig. 9 and Fig.10 As shown, the tooth shape, number of teeth and other parameters of the differential transmission assembly in the present application can be adjusted accordingly, which does not deviate from the principle of the present application and is therefore also within the scope of protection of the present application.

[0045] A differential comprising the above differential transmission assembly, the device also includes a differential housing 5, the differential housing 5 includes a bevel gear disc 6, the bevel gear disc 6 is provided with a transmission sleeve 7 fixedly connected thereto, the axis of the transmission sleeve 7 is the same as the axis of the bevel gear disc 6, the inner wall of the transmission sleeve 7 is provided with a transmission sleeve inner transmission structure, the transmission sleeve inner transmission structure on the inner wall of the transmission sleeve 7 cooperates with the outer transmission structure on the outer circumferential surface of the transmission sleeve 1 for transmission. The inner transmission structure provided on the inner circumferential surface of the transmission sleeve 7 is a circle of splines evenly arranged on the inner wall of the transmission sleeve 7, the splines are centered on the axis of the transmission sleeve 7, and the splines are parallel to the axis of the transmission sleeve 7. The power transmitted to the bevel gear disc 6 by the automobile engine through the transmission shaft is transmitted to the transmission sleeve 7 fixedly connected thereto by the bevel gear disc 6, and then the transmission sleeve 1 is driven by the transmission sleeve 7 to switch back and forth between the "engaged transmission" and "differential" states in real time and automatically according to the road conditions, and this switching is purely mechanical and does not require manual intervention by the driver.

Claims

1. A differential transmission assembly, characterized in that: It includes a transmission gear sleeve and two driven half-shaft gears respectively meshing with the transmission gear sleeve for transmission. The transmission gear sleeve includes a circular sleeve-shaped body, the outer circumferential surface of the circular sleeve-shaped body is provided with an external transmission structure, and the end surfaces of both sides of the circular sleeve-shaped body are respectively provided with transmission teeth arranged in an annular shape. When a transmission tooth on one end surface is located at the tooth top, the transmission tooth on the same axis of the other end surface is located at the tooth root; A secondary transmission gear sleeve is also provided inside the transmission gear sleeve, and transmission teeth arranged in a ring are respectively provided on the end faces of both sides of the secondary transmission gear sleeve. When a transmission tooth on one end face of the secondary transmission gear sleeve is located at the tooth top, the transmission tooth on the same axis on the other end face of the secondary transmission gear sleeve is located at the tooth root; The inner circumferential surface of the transmission gear sleeve is provided with an inner transmission structure, and the outer circumferential surface of the secondary transmission gear sleeve is provided with a secondary outer transmission structure, and the transmission gear sleeve and the secondary transmission gear sleeve are transmitted through the cooperation of the inner transmission structure and the secondary outer transmission structure; The driven half-shaft gear includes a cylindrical body, an internal spline groove for cooperating with the half-shaft for transmission is arranged at the axial center of the cylindrical body, the internal spline groove passes through one end face of the cylindrical body, and the other end face of the cylindrical body is provided with driven teeth arranged in a ring shape, the driven teeth on the driven half-shaft gear are meshed with the transmission teeth on the end face of the transmission gear sleeve for transmission, and the driven teeth on the driven half-shaft gear are meshed with the transmission teeth on the end face of the secondary transmission gear sleeve for transmission.

2. The differential transmission assembly according to claim 1, characterized in that: The inner transmission structure on the transmission sleeve is an inner spline groove, and the outer transmission structure on the secondary transmission sleeve is an outer spline. The transmission sleeve and the secondary transmission sleeve are transmitted through the cooperation of the inner spline groove and the outer spline. While the transmission sleeve drives the secondary transmission sleeve to rotate, the transmission sleeve and the secondary transmission sleeve can also slide relative to each other along the axis of the spline groove.

3. The differential transmission assembly according to claim 1 or 2, characterized in that: The secondary transmission gear sleeve has the same axial length as the transmission gear sleeve, and the transmission teeth on the end surface of the secondary transmission gear sleeve have the same tooth shape and number as those on the end surface of the transmission gear sleeve.

4. The differential transmission assembly according to claim 3, characterized in that: An inner transmission gear sleeve is also provided inside the secondary transmission gear sleeve, and transmission teeth arranged in an annular manner are respectively provided on the end faces of both sides of the inner transmission gear sleeve, the inner transmission gear sleeve has the same axial length as the transmission gear sleeve, and the transmission teeth on the end face of the inner transmission gear sleeve have the same tooth shape and number as the transmission teeth on the end face of the transmission gear sleeve; when a transmission tooth on one end face of the inner transmission gear sleeve is located at the tooth top, the transmission tooth on the same axis on the other end face of the inner transmission gear sleeve is located at the tooth root; The inner circumference of the secondary transmission gear sleeve is provided with a secondary inner transmission structure, and the outer circumference of the inner transmission gear sleeve is provided with an inner and outer transmission structure. The secondary transmission gear sleeve and the inner transmission gear sleeve are driven by the cooperation of the secondary inner transmission structure and the inner and outer transmission structure. The end surface of the driven half-shaft gear is also provided with secondary driven teeth arranged in an annular shape, the tooth tops of the secondary driven teeth and the driven teeth are located in the same plane, the number of teeth and the tooth shape of the secondary driven teeth are the same as those of the driven teeth, and the teeth of the secondary driven teeth and the driven teeth are staggered in the radial direction; The transmission teeth on the end surface of the inner transmission gear sleeve mesh with the secondary driven teeth on the end surface of the driven half-shaft gear for transmission.

5. The differential transmission assembly according to claim 4, characterized in that: The secondary inner transmission structure on the secondary transmission gear sleeve is an inner spline groove, and the inner and outer transmission structures on the inner transmission gear sleeve are outer splines. The secondary transmission gear sleeve and the inner transmission gear sleeve are transmitted through the cooperation of the inner spline groove and the outer spline. While the secondary transmission gear sleeve drives the inner transmission gear sleeve to rotate, the secondary transmission gear sleeve and the inner transmission gear sleeve can also slide relative to each other along the axis of the spline groove.

6. A differential comprising a differential transmission assembly according to any one of the above claims, characterized in that: The device also includes a differential housing, which includes a bevel gear plate. The bevel gear plate is provided with a transmission sleeve fixedly connected thereto, the axis of the transmission sleeve is the same as the axis of the bevel gear plate, and an inner transmission structure of the transmission sleeve is provided on the inner wall of the transmission sleeve. The inner transmission structure of the transmission sleeve on the inner wall of the transmission sleeve cooperates with the external transmission structure on the outer circumferential surface of the transmission gear sleeve for transmission.

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