Differential device with torque vector distribution and differential lock functions

Abstract

The invention discloses a differential device with torque vector distribution and differential lock functions, which comprises a differential shell, a left half shaft of the differential shell is sleeved with a vector driving source and a torque transfer assembly, and the torque transfer assembly is of a double-planet-row structure; the first planet row is provided with a first sun gear and a first output end, the first sun gear is fixedly arranged on the torque transfer mechanism shell, and the first output end is fixedly connected to the differential shell; the second planet row is provided with a second sun gear and a second output end, a coupling assembly is arranged on the second sun gear, and the coupling assembly is selectively and fixedly connected with the vector driving source or the torque transfer mechanism shell relatively. The device has at least two selectable control states and can be regulated and controlled in real time according to the running state of the vehicle, and when the device is in a differential lock position control state, the running stability of the vehicle is improved, and the escape capability of the vehicle is enhanced; when the device is in a torque vector distribution position control state, the device has a torque distribution function, and the energy consumption problem and the driving experience in yaw dynamics control are considered.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile power chassis, and in particular to a differential device with torque vector distribution and differential lock functions. Background Art

[0002] Vehicle safety performance is a key topic in automotive research. The Electronic Stability Program (ESP), a representative active safety technology, applies braking force to a single wheel on the vehicle to generate additional yaw torque for vehicle dynamic control, improving handling stability. Because ESP uses differential braking to control the vehicle, its operation can negatively impact vehicle performance and economy, resulting in power loss. Therefore, researchers have proposed torque vectoring technology to address energy consumption and driving experience issues associated with vehicle yaw dynamic control.

[0003] Publication No. CN119928554A, for example, discloses a coaxial torque vectoring system comprising a differential and a vector motor. The motor shaft of the vector motor is loosely mounted on the left half-shaft of the differential. The motor shaft is connected to the left half-shaft and the differential via a transmission assembly. The transmission assembly includes a first planetary gear set and a second planetary gear set, which share a common planetary carrier. The first ring gear of the first planetary gear set is fixedly connected to the left half-shaft, and the second ring gear of the second planetary gear set is fixedly connected to the differential housing. The sun gear of either the first planetary gear set or the second planetary gear set is fixedly disposed at the distal end of the motor shaft. While this technology provides a torque distribution function that can selectively enhance the vehicle's torque to meet the requirements of driving on highly curved roads or roads with poor adhesion or in adverse conditions, it cannot guarantee escape effectiveness on even more adverse roads (such as icy surfaces).

[0004] In addition, there are also differential lock control methods in the prior art, such as the technical solutions disclosed in publication numbers CN118274093A and CN111853226A, which are all implemented using software control methods. These methods have risks such as slow response and easy failure, and have significant limitations. Summary of the Invention

[0005] The purpose of the present invention is to overcome the deficiencies in the prior art and provide a differential device with torque vectoring and differential lock functions.

[0006] The purpose of the present invention is achieved through the following technical solutions: A differential device with torque vectoring and differential lock functions includes a differential housing and left and right half-shafts located on either side thereof. The differential housing receives external power to enable tires respectively disposed on the left and right half-shafts to achieve different rotational speeds. The left half shaft is provided with a vector drive source and a torque transfer assembly, wherein the torque transfer assembly is an integrated double planetary gear structure formed by the cooperation of a first planetary gear and a second planetary gear; The first planetary gear has at least a first sun gear and a first output end, the first sun gear is fixed on the torque transfer mechanism housing, and the first output end is fixedly connected to the differential housing; The second planetary gear has at least a second sun gear and a second output end. The second sun gear is provided with a coupling assembly, and the coupling assembly can be selectively fixedly connected to either the vector drive source or the torque transfer mechanism housing. The second output end is fixedly provided on the left half shaft. The coupling assembly has at least two position control states, namely: torque vectoring position and differential lock position; When the coupling assembly is in the torque vectoring position, the vector drive source is mechanically fixed to the second sun gear and provides torque to the second sun gear, so that a speed difference and a torque difference exist between the left half-shaft and the right half-shaft through the torque transfer assembly; When the coupling assembly is in the differential lock position, the first sun gear and the second sun gear are mechanically fixed, so that the left half-shaft and the right half-shaft always run at the same speed and torque.

[0007] Preferably, the coupling assembly further has a third position control state, in which the vector drive source and the torque transfer assembly are in a disconnected position, and only a speed difference can exist between the left half-shaft and the right half-shaft.

[0008] Preferably, the left half shaft, the right half shaft, the first planetary gear, the second planetary gear and the central axis of the coupling assembly are all coaxial.

[0009] Preferably, the first planetary gear further comprises a first planetary gear, which is meshed with both the first sun gear and the first ring gear, and the first ring gear is the first output end; the second planetary gear further comprises a second planetary gear, which is meshed with both the second sun gear and the second ring gear, and the second ring gear is the second output end, and the first planetary gear and the second planetary gear share a common planet carrier, and both rotate synchronously.

[0010] Preferably, the first planetary gear row further comprises a first planetary gear and a third planetary gear meshing with each other, the first planetary gear meshing with the first sun gear, the third planetary gear meshing with the first ring gear sleeved thereon, the first ring gear being the first output end; the second planetary gear row further comprises a second planetary gear, the second planetary gear is arranged on a second planetary carrier, the second planetary carrier being the second output end; the second planetary gear is sleeved with a second ring gear meshing therewith, the second ring gear is provided with the first planetary carrier, and the first planetary gear and the third planetary gear are respectively provided on the first planetary carrier.

[0011] Preferably, the first planetary gear set further includes a first planetary carrier and a first planetary gear arranged thereon, and the first planetary carrier is the first output end; the second planetary gear set further includes a second planetary carrier and a second planetary gear arranged thereon, and the second planetary carrier is the second output end, and the first planetary gear and the second planetary gear share the same common ring gear and are meshed with it.

[0012] Preferably, the coupling assembly is a synchronizer, comprising a gear sleeve and two synchro ring gears, one I and one II, disposed on either side thereof. The gear sleeve can couple with either synchro ring gear I or II. The synchro ring gear I is fixedly mounted on the output side of the vector drive source, while the synchro ring gear II is fixedly mounted on the torque transfer mechanism housing. Alternatively, the coupling assembly is a dog clutch.

[0013] Preferably, the vector drive source includes a motor, and a reducer is fixedly provided on the motor shaft of the motor.

[0014] The beneficial effects of the present invention are mainly reflected in: 1. The device has a sophisticated design and three control states. It can be adjusted in real time according to the vehicle's driving status, thereby maximizing driving comfort and safety. It also has strong compatibility and wide applicability.

[0015] 2. On roads with poor adhesion or in adverse conditions, when the device is controlled to be in the differential lock position control state, the vehicle's driving stability and escape ability are enhanced, which can better cope with problems such as vehicle slipping and sideslipping, thereby improving safety; when the device is in the torque vector distribution position control state, it has a torque distribution function, taking into account the energy consumption issues and driving experience in yaw dynamics control; when the tire on one side of the vehicle slips, the coupling component is disengaged from the vector drive source to protect the motor, which can prevent the motor from being dragged into overspeed and causing damage, greatly improving safety.

[0016] 3. The solution of the present invention requires only minor changes to the traditional differential, and the modification cost is low; the structures for achieving differential lock and torque differential effects are all mechanically controlled, with fast response speed, which can maximize control accuracy and eliminate risks such as failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The technical solution of the present invention will be further described below with reference to the accompanying drawings: Figure 1 : A schematic structural diagram of the first embodiment of the present invention; Figure 2 : A schematic structural diagram of a second embodiment of the present invention; Figure 3 : A schematic structural diagram of the third embodiment of the present invention. DETAILED DESCRIPTION

[0018] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0019] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0020] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0021] like Figures 1 to 3 As shown, the present invention discloses a differential device with torque vectoring and differential lock functions, including a differential housing 1. Similar to the prior art, the differential is powered by a main drive mechanism, which can be electric or hybrid. Of course, other implementations are also possible and fall within the scope of protection of the present invention. Preferably, a left half-shaft 11 and a right half-shaft 12 are provided on either side of the differential housing 1. The differential housing 1 receives external power to enable tires 10, respectively mounted on the left and right half-shafts 11, 12, to achieve different rotational speeds.

[0022] In this application, the left half-shaft 11 is provided with a vector drive source 2 and a torque transfer assembly. The vector drive source 2 includes a motor 21, with a reducer 22 fixed to the motor shaft of the motor 21. The reducer 22 reduces the rotational speed and increases the torque. The torque transfer assembly comprises a first planetary gear 3 and a second planetary gear 4, forming an integrated dual planetary gear structure. The above is a preferred embodiment of the present invention. Of course, in other embodiments, the vector drive source 2 and torque transfer assembly can also be provided on the right half-shaft 12, and all of these fall within the scope of protection of this application.

[0023] Specifically, the first planetary gear 3 comprises at least a first sun gear 31 and a first output end. The first sun gear 31 is fixedly mounted on the torque transfer mechanism housing, and the first output end is fixedly connected to the differential housing 1. The second planetary gear 4 comprises at least a second sun gear 41 and a second output end. The second output end is fixedly mounted on the left axle 11. A coupling assembly 5 is mounted on the second sun gear 41, which can be selectively fixedly connected to either the vector drive source 2 or the torque transfer mechanism housing.

[0024] In the present application, when the coupling assembly 5 and the output side of the vector drive source 2 are relatively fixed, the coupling assembly 5 is in a torque vector distribution position.

[0025] That is, the motor shaft of the motor 21 is mechanically fixed to the second sun gear 41 and provides torque to the second sun gear 41. After receiving the power, the second sun gear 41 transmits the power to the first output end and the second output end respectively through the torque transfer component, so that the torque of the left half shaft 11 and the differential case 1 are different, forming a "differential torque" effect, so that there is a speed difference and torque difference between the left half shaft 11 and the right half shaft 12.

[0026] If one tire slips while the vehicle is traveling on the road, the speed ratio increases due to the speed reducer and torque transfer assembly, causing the speed of the motor 21 to increase or even exceed the specified speed limit. At this point, when the motor 21's resolver signal detects that the motor speed is too high, the vector drive source 2 and the torque transfer assembly are disconnected, and the coupling assembly enters the third position control state, i.e., the coupling assembly is disengaged from the vector drive source 2. Only a speed difference exists between the left and right half-shafts 11 and 12, thereby protecting the device and preventing damage caused by the motor being dragged into overspeed. This significantly increases the device's service life and safety.

[0027] When the coupling assembly 5 is relatively fixed to the torque transfer mechanism housing, the coupling assembly 5 is in a differential lock position.

[0028] That is, the motor shaft of the motor 21 is separated from the second sun gear 41, and the second sun gear 41 and the first sun gear 31 are relatively fixed on the torque transfer mechanism housing. Since the characteristic values of the first planetary gear 3 and the second planetary gear 4 are the same, that is, the characteristic value of the first planetary gear 3 is k1, and the characteristic value of the second planetary gear is k2, there must be a relationship k1=k2, and thus the speed of the first output end and the second output end is the same, so that the left half shaft 11 and the right half shaft 12 are always running in the same torque and speed state.

[0029] This sophisticated design enhances vehicle stability and escape capabilities when the device is in differential lock position control on roads with poor adhesion or in adverse conditions (such as rain or snow), effectively preventing slippage and side sliding, and improving safety. Furthermore, when in torque vectoring position control, the device provides torque distribution, balancing energy consumption in yaw dynamics control with driving experience. Furthermore, the present invention requires minimal modifications to conventional differentials, resulting in low modification costs and broad applicability.

[0030] In a preferred embodiment of the present invention, the central axes of the left half-shaft 11, right half-shaft 12, first planetary gear 3, second planetary gear 4, and coupling assembly 5 are all coaxial. This design significantly reduces radial dimensions and overall vehicle height, maximizing vehicle power and economic efficiency while also resulting in a more compact structure and a more rational layout. Of course, the first and second planetary gears 3, 4 can also be arranged parallel to the central axes of the left and right half-shafts 11, 12, and remain within the scope of protection of the present invention.

[0031] In the present invention, the coupling assembly 5 is a synchronizer, specifically, it includes a gear sleeve 51 and a synchronous ring gear I 52 and a synchronous ring gear II 53 arranged on both sides thereof. The gear sleeve 51 can be coupled with the synchronous ring gear I 52 or the synchronous ring gear II 53. The synchronous ring gear I 52 is fixed on the output side of the vector drive source 2. 53 is fixedly arranged on the housing of the torque transfer mechanism. Of course, the coupling assembly 5 can also be a dog clutch, a sliding clutch, or a friction clutch, etc., all of which fall within the scope of protection of the present invention.

[0032] like Figure 1The figure shows the first embodiment of the present application. The first planetary gear 3 also includes a first planetary gear 33, which meshes with both the first sun gear 31 and the first ring gear 32. The first ring gear 32 serves as the first output terminal. The second planetary gear 4 also includes a second planetary gear 43, which meshes with both the second sun gear 41 and the second ring gear 42. The second ring gear 42 serves as the second output terminal. The first and second planetary gears 33 and 43 share a common planetary carrier 30 and rotate synchronously. In this dual planetary gear system, sharing a common planetary carrier can reduce drag torque and enhance performance. It also reduces the number of parts, further reducing weight and enhancing heat dissipation, achieving overall lightweighting. Furthermore, the first sun gear and synchronizer ring gear I are located on the same side, allowing for an integrated component design. This increases layout advantages and reduces the number of parts, thereby reducing cost and space requirements.

[0033] The working process of the first embodiment is briefly described below: When the vehicle is traveling in a normal straight line, the gear sleeve 51 is located between the synchronous ring gear I 52 and the synchronous ring gear II 53 , both of which are in a separated state, and the left half shaft 11 and the right half shaft 12 are running at the same speed.

[0034] When the vehicle has poor road adhesion conditions such as in rainy or snowy weather, the gear sleeve 51 is coupled with the synchronizer ring gear II 53 to enter the differential lock position control state, and the left half shaft 11 and the right half shaft 12 always run at the same speed.

[0035] When the vehicle corners, a speed difference occurs between the left and right axles. The gear sleeve 51 couples with the synchronizer ring gear I 52, entering a torque vectoring position control state. The motor 21 starts, transmitting power to the second sun gear 41. The second sun gear 41 receives power, which is then transferred to the second ring gear 42 and the common planetary carrier 30 via the second planetary gears 43. The second ring gear 42 then transmits the power to the left axle. Simultaneously, the common planetary carrier 30 transmits power to the differential case 1 via the first planetary gears 33 and the first ring gear 32, creating a "torque differential" between the left and right axles.

[0036] In this first embodiment, the torque transfer assembly shares a planetary carrier, reducing drag torque and enhancing performance. This also reduces the number of parts, further reducing weight and enhancing heat dissipation, achieving overall lightweighting. The first sun gear and synchronizer ring gear I are located on the same side, allowing for an integrated component design. This increases layout advantages and reduces the number of parts, thereby lowering costs and reducing space requirements.

[0037] like Figure 2As shown in the second embodiment of the present application, the first planetary gear 3 further comprises intermeshing first and third planetary gears 33 and 39. The first planetary gear 33 meshes with the first sun gear 31, and the third planetary gear 39 meshes with the first ring gear 32 mounted thereon. The first ring gear 32 serves as the first output terminal. The second planetary gear 43 further comprises second planetary gears 43 mounted on a second planetary carrier 44, which serves as the second output terminal. The second planetary gears 43 are mounted on a meshing second ring gear 42, which is mounted on the first planetary carrier 34. The first and third planetary gears 33 and 39 are mounted on the first planetary carrier 34, respectively. This design achieves a higher speed ratio for the entire assembly without increasing the radial dimension, thereby achieving greater torque differential capacity at the wheel ends and effectively resolving the problem of insufficient torque differential at the wheel ends. Furthermore, this design increases the power of the device without increasing the size of the motor or the current, effectively improving the device's economic efficiency. Furthermore, the first sun gear and synchronizer ring gear I are located on the same side, reducing the number of components through an integrated design, thereby lowering costs and reducing space requirements. Furthermore, the dual planetary gear design allows for a larger speed ratio than the first embodiment within the same envelope, further enhancing torque differential capability.

[0038] The working process of the second embodiment is briefly described below: When the vehicle is traveling in a normal straight line, the gear sleeve 51 is located between the synchronizer ring gear I52 and the synchronizer ring gear II53, both of which are in a separated state, and the left half shaft 11 and the right half shaft 12 are running at the same speed.

[0039] When the vehicle has poor road adhesion conditions such as in rainy or snowy weather, the gear sleeve 51 is coupled with the synchronizer ring gear II53 to enter the differential lock position control state, and the left half shaft 11 and the right half shaft 12 always run at the same speed.

[0040] When the vehicle is cornering, a speed difference occurs between the left and right half-shafts, and the gear sleeve 51 couples with the synchronized ring gear 152, entering a torque vectoring position control state. The motor 21 starts, delivering power to the second sun gear 41. After receiving the power, the second sun gear 41 transmits the power to the second planetary carrier 44 and the second ring gear 42 via the second planetary gears 43. The second planetary carrier 44 transmits the power to the left half-shaft. At the same time, the second ring gear 42 transmits the power to the third planetary gear 39 via the first planetary carrier 34, driving the meshed first ring gear 32 to transmit the power to the differential case 1, creating a "torque differential" effect between the left and right half-shafts.

[0041] In this second embodiment, the torque transfer assembly is positioned similarly to the first embodiment, with the first sun gear and synchronizer ring gear I on the same side. This integrated design reduces the number of components, lowering costs and space requirements. Furthermore, the dual planetary gear design allows for a larger speed ratio than in the first embodiment within the same envelope, further enhancing torque differential capability.

[0042] like Figure 3 The third embodiment of the present application is shown in FIG. The first planetary gear set 3 further comprises a first planetary carrier 34 and first planetary gears 33 mounted thereon. The first planetary carrier 34 serves as the first output terminal. The second planetary gear set 4 further comprises a second planetary carrier 44 and second planetary gears 43 mounted thereon. The second planetary carrier 44 serves as the second output terminal. The first and second planetary gears 33 and 43 share and mesh with the same common ring gear 40. By sharing a common ring gear, the dual planetary gear set reduces the number of parts. The planetary carriers serve as output elements, allowing for a larger speed ratio, further reducing weight and enhancing differential torque capability, achieving overall lightweighting while also reducing costs.

[0043] The working process of the third embodiment is briefly described below: When the vehicle is traveling in a normal straight line, the gear sleeve 51 is located between the synchronous ring gear I 52 and the synchronous ring gear II 53 , both of which are in a separated state, and the left half shaft 11 and the right half shaft 12 are running at the same speed.

[0044] When the vehicle has poor road adhesion conditions such as in rainy or snowy weather, the gear sleeve 51 is coupled with the synchronizer ring gear II 53 to enter the differential lock position control state, and the left half shaft 11 and the right half shaft 12 always run at the same speed.

[0045] When the vehicle corners, a speed difference occurs between the left and right axles. The gear sleeve 51 couples with the synchronizer ring gear I 52, entering a torque vectoring position control state. The motor 21 starts, transmitting power to the second sun gear 41. This power is then transferred via the second planetary gears 43 to the second planetary carrier 44 and the common ring gear 40. The second planetary carrier 44 then transmits the power to the left axle. Simultaneously, the common ring gear 40 transmits power to the differential case 1 via the first planetary gears 33 and the first planetary carrier 34, creating a torque differential between the left and right axles.

[0046] In the third embodiment, the torque transfer assembly shares a common ring gear, thereby reducing the number of parts. The planetary carrier serves as an output element, and the speed ratio can be made larger, further reducing weight and enhancing differential torque capability, achieving overall lightweighting, while also reducing costs.

[0047] It should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation method can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0048] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the present invention. They are not intended to limit the scope of protection of the present invention. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the present invention should be included in the scope of protection of the present invention.

Claims

1. A differential device with torque vectoring and differential lock functions, comprising a differential housing (1) and a left half-shaft (11) and a right half-shaft (12) located on both sides thereof, wherein the differential housing (1) receives external power to enable tires (10) respectively arranged on the left half-shaft (11) and the right half-shaft (12) to achieve different rotational speeds; Its characteristics are: The left half shaft (11) is sleeved with a vector drive source (2) and a torque transfer assembly, wherein the torque transfer assembly is an integrated double planetary gear structure formed by the cooperation of a first planetary gear (3) and a second planetary gear (4); The first planetary gear (3) has at least a first sun gear (31) and a first output end, the first sun gear (31) is fixedly mounted on the torque transfer mechanism housing, and the first output end is fixedly connected to the differential housing (1); The second planetary gear (4) has at least a second sun gear (41) and a second output end. The second sun gear (41) is provided with a coupling assembly (5). The coupling assembly (5) can be selectively fixedly connected to the vector drive source (2) or the torque transfer mechanism housing. The second output end is fixedly provided on the left half shaft (11). The coupling component (5) has at least two position control states, namely: a torque vector distribution position and a differential lock position; When the coupling assembly (5) is in the torque vector distribution position, the vector drive source (2) is mechanically fixed to the second sun gear (41) and provides torque to the second sun gear (41), so that a speed difference and a torque difference exist between the left half shaft (11) and the right half shaft (12) through the torque transfer assembly; When the coupling assembly (5) is in the differential lock position, the first sun gear (31) and the second sun gear (41) are mechanically fixed, so that the left half shaft (11) and the right half shaft (12) always run in the same speed and torque state.

2. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The coupling component (5) also has a third position control state, in which the vector drive source (2) and the torque transfer component are in a disconnected position, and only a speed difference can exist between the left half shaft (11) and the right half shaft (12).

3. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The central axes of the left half shaft (11), the right half shaft (12), the first planetary gear (3), the second planetary gear (4) and the coupling assembly (5) are all coaxial.

4. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The first planetary gear (3) further comprises a first planetary gear (33), the first planetary gear (33) being meshed with the first sun gear (31) and the first ring gear (32), the first ring gear (32) being the first output end; the second planetary gear (43) further comprises a second planetary gear (43), the second planetary gear (43) being meshed with the second sun gear (41) and the second ring gear (42), the second ring gear (42) being the second output end, the first planetary gear (33) and the second planetary gear (43) sharing a common planet carrier (30), and both rotate synchronously.

5. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The first planetary gear (3) further comprises a first planetary gear (33) and a third planetary gear (39) meshing with each other, the first planetary gear (33) meshing with the first sun gear (31), the third planetary gear (39) meshing with a first ring gear (32) sleeved thereon, the first ring gear (32) being the first output end; the second planetary gear (43) further comprises a second planetary gear (43), the second planetary gear (43) being arranged on a second planetary carrier (44), the second planetary carrier (44) being the second output end; the second planetary gear (43) being sleeved with a second ring gear (42) meshing with the second planetary gear (43), the second ring gear (42) being provided with a first planetary carrier (34), the first planetary gear (33) and the third planetary gear (39) being respectively provided on the first planetary carrier (34).

6. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The first planetary gear (3) further comprises a first planetary carrier (34) and a first planetary gear (33) arranged thereon, the first planetary carrier (34) being a first output end; the second planetary gear (44) further comprises a second planetary carrier (44) and a second planetary gear (43) arranged thereon, the second planetary carrier (44) being a second output end, the first planetary gear (33) and the second planetary gear (43) sharing a common gear ring (40) and meshing with the same gear ring (40).

7. The differential device with torque vectoring and differential lock functions according to any one of claims 1 to 6, characterized in that: The coupling assembly (5) is a synchronizer, which includes a gear sleeve (51) and a synchronous ring gear I (52) and a synchronous ring gear II (53) arranged on both sides thereof. The gear sleeve (51) can be coupled with the synchronous ring gear I (52) or the synchronous ring gear II (53). The synchronous ring gear I (52) is fixedly arranged on the output side of the vector drive source (2), and the synchronous ring gear II (53) is fixedly arranged on the torque transfer mechanism housing.

8. The differential device with torque vectoring and differential lock functions according to any one of claims 1 to 6, characterized in that: The coupling assembly (5) is a dog clutch.

9. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The vector drive source (2) comprises a motor (21), and a reducer (22) is fixedly provided on the motor shaft of the motor (21).

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