Differential mechanism and vehicle

Abstract

The invention provides a differential mechanism and a vehicle. In the differential mechanism, the sliding sleeve is driven by the driving mechanism to move relative to the output gear, so that the differential mechanism is located at a first gear, a second gear or a third gear. The first clutch unit is connected, and the sliding sleeve is in transmission connection with a half shaft of the vehicle through the first clutch unit. The second clutch unit is connected, and the sliding sleeve is in transmission connection with the input gear through the second clutch unit. When the differential mechanism is in the first gear, the first clutch unit and the second clutch unit are separated; when the differential mechanism is located at the second gear, the first clutch unit is connected, and the second clutch unit is separated; and when the differential mechanism is located at the third gear, the first clutch unit and the second clutch unit are both connected. In this way, the differential mechanism achieves both a power interruption function and a slip limiting function with a relatively simple structure, so that the structure of the vehicle including the differential mechanism can be relatively simple and low-cost.

Description

Technical Field

[0001] The present application relates to the field of vehicle differentials, and in particular to a differential mechanism and a vehicle including the differential mechanism. Background Art

[0002] In the prior art, differential mechanisms are commonly used in vehicle transmission systems to transfer torque from the vehicle's transmission to the wheels and enable different wheels to rotate at different speeds when the vehicle turns. To improve the vehicle's maneuverability on poor road conditions, the differential mechanism may be equipped with a differential lock. This lock locks the vehicle's half-axles with the differential mechanism's input gear, causing them to rotate together to achieve limited slip.

[0003] For example, in the Chinese invention patent application, publication number CN 116006652 A, entitled "A Differential Assembly with a Differential Lock," a piston is used to engage and disengage the differential lock pressure plate, differential lock plate, and differential friction plate, thereby locking and unlocking the differential assembly housing and the output gear (connected to the vehicle's half-shafts). In the Chinese utility model patent, publication number CN 203770575 U, entitled "Electromagnetic Friction Differential Lock," an electromagnetic device drives a permanent magnet to engage and disengage the stop friction plate and gear friction plate, thereby locking and unlocking the differential assembly housing and the output gear. In the Chinese utility model patent, publication number CN 204512357 U, entitled "Differential Lock Structure for Wheeled Tractors," an actuating mechanism drives the differential lock to lock and unlock the differential assembly.

[0004] Existing technologies represented by the above-mentioned patented technology can utilize a differential lock to lock the differential mechanism to achieve the vehicle's limited slip function and improve the driving performance of the vehicle including the differential mechanism. However, these differential mechanisms do not integrate the power interruption function. The vehicle requires an additional control system and mechanical structure to achieve the power interruption function, resulting in a complex vehicle structure and high cost. Summary of the Invention

[0005] This application is based on the shortcomings of the aforementioned prior art. One object of this application is to provide a differential mechanism that can achieve both limited slip and power interruption functions with a relatively simple structure. Another object of this application is to provide a vehicle including the aforementioned differential mechanism, wherein the limited slip and power interruption functions are achieved with a simple and low-cost structure.

[0006] In order to achieve the above-mentioned purpose, the present application may adopt the following technical solutions.

[0007] The present application provides a differential mechanism as follows, comprising:

[0008] A differential assembly comprising an input gear, a first output gear, and a second output gear, wherein the input gear is configured to receive torque from an external source, and the first output gear is configured to be transmission-coupled with a first half-shaft of the vehicle;

[0009] a shift assembly comprising a drive mechanism and a sliding sleeve, the sliding sleeve being permanently drivingly coupled to the second output gear, and the drive mechanism being capable of driving the sliding sleeve to move relative to the second output gear in an axial direction of the second output gear, thereby enabling the differential mechanism to be in a first gear, a second gear, or a third gear;

[0010] a first clutch unit, through which the sliding sleeve and the second half-shaft of the vehicle can be controllably coupled in transmission; and

[0011] A second clutch unit is provided, wherein the sliding sleeve and the input gear can be connected to each other in a controlled transmission manner via the second clutch unit.

[0012] When the differential mechanism is in the first gear, the first clutch unit and the second clutch unit are both disengaged; when the differential mechanism is in the second gear, the first clutch unit is engaged and the second clutch unit is disengaged; when the differential mechanism is in the third gear, the first clutch unit and the second clutch unit are both engaged.

[0013] In an optional solution, the shift assembly further includes a connecting sleeve, which is used to be always transmission-connected with the second half-shaft, the sliding sleeve is sleeved on the connecting sleeve and can move relative to the connecting sleeve in the axial direction, and the sliding sleeve and the connecting sleeve are controlled transmission-connected via the first clutch unit.

[0014] In another optional solution, the driving mechanism includes a power assembly and a shift fork, one end of the shift fork is connected to the output end of the power assembly and the other end is mounted on or acts on the sliding sleeve, so that the power assembly drives the shift fork, thereby causing the sliding sleeve to move relative to the second output gear and the connecting sleeve in the axial direction.

[0015] In another optional solution, the first clutch unit includes a first engaging tooth and a second engaging tooth, the first engaging tooth is formed on the sliding sleeve, and the second engaging tooth is formed on the connecting sleeve.

[0016] When the first clutch unit is engaged, the first engaging teeth and the second engaging teeth are engaged with each other; when the first clutch unit is disengaged, the first engaging teeth and the second engaging teeth are disengaged from each other to release engagement.

[0017] In another optional solution, the second clutch unit includes a third engaging tooth and a fourth engaging tooth, the third engaging tooth is formed on the sliding sleeve, and the fourth engaging tooth is formed on the input gear.

[0018] The third engaging teeth and the fourth engaging teeth are engaged with each other in a state where the second clutch unit is engaged; and the third engaging teeth and the fourth engaging teeth are separated from each other to be released from engagement in a state where the second clutch unit is disengaged.

[0019] In another optional solution, the differential assembly further includes a gear shaft, a first planetary gear and a second planetary gear.

[0020] The gear shaft is mounted on the input gear so that the gear shaft is transmission-coupled with the input gear.

[0021] The first planetary gear and the second planetary gear are installed on the gear shaft in a manner of being spaced apart from each other, so that the first planetary gear and the second planetary gear rotate around the gear shaft as the gear shaft rotates, the first planetary gear is always in meshing state with the first output gear and the second output gear, and the second planetary gear is always in meshing state with the first output gear and the second output gear.

[0022] In another optional solution, the second output gear and the sliding sleeve are transmission-connected through spline cooperation.

[0023] The present application also provides the following vehicle, comprising the differential mechanism described in any one of the above technical solutions.

[0024] In an optional solution, the vehicle includes a first half-shaft and a second half-shaft, the first half-shaft is directly connected to the first output gear, and the second half-shaft is directly connected to the connecting sleeve.

[0025] In another optional solution, the vehicle includes a differential mechanism control unit, which is capable of controlling the differential mechanism to shift gears so that the vehicle is in a power interruption mode, a power transmission mode, and a limited slip mode.

[0026] In the power interruption mode, the differential mechanism is in the first gear, so that torque transmission between the differential assembly and the first half-shaft and the second half-shaft is interrupted;

[0027] In the power transmission mode, the differential mechanism is in the second gear position, so that torque is transmitted between the differential assembly and the first and second half-shafts; and

[0028] In the limited slip mode, the differential mechanism is in the third gear position, so that the second half-shaft is connected to the input gear via the sliding sleeve and the connecting sleeve so as to be rotatable together.

[0029] By adopting the above-mentioned technical solution, the present application provides a differential mechanism and a vehicle including the same. The differential mechanism includes a differential assembly, a shift assembly, a first clutch unit, and a second clutch unit, which are assembled together. The differential assembly includes an input gear, a first output gear, and a second output gear. The input gear is used to receive external torque. The first output gear is drivingly coupled to a first half-shaft of the vehicle, and the second output gear is drivingly coupled to a second half-shaft of the vehicle. The shift assembly includes a drive mechanism and a sliding sleeve. The sliding sleeve is permanently drivingly coupled to the second output gear and is capable of axial relative movement relative to the second output gear. The drive mechanism drives the sliding sleeve to move relative to the second output gear, thereby placing the differential mechanism in first, second, or third gear. When the first clutch unit is engaged, the sliding sleeve is drivingly coupled to the second half-shaft of the vehicle via the first clutch unit. When the second clutch unit is engaged, the sliding sleeve is drivingly coupled to the input gear via the second clutch unit. In this way, when the differential mechanism is in the first gear, the first clutch unit and the second clutch unit are both disengaged; when the differential mechanism is in the second gear, the first clutch unit is engaged and the second clutch unit is disengaged; when the differential mechanism is in the third gear, the first clutch unit and the second clutch unit are both engaged.

[0030] Thus, the differential mechanism of the present application not only locks the input gear with the vehicle's axle shaft to achieve a limited-slip function, but also implements a power interruption function, preventing the torque received by the input gear from being transmitted to the axle shaft. Both functions are achieved with a relatively simple structure. Consequently, a vehicle including a differential mechanism does not need to include additional control systems and mechanical structures to implement the power interruption function, resulting in a relatively simple and low-cost vehicle structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic structural diagram showing a differential mechanism according to an embodiment of the present application, wherein the differential mechanism is in the first gear.

[0032] Figure 2 is a schematic structural diagram showing a differential mechanism according to an embodiment of the present application, wherein the differential mechanism is in the second gear.

[0033] Figure 3 is a schematic structural diagram showing a differential mechanism according to an embodiment of the present application, wherein the differential mechanism is in the third gear.

[0034] Description of Reference Numerals

[0035] 1 differential assembly; 11 input gear; 12 first output gear; 13 second output gear; 14 gear shaft; 15 first planetary gear; 16 second planetary gear;

[0036] 2 shift assembly; 21 motor; 22 screw mechanism; 23 shift fork; 24 sliding sleeve; 25 connecting sleeve;

[0037] 3 first clutch unit; 31 first engaging tooth; 32 second engaging tooth;

[0038] 4 second clutch unit; 41 third engaging tooth; 42 fourth engaging tooth;

[0039] 5a first semi-axis; 5b second semi-axis;

[0040] A is axial; R is radial. DETAILED DESCRIPTION

[0041] The specific embodiments of the present application will be described in detail below in conjunction with the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, and are not intended to exhaust all possible methods of the present application, nor to limit the scope of the present application.

[0042] In this application, a "drive connection" refers to a connection between two components that can transmit torque, including direct and indirect connections. A "permanent drive connection" means that the drive connection between two components cannot be released. A "controlled drive connection" means that the drive connection between two components can be controlled and released.

[0043] In this application, the first output gear and the second output gear are coaxially arranged. Unless otherwise specified, "axial", "radial" and "circumferential" refer to the axial, radial and circumferential directions of the first output gear and the second output gear respectively. "Axial side" refers to Figures 1 to 3 The left side of the axis refers to Figures 1 to 3 on the right side of the .

[0044] The differential mechanism of an embodiment of the present application is described below with reference to the accompanying drawings.

[0045] like Figures 1 to 3 As shown, the differential mechanism according to an embodiment of the present application includes a differential assembly 1 , a shift assembly 2 , a first clutch unit 3 and a second clutch unit 4 that are assembled together.

[0046] In this embodiment, if Figures 1 to 3As shown, the differential assembly 1 includes an input gear 11, a first output gear 12, a second output gear 13, a gear shaft 14, a first planetary gear 15, and a second planetary gear 16 that are assembled together. The input gear 11 is used to receive torque from the outside, and the torque can be transmitted to the first output gear 12 and the second output gear 13 via the gear shaft 14, the first planetary gear 15, and the second planetary gear 16.

[0047] Specifically, the input gear 11 can be drivingly coupled to the output shaft of a vehicle's transmission, for example, so that torque from outside the differential mechanism can be transmitted to the input gear 11. The input gear 11 can serve as the housing of the differential assembly 1 and can be coaxially arranged with the first output gear 12 and the second output gear 13. A mounting space is formed within the housing, and the gear shaft 14 and the other gears 11, 12, 15, and 16 can be accommodated and installed in this mounting space.

[0048] The differential gear set for achieving a differential function includes an output gear pair (a first output gear 12 and a second output gear 13), a gear shaft 14, and a planetary gear pair (a first planetary gear 15 and a second planetary gear 16). Of course, the number of planetary gears is not limited to two. In the illustrated example, the gear shaft 14 extends along a radial direction R, and both ends of the gear shaft 14 are inserted into the input gear 11, allowing the gear shaft 14 to rotate with the input gear 11 but not to rotate relative to the input gear 11. The first and second planetary gears 15, 16 of the planetary gear pair are mounted on the gear shaft 14 at intervals in the axial direction. While rotating with the gear shaft 14 as a whole, the first and second planetary gears 15, 16 can also independently rotate about the gear shaft 14. Furthermore, the first output gear 12 of the output gear pair meshes with both the first and second planetary gears 15, 16, and the second output gear 13 of the output gear pair meshes with both the first and second planetary gears 15, 16. The first output gear 12 may be formed with an internal spline for mating with the external spline of the first half-shaft 5a of the vehicle, and the second output gear 13 may be formed with an external spline for mating with the internal spline of the sliding sleeve 24 of the shift assembly 2. In addition, in this embodiment, the differential assembly 1 is formed as a bevel gear differential, and the first output gear 12, the second output gear 13, the first planetary gear 15, and the second planetary gear 16 are all bevel gears, and these gears may be formed with straight teeth or helical teeth.

[0049] In this embodiment, if Figures 1 to 3As shown, the shift assembly 2 includes a power assembly (motor 21 and screw mechanism 22), an actuator (shift fork 23), a sliding sleeve 24, and a connecting sleeve 25. The power assembly and the brake together constitute a drive mechanism. The power assembly can drive the actuator to drive the sliding sleeve 24 to perform relative motion, thereby placing the entire differential mechanism in three different gear positions.

[0050] Specifically, the power assembly includes a motor 21 and a screw mechanism 22. The motor 21 is used to generate torque to drive the screw mechanism 22. The screw mechanism 22 may be a ball screw mechanism. The screw of the screw mechanism 22 is drivingly coupled to the motor 21, enabling the motor 21 to drive the screw to rotate. The nut of the screw mechanism 22 is threadedly coupled to the screw. When the screw rotates, the nut reciprocates along the screw. The actuator includes a shift fork 23. One end of the shift fork 23 is connected to the nut of the screw mechanism 22, and the other end is mounted on or acts on a sliding sleeve 24. As one end of the shift fork 23 is driven to move, the shift fork 23 can achieve lever motion about a fulcrum. The other end of the shift fork 23 can thereby drive the sliding sleeve 24 to reciprocate along the axial direction A. This causes the sliding sleeve 24 to move relative to the second output gear 13 and the connecting sleeve 25 in the axial direction A, thereby enabling the entire differential mechanism to enter three different gear positions.

[0051] The sliding sleeve 24 is cylindrical and fits over the second output gear 13 and the connecting sleeve 25. The sliding sleeve 24 has internal splines that mate with the external splines of the second output gear 13. This splined engagement ensures a constant transmission connection between the sliding sleeve 24 and the second output gear 13, allowing the sliding sleeve 24 to rotate with the second output gear 13. Furthermore, the sliding sleeve 24 is capable of relative movement along the axial direction A relative to the second output gear 13, thereby enabling engagement and disengagement of the first clutch unit 3 and the second clutch unit 4. The connecting sleeve 25 fits over the second half-shaft 5b and is constantly transmission-coupled thereto. Alternatively, the two can be fixedly mounted together, forming a single integral unit with the second half-shaft 5b.

[0052] In this embodiment, if Figures 1 to 3As shown, the first clutch unit 3 includes first engaging teeth 31 and second engaging teeth 32. The first engaging teeth 31 are formed in the center of the sliding sleeve 24 as internal teeth projecting radially inward. The second engaging teeth 32 are formed at one axial end of the connecting sleeve 25 as external teeth projecting radially outward. When the first clutch unit 3 is engaged, the first and second engaging teeth 31 and 32 engage with each other. When the first clutch unit 3 is disengaged, the first and second engaging teeth 31 and 32 disengage to release the engagement. The shift fork 23 drives the sliding sleeve 24, enabling the first clutch unit 3 to engage and disengage. When the first clutch unit 3 is engaged, the sliding sleeve 24 is drive-coupled to the second half-shaft 5b of the vehicle via the first clutch unit 3. The second clutch unit 4 includes third and fourth engaging teeth 41 and 44. A plurality of third engaging teeth 41 are formed on one axial end of the sliding sleeve 24 and are external teeth protruding radially outward. A plurality of fourth engaging teeth 44 are formed on the input gear 11 and protrude toward the third engaging teeth 41. When the second clutch unit 4 is engaged, the plurality of third engaging teeth 41 and the plurality of fourth engaging teeth 44 mesh with each other. When the second clutch unit 4 is disengaged, the plurality of third engaging teeth 41 and the plurality of fourth engaging teeth 44 disengage to release the engagement. The second clutch unit 4 can be engaged and disengaged as the shift fork 23 drives the sliding sleeve 24. When the second clutch unit 4 is engaged, the second clutch unit 4 is engaged, resulting in a transmission coupling between the sliding sleeve 24 and the input gear 11 via the second clutch unit 4.

[0053] In the differential mechanism described above, Figures 1 to 3 As shown, driven by the motor 21, the screw mechanism 22 drives the shift fork 23, thereby enabling the sliding sleeve 24 to move relative to the second output gear 13 in the axial direction A, thereby enabling the differential mechanism to be in the first gear, the second gear, and the third gear. When the differential mechanism is in the first gear, the first clutch unit 3 and the second clutch unit 4 are both disengaged; when the differential mechanism is in the second gear, the first clutch unit 3 is engaged and the second clutch unit 4 is disengaged; when the differential mechanism is in the third gear, the first clutch unit 3 and the second clutch unit 4 are both engaged.

[0054] The present application also provides a vehicle including the above differential mechanism. Figures 1 to 3 As shown, the vehicle's first half-shaft 5a is directly coupled to the differential mechanism's first output gear 12 via a spline structure. The vehicle's second half-shaft 5b is inserted into a connecting sleeve 25 and is permanently coupled to, or even fixed to, the differential mechanism's connecting sleeve 25. Furthermore, the vehicle includes a differential mechanism control unit capable of controlling the differential mechanism to shift gears, placing the vehicle in a power interruption mode, a power transmission mode, and a limited slip mode.

[0055] In power-off mode, the differential mechanism is in first gear. Due to the disengagement of the first clutch unit 3, the second output gear 13 is decoupled from the second axle shaft 5b. This decouples the first output gear 12 from the input gear 11, interrupting torque transmission between the differential assembly 1 and the first and second axle shafts 5a, 5b. The torque received by the input gear 11 cannot be transmitted to the two axle shafts 5a, 5b corresponding to the differential mechanism. Therefore, the vehicle can be driven not by the two axle shafts 5a, 5b in the power-off state, but by the other two axle shafts, thereby achieving a two-wheel drive mode. Furthermore, because power is interrupted by the differential mechanism, the drag torque generated by the two axle shafts 5a, 5b in the power-off state is lower, which helps improve the vehicle's driving performance.

[0056] In power transmission mode, the differential mechanism is in second gear. With the first clutch unit 3 engaged, the second output gear 13 is drivingly coupled to the second half-shaft 5b via the sliding sleeve 24 and the connecting sleeve 25. This allows torque to be transmitted between the differential assembly 1 and the first and second half-shafts 5a and 5b. The torque received by the input gear 11 is then transferred to the two half-shafts 5a and 5b corresponding to the differential mechanism. Consequently, the vehicle can be driven by these two half-shafts 5a and 5b, along with the other two half-shafts, thereby achieving four-wheel drive (AWD) mode, which improves vehicle performance.

[0057] In limited-slip mode, the differential mechanism is in third gear. Due to the engagement of the second clutch unit 4, the sliding sleeve 24 and the input gear 11 rotate together. Due to the engagement of the first clutch unit 3, the sliding sleeve 24 and the connecting sleeve 25 connect the second half-shaft 5b to the input gear 11 via the connecting sleeve 25 and the sliding sleeve 24, enabling them to rotate together. As a result, the differential mechanism is locked, and the input gear 11 is relatively fixed (i.e., rotates together) with the first and second half-shafts 5a, 5b. This effectively prevents vehicle slippage and provides better controllability.

[0058] The above is a detailed description of the specific technical solutions of the present application, but the present application is not limited to the above technical solutions, and supplementary explanations are given below.

[0059] i. It can be understood that the technical concept of the present application is not only applicable to the bevel gear differential described in the above specific embodiments, but also applicable to other types of differentials including planetary gears.

[0060] ii. It will be appreciated that in the above embodiments, a stepped structure may be formed on the inner circumference of the sliding sleeve 24. This stepped structure can, for example, cooperate with the second engaging teeth 32 of the connecting sleeve 25 to prevent accidental disengagement of the two. Furthermore, a groove may be formed on the outer circumference of the sliding sleeve 24. This groove can cooperate with the other end of the shift fork 23, enabling the shift fork 23 to drive relative movement of the sliding sleeve 24.

[0061] It is understood that the driving mechanism for driving the sliding sleeve 24 to slide is not limited to the combination of the power assembly and the actuator, and any appropriately constructed driving mechanism can be used to drive the sliding sleeve 24 to slide. For example, these driving mechanisms can be pneumatic, electric, or hydraulic.

[0062] iii. It can be understood that in the above embodiments, at least part of the mechanical structure (power assembly and actuator) that realizes the power interruption and limited slip functions is offset from and overlaps the half-shaft, thereby not increasing the axial size of the gearbox.

[0063] iv. The solution of the present application can be implemented without significantly altering the structure of the existing differential assembly 1, thus reducing associated manufacturing costs. Furthermore, since no additional control system or mechanical structure is required to implement the power interruption function, this not only simplifies the structure and reduces costs, but also saves space accordingly. Furthermore, the differential mechanism of the present application also has high reliability.

Claims

1. A differential mechanism, characterized in that: include: A differential assembly (1) comprising an input gear (11), a first output gear (12), and a second output gear (13), wherein the input gear (11) is used to receive torque from the outside, and the first output gear (12) is used to be drivingly coupled to a first half-shaft (5a) of a vehicle; A shift assembly (2) comprising a drive mechanism and a sliding sleeve (24), wherein the sliding sleeve (24) is always in transmission connection with the second output gear (13), and the drive mechanism can drive the sliding sleeve (24) to move relative to the second output gear (13) in an axial direction (A) of the second output gear (13), thereby enabling the differential mechanism to be in a first gear, a second gear, or a third gear; A first clutch unit (3), wherein the sliding sleeve (24) and the second half shaft (5b) of the vehicle can be connected in a controlled transmission manner via the first clutch unit (3); as well as A second clutch unit (4), wherein the sliding sleeve (24) and the input gear (11) can be connected in a controlled transmission via the second clutch unit (4). When the differential mechanism is in the first gear, the first clutch unit (3) and the second clutch unit (4) are both disengaged; when the differential mechanism is in the second gear, the first clutch unit (3) is engaged and the second clutch unit (4) is disengaged; when the differential mechanism is in the third gear, the first clutch unit (3) and the second clutch unit (4) are both engaged.

2. The differential mechanism according to claim 1, characterized in that: The shift assembly (2) further comprises a connecting sleeve (25), the connecting sleeve (25) being used for being constantly transmission-connected with the second half-shaft (5b); the sliding sleeve (24) being sleeved on the connecting sleeve (25) and being capable of relative movement in the axial direction (A) relative to the connecting sleeve (25); the sliding sleeve (24) and the connecting sleeve (25) being controllably transmission-connected via the first clutch unit (3).

3. The differential mechanism according to claim 2, characterized in that: The driving mechanism comprises a power assembly and a shift fork (23), one end of the shift fork (23) is connected to the output end of the power assembly and the other end is mounted on or acts on the sliding sleeve (24), so that the power assembly drives the shift fork (23), thereby causing the sliding sleeve (24) to move relative to the second output gear (13) and the connecting sleeve (25) in the axial direction (A).

4. The differential mechanism according to claim 2, wherein: The first clutch unit (3) comprises a first engaging tooth (31) and a second engaging tooth (32), wherein the first engaging tooth (31) is formed on the sliding sleeve (24), and the second engaging tooth (32) is formed on the connecting sleeve (25). When the first clutch unit (3) is engaged, the first engaging teeth (31) and the second engaging teeth (32) are engaged with each other; when the first clutch unit (3) is disengaged, the first engaging teeth (31) and the second engaging teeth (32) are disengaged from each other to release the engagement.

5. The differential mechanism according to claim 2, wherein: The second clutch unit (4) includes a third engaging tooth (41) and a fourth engaging tooth (42), wherein the third engaging tooth (41) is formed on the sliding sleeve (24), and the fourth engaging tooth (42) is formed on the input gear (11). When the second clutch unit (4) is engaged, the third engaging teeth (41) and the fourth engaging teeth (42) are engaged with each other; when the second clutch unit (4) is disengaged, the third engaging teeth (41) and the fourth engaging teeth (42) are disengaged from each other to release the engagement.

6. The differential mechanism according to any one of claims 1 to 5, characterized in that: The differential assembly (1) further includes a gear shaft (14), a first planetary gear (15) and a second planetary gear (16), The gear shaft (14) is mounted on the input gear (11) so that the gear shaft (14) and the input gear (11) are transmission-connected. The first planetary gear (15) and the second planetary gear (16) are mounted on the gear shaft (14) in a manner spaced apart from each other, so that the first planetary gear (15) and the second planetary gear (16) rotate around the gear shaft (14) as the gear shaft (14) rotates, the first planetary gear (15) is always in meshing state with the first output gear (12) and the second output gear (13), and the second planetary gear (16) is always in meshing state with the first output gear (12) and the second output gear (13).

7. The differential mechanism according to any one of claims 1 to 5, characterized in that: The second output gear (13) and the sliding sleeve (24) are connected in transmission via spline fitting.

8. A vehicle, characterized in that: A differential mechanism comprising the differential mechanism according to any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that The vehicle comprises a first half-shaft (5a) and a second half-shaft (5b), wherein the first half-shaft (5a) is directly connected to the first output gear (12), and the second half-shaft (5b) is directly connected to the connecting sleeve (25).

10. The vehicle according to claim 9, characterized in that The vehicle includes a differential mechanism control unit capable of controlling the differential mechanism to shift gears so that the vehicle is in a power interruption mode, a power transmission mode, and a limited slip mode. In the power interruption mode, the differential mechanism is in the first gear position, so that the torque transmission between the differential assembly (1) and the first half-shaft (5a) and the second half-shaft (5b) is interrupted; In the power transmission mode, the differential mechanism is in the second gear position, so that torque is transmitted between the differential assembly (1) and the first half-shaft (5a) and the second half-shaft (5b); and In the limited slip mode, the differential mechanism is in the third gear position, so that the second half shaft (5b) is connected to the input gear (11) via the sliding sleeve (24) and the connecting sleeve (25) so as to be able to rotate together.

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