Differential assembly
By using the clutch mechanism in the differential assembly to switch between three states—disengagement, differential, and lock—it solves the problem that traditional differentials cannot meet the needs of multiple operating conditions, improves the vehicle's traction performance and ability to get out of trouble on low-traction surfaces, and reduces energy loss.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HUNAN ZOOMLION AXLE CO LTD
- Filing Date
- 2026-02-05
- Publication Date
- 2026-04-17
AI Technical Summary
Traditional differentials can only perform a single differential function and cannot meet the needs of various working conditions. In particular, they cannot effectively transmit driving force when the wheels slip on low-traction surfaces, affecting the vehicle's traction performance and ability to get out of trouble.
Design a differential assembly that controls the power transmission between the half-shaft gear and the first axle shaft through a clutch mechanism. It has three states: disengagement, differential, and lock. The clutch sleeve can be moved to different positions to adapt to different working conditions, including forcibly locking the drive force to the wheels with traction on low-traction surfaces and disengaging from the non-drive axle to reduce the load.
It significantly improves the vehicle's traction and off-road capability on low-traction surfaces, reduces the overall vehicle transmission load and energy loss, and achieves power shut-off, differential, and locking functions through an integrated clutch mechanism, with a compact structure and high reliability.
Smart Images
Figure CN121876142A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of differential transmission technology, and specifically relates to a differential assembly. Background Technology
[0002] In the field of vehicle drive technology, the differential, as a core transmission device, has the basic function of allowing the left and right drive wheels to rotate at different speeds when the vehicle is turning or driving on uneven surfaces, thereby ensuring the smooth driving of the vehicle. Traditional differentials can effectively achieve the differential function, and their design intention and core capability are limited to solving the problem of speed distribution between wheels. However, this single function cannot meet the needs of multiple usage scenarios. Summary of the Invention
[0003] The purpose of this application is to provide a differential assembly that enables switching between three operating conditions of the differential.
[0004] To achieve the above objectives, this application provides a differential assembly, the differential assembly comprising:
[0005] The differential body includes a differential housing and a differential gear set that is throttle-connected to the differential housing, wherein an external shaft mating end is defined between the differential housing and the differential gear set; The first axle is coaxially aligned with the mating end of the external shaft. The clutch mechanism includes a clutch sleeve and a drive assembly. The clutch sleeve is coaxially and movably disposed between the mating end of the first axle shaft and the external shaft, and can move axially under the drive of the drive assembly. The clutch sleeve has a disengaged position, a differential position and a locked position. In the disengaged position, the clutch sleeve disconnects from the first axle shaft or the external shaft mating end; in the differential position, the clutch sleeve is connected to the first axle shaft and the external shaft mating end of the differential gear set; in the locked position, the clutch sleeve is simultaneously connected to the first axle shaft, the differential gear set, and the differential housing.
[0006] In this embodiment, the outer shaft mating end of the differential housing is formed with a mating hole, and the outer shaft mating end of the differential gear set is provided with a gear shaft portion coaxially aligned with the mating hole; The clutch sleeve, in the disengaged position, is anti-rotating and engages with the first axle shaft, disengaging from the inner wall of the mating hole and the gear shaft. The clutch sleeve is anti-rotation sleeved to the first axle shaft at the differential position and is only coupled to the gear shaft for transmission. The clutch sleeve, in the locked position, is anti-rotationally engaged with the first axle shaft and simultaneously coupled with the inner wall of the mating hole and the gear shaft.
[0007] In this embodiment, the disengagement position, the differential position, and the locking position are arranged sequentially along the direction of the clutch sleeve approaching the differential gear set; The clutch sleeve has a first transmission coupling structure on its inner peripheral wall and a second transmission coupling structure on the first axle shaft. In the disengaged position, the differential position and the locked position, the clutch sleeve is slidably sleeved on the first axle shaft and the first transmission coupling structure is always engaged with the second transmission coupling structure. The gear shaft is provided with a third transmission coupling structure on the side facing the clutch sleeve. In the differential position and the locked position, the clutch sleeve is also slidably sleeved on the gear shaft, and the first transmission coupling structure cooperates with the third transmission coupling structure. The differential housing has a fourth transmission coupling structure on the wall of the mating hole, and the clutch sleeve has a fifth transmission coupling structure on its outer peripheral wall. In the locked position, the fifth transmission coupling structure engages with the fourth transmission coupling structure.
[0008] In this embodiment, the first transmission coupling structure, and / or the second transmission coupling structure, and / or the third transmission coupling structure, and / or the fourth transmission coupling structure, and / or the fifth transmission coupling structure are spline structures.
[0009] In this embodiment, the outer shaft mating end of the differential housing is formed with a mating hole, the outer shaft mating end of the differential gear set is provided with a gear shaft portion coaxially aligned with the mating hole, and the clutch sleeve is located inside the mating hole; In the disengaged position, the clutch sleeve engages with the anti-rotation sleeve of the gear shaft and disengages from the first axle shaft and the inner wall of the mating hole, respectively. In the differential position, the clutch sleeve is engaged with the anti-rotation sleeve of the gear shaft and is only coupled to the first axle shaft drive. In the locked position, the clutch sleeve is engaged with the anti-rotation sleeve of the gear shaft and simultaneously coupled with the mating hole and the first axle shaft.
[0010] In this embodiment, the disengagement position, the differential position, and the locking position are arranged sequentially along the direction away from the differential gear set from the clutch sleeve; The clutch sleeve includes a gear shaft connecting section, a support connecting section, and a mating connecting section connected sequentially along the direction away from the differential gear set. The gear shaft connecting section is used to engage with the gear shaft in the disengaged position, the differential position, and the locked position to prevent rotation. The outer peripheral wall of the support connecting section is used for transmission coupling with the inner wall of the mating hole in the locked position. The mating connecting section is used to engage with the first axle shaft in the differential position and the locked position to prevent rotation.
[0011] In this embodiment, a first sliding connection structure is provided on the inner wall of the gear shaft portion, and a second sliding connection structure is provided on the outer peripheral wall of the gear shaft connecting section. The gear shaft portion is sleeved on the gear shaft connecting section, and the second sliding connection structure is always engaged with the first sliding connection structure in the disengaged position, the differential position, and the locked position. The outer peripheral wall of the support connecting section is provided with a third sliding connection structure, and the inner wall of the mating hole is provided with a fourth sliding connection structure. The third sliding connection structure mates with the fourth sliding connection structure in the locked position. The docking section is provided with a docking hole, and a fifth sliding connection structure is provided on the wall of the docking hole. A sixth sliding connection structure is provided on the peripheral wall of the first axle. The docking section is sleeved on the first axle in the differential position and the locking position. When the docking section and the first axle are sleeved, the fifth sliding connection structure and the sixth sliding connection structure cooperate.
[0012] In this embodiment, the drive assembly includes a driver and a shift fork. The clutch sleeve has a fixing groove on the side away from the differential gear set. One end of the shift fork is connected to the fixing groove, and the other end is fixedly connected to the output shaft of the driver.
[0013] In this embodiment, the drive assembly further includes a plurality of position sensors, which are spaced apart along the axial direction of the first axle shaft, and the shift fork moves among the plurality of sensors.
[0014] In this embodiment, the differential body is further provided with a second output end, which is coaxially and opposite to the external shaft mating end. The differential assembly also includes a second axle shaft, which is connected to the differential gear set in the second output end.
[0015] Through the above technical solution, the clutch mechanism can simultaneously control the on / off power transmission between the half-shaft gears and the first axle shaft, realizing the switching between three states: disengagement, differential, and lock-up in the first axle. By moving the clutch sleeve to the lock-up position, under conditions of low road adhesion and easy wheel slippage, the differential body and the first axle shaft are forcibly locked, thereby fully transmitting driving force to the wheels with traction, significantly improving the vehicle's traction performance. Moving the clutch sleeve to the disengagement position allows the half-shaft gears to idle, and the differential body is disengaged from the effective driving state, decoupling the undriven axle from the vehicle's reducer, reducing vehicle load, and lowering the overall vehicle transmission load and energy loss. Moving the clutch sleeve to the differential position effectively realizes the differential rotation of the two half-shaft gears. By utilizing the same clutch mechanism, the three functions of power cut-off, differential, and lock-up of the first axle shaft are integrated, resulting in fewer parts, a compact structure, and high reliability.
[0016] Other features and advantages of the embodiments of this application will be described in detail in the following detailed description section. Attached Figure Description
[0017] The accompanying drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the following detailed description to explain the embodiments of this application, but do not constitute a limitation on the embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without any inventive effort. In the drawings: Figure 1 This is one of the schematic diagrams of the differential assembly structure with the clutch sleeve in the disengaged position in some embodiments of this application; Figure 2 This is one of the schematic diagrams of the differential assembly structure with the clutch sleeve in the differential position in some embodiments of this application; Figure 3 This is one of the schematic diagrams of the differential assembly structure with the clutch sleeve in the locked position in some embodiments of this application; Figure 4 This is one of the structural schematic diagrams of the clutch sleeve in some embodiments of this application; Figure 5 This is one of the structural schematic diagrams of the first axle in some embodiments of this application; Figure 6 This is one of the structural schematic diagrams of the half-shaft gear and gear shaft in some embodiments of this application; Figure 7 This is one of the structural schematic diagrams of the differential housing in some embodiments of this application; Figure 8 This is a schematic diagram of a clutch sleeve structure with end face teeth in some embodiments of this application; Figure 9This is a schematic diagram of a differential housing structure with end face teeth in some embodiments of this application; Figure 10 This is the second schematic diagram of the differential assembly with the clutch sleeve in the disengaged position in some embodiments of this application; Figure 11 This is the second schematic diagram of the differential assembly structure with the clutch sleeve in the differential position in some embodiments of this application; Figure 12 This is the second schematic diagram of the differential assembly with the clutch sleeve in the locked position in some embodiments of this application; Figure 13 This is a second schematic diagram of the clutch sleeve in some embodiments of this application; Figure 14 This is a second schematic diagram of the structure of the first axle in some embodiments of this application; Figure 15 This is the second schematic diagram of the structure of the half-shaft gear and gear shaft in some embodiments of this application; Figure 16 This is a second schematic diagram of the differential housing structure in some embodiments of this application.
[0018] Explanation of reference numerals in the attached figures 1. Differential assembly; 11. Differential body; 12. First axle shaft; 13. Clutch mechanism; 111. Differential housing; 112. Differential gear set; 113. External shaft mating end; 114. Driving bevel gear shaft; 115. Driven bevel gear; 1121. Planetary gear shaft; 1122. Planetary gear; 1123. Half-shaft gear; 131. Clutch sleeve; 132. Drive assembly; 1131. Mating hole; 1132. Gear shaft portion; 151. First transmission coupling structure; 152. Second transmission coupling structure; 153. Third transmission coupling structure; 154. Fourth transmission coupling structure; 155. Fifth... Transmission coupling structure; 121, first docking part; 122, second docking part; 123, support part; 124, bushing; 171, support hole; 1311, gear shaft connecting section; 1312, support part connecting section; 1313, docking part connecting section; 161, first sliding connection structure; 162, second sliding connection structure; 163, third sliding connection structure; 164, fourth sliding connection structure; 165, fifth sliding connection structure; 166, sixth sliding connection structure; 13131, docking hole; 14, second axle shaft; 1321, driver; 1322, shift fork; 1323, position sensor. Detailed Implementation
[0019] The specific embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this application.
[0020] The differential assembly 1 generally includes the differential body 11 and the first axle axle 12.
[0021] The differential body 11 includes a differential housing 111 ( Figures 1 to 3 Center differential housing 111a, Figures 10 to 12 The differential housing 111b) and the differential gear set 112 are connected to the differential housing 111 in a transmission manner, and an external shaft mating end 113 is defined between the differential housing 111 and the differential gear set 112.
[0022] See Figure 1 The differential assembly 1 also includes a drive bevel gear shaft 114 and a driven bevel gear 115. The drive bevel gear shaft 114 drives the driven bevel gear 115, which is fixedly connected to the differential housing 111, thereby driving the differential housing 111 to rotate.
[0023] The differential housing 111 has a rotary structure, with the rotary axis coinciding with the central axis of the driven bevel gear 115. The differential housing 111 has a receiving cavity, within which the differential gear set 112 is disposed. The transmission connection between the differential housing 111 and the differential gear set 112 is as follows: the differential gear set 112 includes a planetary gear shaft 1121, a planetary gear 1122 connected to the planetary gear shaft 1121, and two half-shaft gears 1123 meshing with the planetary gear 1122. The two half-shaft gears 1123 are symmetrically arranged on both sides of the planetary gear 1122 (e.g., ...). Figure 1 On the left and right sides of the center, through holes are provided on the differential housing 111 for mounting the planetary gear shaft 1121.
[0024] When the vehicle is moving in a straight line, the planetary gear 1122 rotates around the rotation axis of the differential housing 111, driving the two half-shaft gears 1123 to rotate synchronously. When the vehicle turns, the planetary gear 1122 rotates around the rotation axis of the differential housing 111, driving the two half-shaft gears 1123 to rotate. The planetary gear 1122 also rotates around the center line of the planetary gear shaft 1121, causing the two half-shaft gears 1123 to rotate at different speeds. The different speeds of the two half-shaft gears 1123 are output to the shaft connected to the two tires, causing the two tires to rotate at different speeds.
[0025] It is understood that the differential housing 111 and the driven bevel gear 115 are coaxially and fixedly connected. The angular velocities of the differential housing 111 and the driven bevel gear 115 are both ω1. The planetary gear 1122 is fixedly connected to the differential housing 111 through the planetary gear shaft 1121. Therefore, the angular velocity of the planetary gear 1122 rotating around the rotation axis of the differential housing 111 is also ω1. The planetary gear 1122 meshes with the half-shaft gear 1123, so that the angular velocity of the half-shaft gear 1123 rotating around the rotation axis of the differential housing 111 is ω2, and ω1≠ω2.
[0026] The first axle shaft 12 serves as the power output shaft of the differential body 11. In the prior art, the first axle shaft is fixedly connected to the half-shaft gear to effectively realize the differential function, but this single function cannot meet the needs of multiple scenarios.
[0027] For example, in multi-drive axle vehicles such as truck cranes, the driving force required for normal driving only needs the participation of some drive axles. Only in special working conditions such as climbing steep slopes is it necessary for all drive axles to work together to provide maximum driving force. In this driving mode, the mechanisms not involved in driving do not generate driving force, but instead become additional loads, leading to an increase in the vehicle's energy consumption.
[0028] For example, under normal power connection, the differential function of the differential will always be active and cannot be forcibly locked. When the wheel connected to one half-shaft slips, most of the torque will be lost to the slipping wheel, resulting in the effective driving force not being fully transmitted to the wheel with traction. This characteristic limits the vehicle's power distribution efficiency on low-traction surfaces or in extreme conditions, directly affecting its passability and ability to get out of trouble.
[0029] For the above issues, please refer to Figures 1 to 3 Or refer to Figures 10 to 12 In this application, the half-shaft gear 1123 and the differential housing 111 together define an external shaft connection end. The external shaft mating end 113 can output two different angular velocities, ω1 and ω2, which correspond to the angular velocities of the half-shaft gear 1123 and the differential housing 111, respectively.
[0030] The first axle shaft 12 and the outer shaft mating end 113 are coaxially aligned. The differential assembly 1 of this application also includes a clutch mechanism 13, which includes a clutch sleeve 131 and a drive assembly 132. The clutch sleeve 131 is coaxially movably disposed between the first axle shaft 12 and the outer shaft mating end 113, and can move axially under the drive of the drive assembly 132. At this time, the first axle shaft 12 and the outer shaft mating end 113 are coaxially aligned, and the transmission relationship between the first axle shaft 12 and the outer shaft mating end 113 is disconnected. The disconnection of the transmission relationship means that without the clutch sleeve 131, the driving bevel gear shaft 114 drives the driven bevel gear 115, the differential housing 111, the differential gear set 112, and the outer shaft mating end 113 to rotate, while the first axle shaft 12 remains stationary and does not rotate.
[0031] This application achieves the transmission connection between the first axle shaft 12 and the external shaft mating end 113 by setting a clutch sleeve 131, and by moving the clutch sleeve 131, the transmission between the first axle shaft 12 and the external shaft mating end 113 is disconnected, or the first axle shaft 12 outputs two different angular velocities ω1 and ω2 from the external shaft mating end 113, so that the differential assembly 1 of this application can output different angular velocities according to different working conditions.
[0032] When in the disengaged position, the clutch sleeve 131 disconnects from the first axle shaft 12 or the external shaft mating end 113.
[0033] In the differential position, the clutch sleeve 131 connects the first axle shaft 12 and the external shaft mating end 113 of the differential gear set 112. The first axle shaft 12 is connected to the half shaft gear 1123 for transmission, while being disconnected from the differential housing 111. The angular velocity output by the first axle shaft 12 is ω2, effectively realizing the differential function.
[0034] In the locked position, the clutch sleeve 131 simultaneously drives the first axle shaft 12, the differential gear set 112, and the differential housing 111. When the first axle shaft 12 is simultaneously driven by the differential housing 111 and the half-shaft gear 1123, the angular velocity output by the first axle shaft 12 is ω1. This prevents the half-shaft gear 1123 from spinning freely, ensuring that the rotational speeds of the two half-shaft gears 1123 remain the same. This structure is particularly suitable for vehicles in extreme conditions such as low-traction road surfaces, improving the vehicle's ability to get out of trouble.
[0035] The clutch mechanism 13 of this application can simultaneously control the on / off power transmission between the half-shaft gear 1123 and the first axle shaft 12, realizing the switching between three states: disengagement, differential, and lock in the first axle. This effectively solves the technical problem that existing differentials only achieve the single differential state and cannot meet the needs of more operating conditions. By moving the clutch sleeve 131 to the lock position, this application forcibly locks the differential body 11 and the first axle shaft 12 under conditions of low road adhesion and easy wheel slippage, thereby fully transmitting driving force to the wheels with traction, significantly improving the vehicle's traction performance. Moving the clutch sleeve 131 to the disengagement position puts the half-shaft gear 1123 in an idling state, causing the differential body 11 to disengage from the effective driving state, decoupling the undriven axle from the vehicle's reducer, reducing vehicle load, and lowering the overall vehicle transmission load and energy loss. Moving the clutch sleeve 131 to the differential position effectively realizes the differential rotation of the two half-shaft gears 1123. By utilizing the same clutch mechanism 13, the three functions of power cut-off, differential, and locking of the first axle 12 are integrated, resulting in fewer parts, a compact structure, and high reliability.
[0036] In this embodiment, the coaxial alignment connection can be achieved through a hole-shaft clearance fit between the first axle axle 12 and the external shaft mating end 113.
[0037] In this embodiment, refer to Figure 1 The clutch sleeve 131 can be a hollow cylindrical or sleeve-shaped body, capable of axial movement between the first axle axle 12 and the external shaft mating end 113. The clutch sleeve 131 has a disengaged position, a differential position, and a locked position on its travel stroke. The arrangement order of the disengaged position, differential position, and locked position on the travel stroke of the clutch sleeve 131 is set as needed.
[0038] It is worth mentioning that by setting connecting structures on the inner and outer surfaces of the clutch sleeve 131, the torque of the outer shaft mating end 113 is transmitted to the first axle shaft 12. In addition, by designing the number and axial distribution of the connecting structures, the axial movement mode of the clutch sleeve 131 can be adjusted, thereby flexibly setting the switching sequence of its working position.
[0039] For example, the clutch sleeve 131 is provided with a disengagement position connection structure, a differential position connection structure, and a locking position connection structure sequentially along the axial direction, so as to achieve sequential switching between the disengagement position, differential position, and locking position. Correspondingly, it can also be adjusted to different sequences such as "locking position → differential position → disengagement position" or "differential position → disengagement position → locking position" to adapt to different vehicle design requirements.
[0040] In this embodiment, the clutch sleeve can be installed on the first axle axle 12 or the external shaft mating end 113.
[0041] For example, see the former. Figures 1 to 3 The outer shaft mating end 113a of the differential housing 111a may be formed with a mating hole 1131a. The outer shaft mating end 113a of the differential gear set 112 may be provided with a gear shaft portion 1132a that is coaxially aligned with the mating hole 1131a. The gear shaft portion 1132a passes through the mating hole 1131a.
[0042] The mating hole 1131a is cylindrical and communicates with the receiving cavity of the differential housing 111a along the axial direction of the first axle shaft 12a. The gear shaft portion 1132a passes through the mating hole 1131a and is coaxially and fixedly connected with the half-shaft gear 1123. The gear shaft portion 1132a and the half-shaft gear 1123 are integrally formed, or the gear shaft portion 1132a and the half-shaft gear 1123 are welded and fixed. The gear shaft portion 1132a is spaced apart from the hole wall of the mating hole 1131a, forming a movable space for the clutch sleeve 131a to move axially.
[0043] See Figure 1When the external shaft mating end 113a is disconnected from the clutch sleeve 131a, while the first axle shaft 12a remains connected to the clutch sleeve 131a, the external shaft mating end 113a rotates freely, and the first axle shaft 12a remains stationary. In this state, the corresponding half-shaft gear 1123 is in a free-running condition, and the differential body 11 is disengaged from the effective driving state. Utilizing this structural characteristic, the axle not involved in driving can be decoupled from the vehicle's reducer, reducing the vehicle load and lowering the overall vehicle transmission load and energy loss.
[0044] In this embodiment, refer to Figure 1 The clutch sleeve 131a can be in the disengaged position, anti-rotationally sleeved onto the first axle shaft 12a, and disengaged from the inner wall of the mating hole 1131a and the gear shaft portion 1132a. It should be noted that anti-rotationally sleeved means that in the circumferential direction of the first axle shaft 12a, the clutch sleeve 131a is relatively fixed to the first axle shaft 12a, while in the axial direction of the first axle shaft 12a, the clutch sleeve 131a can move relative to the first axle shaft 12a.
[0045] The first axle shaft 12a is located on the side of the gear shaft 1132a away from the differential gear set 112. The clutch sleeve 131a is spaced apart from the external shaft mating end 113a, so that the first axle shaft 12a and the external shaft mating end 113a, the clutch sleeve 131a, are disconnected from the transmission connection, and the half shaft gear 1123 is in an idle state.
[0046] In this embodiment, further refer to Figure 2 In the differential position, the clutch sleeve 131a can be anti-rotatingly engaged with the first axle shaft 12a and coupled only to the gear shaft 1132a, allowing the first axle shaft 12a to be connected to the half-shaft gear 1123 while being disconnected from the differential housing 111a. The angular velocity output by the first axle shaft 12a is the same as that of the half-shaft gear 1123, both being ω2. In this case, when the vehicle turns, since the planetary gear 1122 can rotate axially around the planetary gear shaft 1121, the two half-shaft gears 1123 can have different angular velocities, effectively realizing the differential function of the differential body 11.
[0047] In this embodiment, refer to Figure 3The clutch sleeve 131a can also be locked in place, anti-rotationally engaging with the first axle shaft 12a, and simultaneously coupling with the inner wall of the mating hole 1131a and the gear shaft portion 1132a. The angular velocity output by the first axle shaft 12a is the same as that of the differential housing 111a, both being ω1. At the same time, the clutch sleeve 131a also anti-rotates by connecting the first axle shaft 12a and the gear shaft portion 1132a, ensuring that the angular velocities output by the gear shaft portion 1132a and the first axle shaft 12a are the same as those of the differential housing 111a, both being ω1. In this way, the angular velocity of the first axle shaft 12a is locked, keeping the rotational speeds of the two half-shaft gears 1123 always the same, preventing the planetary gear 1122 from rotating around the axial direction of the planetary gear shaft 1121, thus improving the vehicle's ability to get out of trouble in extreme conditions such as low-traction road surfaces.
[0048] In this embodiment, refer to Figures 1 to 3 The disengagement position, differential position, and lock position are arranged sequentially along the direction close to the differential gear set 112, which is highly consistent with the logic of the driver's or control system's demand for drive force distribution, reducing the possibility of misoperation.
[0049] In this embodiment, in conjunction with reference to Figure 4 and Figure 5 The inner peripheral wall of the clutch sleeve 131a may be provided with a first transmission coupling structure 151, and the first axle shaft 12a may be provided with a second transmission coupling structure 152. In the disengaged position, differential position and locked position, the clutch sleeve 131a is slidably sleeved on the first axle shaft 12a, and the first transmission coupling structure 151 is always engaged with the second transmission coupling structure 152.
[0050] In this embodiment, in conjunction with reference to Figures 4 to 6 A third transmission coupling structure 153 may be provided on the side of the gear shaft 1132a facing the clutch sleeve 131a. In the differential position and the locked position, the clutch sleeve 131a also slides and engages with the gear shaft 1132a, and the first transmission coupling structure 151 cooperates with the third transmission coupling structure 153.
[0051] In this embodiment, in conjunction with reference to Figures 4 to 7 A fourth transmission coupling structure 154 may be provided on the wall of the mating hole 1131a of the differential housing 111a, and a fifth transmission coupling structure 155 may be provided on the outer peripheral wall of the clutch sleeve 131a. In the locked position, the fifth transmission coupling structure 155 and the fourth transmission coupling structure 154 are engaged.
[0052] In this embodiment, the first transmission coupling structure 151, and / or the second transmission coupling structure 152, and / or the third transmission coupling structure 153, and / or the fourth transmission coupling structure 154, and / or the fifth transmission coupling structure 155 can be spline structures.
[0053] In this embodiment, in conjunction with reference to Figure 4 and Figure 5 The clutch sleeve 131a may have an internal spline on its inner side, and the first axle shaft 12a may have an external spline on its outer side. The internal and external splines cooperate to achieve an anti-rotation connection. The first transmission coupling structure 151 is configured as an internal spline, and the length of the first transmission coupling structure 151 is the same as the length of the clutch sleeve 131a. The second transmission coupling structure 152 is configured as an external spline, and the length of the second transmission coupling structure 152 is greater than or equal to the length of the first transmission coupling structure 151 to achieve a reliable connection.
[0054] In this embodiment, the third transmission coupling structure 153 can be configured as an external spline, and the length of the third transmission coupling structure 153 is the same as the length of the gear shaft portion 1132a, so as to achieve a reliable connection.
[0055] In this embodiment, the fourth transmission coupling structure 154 can be configured as an internal spline, and the fifth transmission coupling structure 155 can be configured as an external spline.
[0056] In this embodiment, in conjunction with reference to Figures 8 to 9 The fourth transmission coupling structure 154 can be configured as an end face tooth and is located at the end of the mating hole 1131a. The fifth transmission coupling structure 155 can be configured as an end face tooth.
[0057] In this embodiment, the first axle axle 12a may include a main axle body and a support portion 123a. (See also...) Figure 5 The main shaft includes a first docking part 121a and a second docking part 122a. The second docking part 122a and the support part 123a are connected to the axial sides of the first docking part 121a. The outer diameter of the first docking part 121a is larger than the outer diameter of the support part 123a.
[0058] In this embodiment, refer to Figure 5 A bushing 124 may be provided on the outer side of the support part 123a. The bushing 124 is made of bronze composite material or engineering plastic (such as PA66+MoS2) with embedded solid lubricant to reduce the coefficient of friction.
[0059] The second transmission coupling structure 152 is disposed on the first docking portion 121a, which is connected to the clutch sleeve 131a. By designing the length of the second transmission coupling structure 152, the stroke of the clutch sleeve 131a is limited. In this embodiment, see reference... Figure 6 A support hole 171a is provided on the side of the gear shaft portion 1132a away from the differential gear set 112. The support portion 123a passes through the support hole 171a and forms a clearance fit. By providing the support portion 123a, the connection between the first axle shaft 12a and the gear shaft portion 1132a has a certain depth, improving the connection stability.
[0060] The support portion 123a is inserted into the support hole 171a, so that the gear shaft portion 1132a can be coaxially aligned with the first axle shaft 12a, and the gear shaft portion 1132a and the first axle shaft 12a are in a disengaged rotational state.
[0061] Taking the clutch sleeve 131b installed on the external shaft mating end 113 as an example. In this embodiment, see [reference needed]. Figures 10 to 12 The outer shaft mating end 113b of the differential housing 111 has a mating hole 1131b. The outer shaft mating end 1131b of the differential gear set 112 has a gear shaft portion 1132b that is coaxially aligned with the mating hole 1131b. The clutch sleeve 131b is located inside the mating hole 1131b. The gear shaft portions 1132b are respectively inserted through the mating hole 1131b, and the clutch sleeve 131b is inserted through the gear shaft portions 1132b.
[0062] The mating hole 1131b is cylindrical and communicates with the receiving cavity of the differential housing 111b along the axial direction of the first axle shaft 12b. The gear shaft portion 1132b passes through the mating hole 1131b and is coaxially and fixedly connected with the half-shaft gear 1123. The gear shaft portion 1132b and the half-shaft gear 1123 are integrally formed, or the gear shaft portion 1132b and the half-shaft gear 1123 are welded and fixed.
[0063] In this embodiment, refer to Figures 10 to 12 The clutch sleeve 131b is partially inserted into the mating hole 1131b, partially inserted into the gear shaft portion 1132b, and partially inserted into the half-shaft gear 1123 correspondingly connected to the gear shaft portion 1132b. (See also...) Figure 1 and Figure 10 , Figure 1 and Figure 10 All are cross-sectional views of the clutch assembly in the disengaged state. Figure 10 In the middle, the length of the gear shaft portion 1132b is compared to Figure 1 The gear shaft portion 1132a is short in length. By allowing the clutch sleeve 131b to pass through the half-shaft gear 1123, the length of the clutch sleeve 131b is extended, making the fit between the clutch sleeve 131b and the gear shaft portion 1132b more stable and reducing vibration. The longer fit length can better ensure the coaxiality of the gear shaft portion 1132b and the half-shaft gear 1123, making power engagement and transmission smoother. It should be noted that in other embodiments, only a portion of the clutch sleeve 131b may pass through the mating hole 1131, and a portion may pass through the gear shaft portion 1132.
[0064] See Figure 10When the first axle shaft 12b is disconnected from the clutch sleeve 131b, while the external shaft mating end 113b remains connected to the clutch sleeve 131b, power is transmitted only to the clutch sleeve 131b, causing it to idle with the external shaft mating end 113b, while the first axle shaft 12b remains stationary. In this state, the corresponding half-shaft gear 1123 is in an idle state, and the differential body 11 is disengaged from the effective driving state. Utilizing this structural characteristic, the axle not involved in driving can be decoupled from the vehicle's reducer (the reducer is used to drive the drive bevel gear shaft 114), reducing vehicle load and lowering the overall vehicle transmission load and energy loss.
[0065] In the above embodiment, in the disengaged position, the clutch sleeve 131b is anti-rotationally sleeved on the gear shaft portion 1132b and disengaged from the first axle shaft 12b and the inner wall of the mating hole 1131b, respectively. It should be noted that the anti-rotation sleeve means that in the circumferential direction of the gear shaft portion 1132b, the clutch sleeve 131b is relatively fixed to the gear shaft portion 1132b, while in the axial direction of the gear shaft portion 1132b, the clutch sleeve 131b is movable relative to the gear shaft portion 1132b.
[0066] The first axle shaft 12b is located on the side of the gear shaft portion 1132b away from the differential gear set 112. The clutch sleeve 131b is engaged with the external shaft mating end 113b and disconnected from the first axle shaft 12b. The half shaft gear 1123 is in an idle state.
[0067] In the above embodiments, see Figure 11 In the differential position, the clutch sleeve 131b can engage with the gear shaft 1132b to prevent rotation, and is only coupled to the first axle shaft 12b for transmission. This allows the first axle shaft 12b to be connected to the half-shaft gear 1123 for transmission, while disconnecting from the differential housing 111b. The angular velocity output by the first axle shaft 12b is the same as the angular velocity of the half-shaft gear 1123, both being ω2. In this case, when the vehicle turns, since the planetary gear 1122 can rotate axially around the planetary gear shaft 1121, the two half-shaft gears 1123 can have different angular velocities, effectively realizing the differential function of the differential body 11.
[0068] In the above embodiments, see Figure 12In the locked position, the clutch sleeve 131b can engage with the gear shaft 1132b to prevent rotation, and simultaneously engage with the mating hole 1131b and the first axle shaft 12b for transmission coupling. The angular velocity output by the first axle shaft 12b is the same as that of the differential housing 111b, both being ω1. At the same time, the clutch sleeve 131b also simultaneously prevents rotation by connecting the first axle shaft 12b and the gear shaft 1132b, making the angular velocities output by the gear shaft 1132b and the first axle shaft 12b the same as those of the differential housing 111b, both being ω1. In this way, the angular velocity of the first axle shaft 12b is locked, and the planetary gear 1122 does not rotate around the axial direction of the planetary gear shaft 1121, so that the rotational speeds of the two half-shaft gears 1123 always remain the same, improving the vehicle's ability to get out of trouble in extreme conditions such as low-traction roads.
[0069] In this embodiment, refer to Figures 10 to 12 The disengagement position, differential position, and lock position are arranged sequentially in the direction away from the differential gear set 112, which is highly consistent with the logic of the driver's or control system's demand for drive force distribution, reducing the possibility of misoperation.
[0070] In this embodiment, refer to Figure 13 The clutch sleeve 131b may include a gear shaft connecting section 1311, a support connecting section 1312, and a mating connecting section 1313 connected sequentially in a direction away from the differential gear set 112. The gear shaft connecting section 1311 is used for mating connection with the inner side of the half-shaft gear 1123 or the gear shaft portion 1132. The support connecting section 1312 and the mating connecting section 1313 are used for connection with the first axle shaft 12b. The gear shaft connecting section 1311 is used for anti-rotation fitting with the gear shaft portion in the disengaged, differential, and locked positions. The outer peripheral wall of the support connecting section 1312 is used for transmission coupling with the inner wall of the mating hole 1131b in the locked position, and the mating connecting section 1313 is used for anti-rotation fitting with the first axle shaft 12b in the differential and locked positions.
[0071] See Figure 14 and Figure 15 The inner wall of the gear shaft portion 1132b may be provided with a first sliding connection structure 161, and the outer peripheral wall of the gear shaft connecting section 1311 may be provided with a second sliding connection structure 162. The gear shaft portion 1132b is sleeved on the gear shaft connecting section 1311, and the second sliding connection structure 162 always cooperates with the first sliding connection structure 161 in the disengaged position, differential position and locked position.
[0072] In this embodiment, the outer side of the gear shaft connecting section 1311 of the clutch sleeve 131b may be provided with an external spline, and the inner sides of the gear shaft portion 1132 and the half-shaft gear 1123 that mates with the gear shaft portion 1132b may be provided with internal splines, with the internal splines and external splines engaging. The first sliding connection structure 161 is configured as an internal spline, and the length of the first sliding connection structure 161 is the same as the total length of the gear shaft portion 1132 and the half-shaft gear 1123 that mates with the gear shaft portion 1132b. The second sliding connection structure 162 is configured as an external spline, and the length of the second sliding connection structure 162 exceeds the length of the gear shaft connecting section 1311, thereby achieving a reliable connection.
[0073] See Figure 14 In this embodiment, the outer peripheral wall of the support connecting section 1312 may be provided with a third sliding connection structure 163, and the inner wall of the mating hole 1131b is provided with a fourth sliding connection structure 164. The third sliding connection structure 163 is in the locked position and cooperates with the fourth sliding connection structure 164.
[0074] In this embodiment, the third sliding connection structure 163 can be configured as an external spline, and correspondingly, the fourth sliding connection structure 164 can be configured as an internal spline to achieve a reliable connection.
[0075] In this embodiment, the third sliding connection structure 163 can also be configured as an end face tooth and disposed at the end of the mating hole 1131. Correspondingly, the fourth sliding connection structure 164 can be configured as an end face tooth.
[0076] See Figure 14 The docking section 1313 may have a docking hole 13131. A fifth sliding connection structure 165 may be provided on the wall of the docking hole 13131. A sixth sliding connection structure 166 is provided on the peripheral wall of the first axle shaft 12b. The docking section 1313 is sleeved on the first axle shaft 12b in the differential position and the locking position. The fifth sliding connection structure 165 cooperates with the sixth sliding connection structure 166 in the differential position and the locking position.
[0077] In this embodiment, the fifth sliding connection structure 165 can be configured as an internal spline, and the sixth sliding connection structure 166 can be configured as an external spline.
[0078] In this embodiment, the first axle axle 12 may include a main axle body and a support part 123b. A support hole 171b is provided in the connecting section of the support part 123b. The mating hole 13131 communicates with the support hole 171b. The support part 123b passes through the support hole 171, and the clutch sleeve 131b can rotate relative to the first axle axle 12b.
[0079] See Figure 14The main shaft includes a first docking part 121b and a second docking part 122b, and the second docking part 122b and the support part 123b are connected to the axial sides of the first docking part 121b.
[0080] The sixth sliding connection structure 166 is disposed on the first docking part 121b, which is connected to the clutch sleeve 131b. The length of the sixth sliding connection structure 166 is designed to limit the stroke of the clutch sleeve 131.
[0081] In this embodiment, the support portion 123b can be inserted into the support hole 171b. The support portion 123b is inserted into the support hole 171b and forms a clearance fit. By setting the support portion 123b, the connection between the first axle shaft 12b and the gear shaft portion 1132b has a certain depth, thereby improving the connection stability.
[0082] The support portion 123b is inserted into the support hole 171b, so that the gear shaft portion 1132b can be coaxially aligned with the first axle shaft 12b, and the gear shaft portion 1132b and the first axle shaft 12b are in a disengaged rotational state.
[0083] In this embodiment, a bushing 124 may be provided at the end of the support portion 123b. The bushing 124 is made of bronze composite material or engineering plastic (such as PA66+MoS2) with embedded solid lubricant to reduce the coefficient of friction.
[0084] See Figures 10 to 12 When the clutch sleeve 131b moves from the disengaged position to the differential position or the locked position, the mating hole 13131 of the clutch sleeve 131b moves to the left and is anti-rotationally sleeved on the first mating part 121b, and the support part 123b is more deeply sleeved in the support hole 171b.
[0085] In this embodiment, the differential body 11 is also provided with a second output end, which is coaxially and opposite to the external shaft mating end 113. The differential assembly 1 also includes a second axle shaft 14, which is connected to the differential gear set 112 in the second output end.
[0086] See Figures 1 to 3 Or refer to Figures 10 to 12 Another mating hole 1131 is formed on the right side of the differential housing 111. The second axle shaft 14 passes through this mating hole 1131. The first axle shaft 12 is connected to the left half-shaft gear 1123 in the differential gear set 112 via the clutch sleeve 131. The second axle shaft 14 is connected to the drive rod of the right half-shaft gear 1123. The angular velocity of the second axle shaft 14 is always the same as the angle of the right half-shaft gear 1123.
[0087] When the clutch sleeve 131 is in the disengaged position, the left half-shaft gear 1123 rotates freely, while the right half-shaft gear 1123 remains stationary, and neither the first axle shaft 12 nor the second axle shaft 14 outputs power. When the clutch sleeve 131 is in the differential position, the left half-shaft gear 1123 and the right half-shaft gear 1123 can rotate differentially under the action of the planetary gear 1122, so that both the first axle shaft 12 and the second axle shaft 14 have power output, and their speeds are different. When the clutch sleeve 131 is in the locked position, the angular velocity of the left half-shaft gear 1123 is kept the same as the angular velocity of the differential housing 111, and the right half-shaft gear 1123, under the action of the planetary gear 1122, has the same angular velocity as the differential housing 111, so that both the first axle shaft 12 and the second axle shaft 14 have power output, and their speeds are the same.
[0088] In this embodiment, the drive component 132 may include a driver 1321 and a fork 1322.
[0089] The clutch sleeve 131 has a fixing groove on the side away from the differential gear set 112, see reference. Figure 1 and Figure 10 The fixing groove is annular. One end of the fork 1322 is inserted into the fixing groove and connected to the fixing groove, while the other end is fixedly connected to the output shaft of the driver 1321.
[0090] In this embodiment, the drive assembly 132 further includes a plurality of position sensors 1323, which are spaced apart along the axial direction of the first axle shaft 12, and the shift fork 1322 moves between the plurality of sensors.
[0091] In this embodiment, the driver 1321 is configured as an electric push rod, a hydraulic drive, or a pneumatic push structure. When the driver 1321 adopts an electric push rod structure, it can also provide a stroke signal. The external controller determines whether the clutch sleeve 131 is in the disengaged position, differential position, or locked position based on the stroke signal provided by the electric push rod.
[0092] When the drive 1321 adopts a hydraulic drive or pneumatic actuation structure, the position sensor 1323 is used to feed back the position signal of the clutch sleeve 131.
[0093] The position sensor 1323 is configured as a non-contact sensor, such as an inductive proximity switch, a Hall sensor, or a micro-travel switch. When the shift fork 1322 moves into the sensing area of the position sensor 1323, the change in the sensor's magnetic or electric field generates an analog signal. The analog signal is sent to an external controller. The controller compares the command with the feedback signal to determine whether the shift fork 1322 (clutch sleeve 131) has moved to the target position. If the determination result is yes, the cab issues a clutch position indication; if the determination result is no, the cab issues a fault alarm.
[0094] In this embodiment, refer to Figures 1 to 3 There are two position sensors 1323: a differential position sensor 1323 and a lock-up position sensor 1323 located on the left side, both fixed to the reducer housing. When the clutch sleeve 131 reaches the differential position or the lock-up position, the differential position sensor 1323 and the lock-up position sensor 1323 are triggered and activated, respectively emitting a differential position signal and a lock-up position signal. There is no dedicated sensor for the disengagement position; it is defined by the state where neither the differential position sensor 1323 nor the lock-up position sensor 1323 is activated, generating a disengagement position signal.
[0095] This application does not continuously monitor every intermediate point of the clutch sleeve 131, but only sets up position trigger "switches" (position sensors 1323) at two key positions (differential and lock) that determine the working state. By moving the shift fork 1322, the two switches output three on / off combinations, which simplifies the structure of the drive component 132 and has simple control logic and strong anti-interference ability.
[0096] Of course, in other embodiments, a disengagement position sensor 1323 can also be provided, for a total of three position sensors 1323. Alternatively, only one position sensor 1323 can be provided, which can be a linear displacement sensor, such as a linear potentiometer or a magnetostrictive displacement sensor. The shift fork 1322 is connected to the sensor's lever (or magnetic ring) to provide feedback on the position of the shift fork 1322 (clutch). Or, only one position sensor 1323 can be provided to detect the disengagement position, differential position, or lock position. By coordinating with the running time of the motor in the electric actuator, the position of the shift fork 1322 (clutch) in the other two positions can be calculated.
[0097] In this embodiment, refer to Figures 10 to 12 There are two position sensors 1323: a disengagement position sensor 1323 and a differential position sensor 1323 located on the left side. When the clutch sleeve 131 reaches the disengagement or differential position, the disengagement position sensor 1323 and the differential position sensor 1323 are triggered and activated, respectively emitting a disengagement position signal and a differential position signal. The locking position does not have a dedicated sensor; it is defined by the state where neither the disengagement position sensor 1323 nor the differential position sensor 1323 is activated, generating a locking position signal, thus simplifying the structure of the drive assembly 132. Of course, in other embodiments, a locking position sensor 1323 can also be provided.
[0098] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0099] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0100] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0101] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.
Claims
1. A differential assembly, characterized in that, The differential assembly (1) includes: The differential body (11) includes a differential housing (111) and a differential gear set (112) that is pulsatorically connected to the differential housing (111), wherein an external shaft mating end (113) is defined between the differential housing (111) and the differential gear set (112); The first axle axle (12) is coaxially aligned with the external shaft mating end (113); The clutch mechanism (13) includes a clutch sleeve (131) and a drive assembly (132). The clutch sleeve (131) is coaxially and movably disposed between the first axle shaft (12) and the mating end (113) of the external shaft, and can move axially under the drive of the drive assembly (132). The clutch sleeve (131) has a disengaged position, a differential position and a locked position. In the disengaged position, the clutch sleeve (131) is disconnected from the first axle shaft (12) or the external shaft mating end (113). In the differential position, the clutch sleeve (131) is connected to the first axle shaft (12) and the external shaft mating end (113) of the differential gear set (112). In the locked position, the clutch sleeve (131) is simultaneously connected to the first axle shaft (12), the differential gear set (112), and the differential housing (111).
2. The differential assembly according to claim 1, characterized in that, The external shaft mating end (113) of the differential housing (111) is provided with a mating hole (1131), and the external shaft mating end (113) of the differential gear set (112) is provided with a gear shaft portion (1132) that is coaxially aligned with the mating hole (1131). The clutch sleeve (131) is anti-rotation sleeved on the first axle shaft (12) in the disengaged position and disengaged from the inner wall of the mating hole (1131) and the gear shaft (1132); The clutch sleeve (131) is anti-rotation sleeved to the first axle shaft (12) at the differential position and is only coupled to the gear shaft (1132) for transmission. The clutch sleeve (131) in the locked position is anti-rotation sleeved with the first axle shaft (12) and simultaneously coupled with the inner wall of the mating hole (1131) and the gear shaft (1132) for transmission.
3. The differential assembly according to claim 2, characterized in that, The disengaged position, the differential position, and the locked position are arranged sequentially along the direction of the clutch sleeve (131) near the differential gear set (112); The clutch sleeve (131) has a first transmission coupling structure (151) on its inner peripheral wall and a second transmission coupling structure (152) on the first axle shaft (12). In the disengaged position, the differential position and the locked position, the clutch sleeve (131) is slidably sleeved on the first axle shaft (12) and the first transmission coupling structure (151) is always engaged with the second transmission coupling structure (152). The gear shaft (1132) is provided with a third transmission coupling structure (153) on the side facing the clutch sleeve (131). In the differential position and the locked position, the clutch sleeve (131) also slides and engages with the gear shaft (1132), and the first transmission coupling structure (151) cooperates with the third transmission coupling structure (153). The differential housing (111) has a fourth transmission coupling structure (154) on the wall of the mating hole (1131), and the clutch sleeve (131) has a fifth transmission coupling structure (155) on its outer peripheral wall. In the locked position, the fifth transmission coupling structure (155) and the fourth transmission coupling structure (154) are engaged.
4. The differential assembly according to claim 3, characterized in that, The first transmission coupling structure (151), and / or the second transmission coupling structure (152), and / or the third transmission coupling structure (153), and / or the fourth transmission coupling structure (154), and / or the fifth transmission coupling structure (155) are spline structures.
5. The differential assembly according to claim 1, characterized in that, The outer shaft mating end (113) of the differential housing (111) is provided with a mating hole (1131), and the outer shaft mating end (113) of the differential gear set (112) is provided with a gear shaft portion (1132) coaxially aligned with the mating hole (1131), and the clutch sleeve (131) is located in the mating hole (1131); In the disengaged position, the clutch sleeve (131) engages with the gear shaft portion (1132) in an anti-rotation sleeve engagement and disengages from the first axle shaft (12) and the inner wall of the mating hole (1131), respectively. In the differential position, the clutch sleeve (131) is anti-rotatingly engaged with the gear shaft portion (1132) and is only coupled to the first axle shaft (12) for transmission. In the locked position, the clutch sleeve (131) is anti-rotatingly engaged with the gear shaft (1132) and simultaneously coupled with the mating hole (1131) and the first axle shaft (12).
6. The differential assembly according to claim 5, characterized in that, The disengagement position, the differential position, and the locking position are arranged sequentially along the direction away from the differential gear set (112) of the clutch sleeve (131); The clutch sleeve (131) includes a gear shaft connecting section (1311), a support connecting section (1312), and a mating connecting section (1313) connected sequentially in a direction away from the differential gear set (112). The gear shaft connecting section (1311) is used to engage with the gear shaft portion (1132) in the disengaged position, the differential position, and the locked position to prevent rotation. The outer peripheral wall of the support connecting section (1312) is used to drive coupling with the inner wall of the mating hole (1131) in the locked position. The mating connecting section (1313) is used to engage with the first axle shaft (12) in the differential position and the locked position to prevent rotation.
7. The differential assembly according to claim 6, characterized in that, The gear shaft portion (1132) has a first sliding connection structure (161) on its inner wall and a second sliding connection structure (162) on its outer peripheral wall. The gear shaft portion (1132) is sleeved on the gear shaft connection section (1311) and the second sliding connection structure (162) is always engaged with the first sliding connection structure (161) in the disengaged position, the differential position and the locked position. The outer peripheral wall of the support connecting section (1312) is provided with a third sliding connection structure (163), and the inner wall of the mating hole (1131) is provided with a fourth sliding connection structure (164). The third sliding connection structure (163) is engaged with the fourth sliding connection structure (164) in the locked position. The docking section (1313) has a docking hole (13131), and a fifth sliding connection structure (165) is provided on the hole wall of the docking hole (13131). A sixth sliding connection structure (166) is provided on the peripheral wall of the first axle shaft (12). The docking section (1313) is sleeved on the first axle shaft (12) in the differential position and the locking position. When the docking section (1313) and the first axle shaft (12) are sleeved, the fifth sliding connection structure (165) and the sixth sliding connection structure (166) cooperate.
8. The differential assembly according to any one of claims 1 to 7, characterized in that, The drive assembly (132) includes a driver (1321) and a shift fork (1322). The clutch sleeve (131) has a fixing groove on the side away from the differential gear set (112). One end of the shift fork (1322) is connected to the fixing groove, and the other end is fixedly connected to the output shaft of the driver (1321).
9. The differential assembly according to claim 8, characterized in that, The drive assembly (132) also includes a plurality of position sensors (1323) spaced apart along the axial direction of the first axle shaft (12), and the shift fork (1322) moves among the plurality of sensors.
10. The differential assembly according to any one of claims 1 to 7, characterized in that, The differential body (11) is also provided with a second output end, which is coaxially and opposite to the external shaft mating end (113). The differential assembly also includes a second axle shaft (14), which is connected to the differential gear set (112) in the second output end.