Differential case, integrated differential assembly, and driveline system

Abstract

The invention relates to a differential housing, the differential housing (60) comprising an integrally formed differential housing part (11) having a first cavity (61) for receiving a half shaft gear wheel (12) of a differential (10) and a planetary gear set housing part configured as a planet carrier (23) and having a second cavity (62) for receiving a planet gear wheel (22) and a sun gear wheel (21) of a planetary gear set (20). The invention further relates to an integrated differential assembly and to a power transmission system.

Description

Technical Field

[0001] This invention relates to a differential housing, an integrated differential assembly, and a powertrain system. Background Technology

[0002] Pure electric vehicles and hybrid vehicles typically include an electric motor drive system. In a conventional two-speed electric motor drive transmission system, the driving force is transmitted from the motor to the planetary gear set, then from the planetary gear set to the two-speed reduction mechanism, then to the differential, and finally output to the wheels.

[0003] However, the inventors of this invention have discovered the following drawbacks in the existing transmission system: the planetary gear set, as the first-stage reduction device, operates at a high speed, which is not only detrimental to the service life of the device but also to the control of the vehicle's NVH performance. Therefore, it is evident that the transmission arrangement structure of the prior art still requires further improvement. Summary of the Invention

[0004] The purpose of this invention is to provide a differential housing, an integrated differential assembly, and a power transmission system that overcome at least some of the shortcomings of the prior art.

[0005] According to a first aspect of the invention, a differential housing is provided, the differential housing comprising an integrally formed differential housing portion and a planetary gear set housing portion, wherein the differential housing portion has a first chamber for receiving the half-shaft gears of the differential, and the planetary gear set housing portion is configured as a planet carrier and has a second chamber for receiving the planetary gears and the sun gear of the planetary gear set.

[0006] In one embodiment, the differential housing further includes a locking mechanism housing portion integrally formed with the differential housing. The locking mechanism housing portion has a third chamber for receiving the differential locking mechanism. Preferably, internal teeth are provided on the inner circumferential side of the third chamber for cooperating with the differential locking mechanism.

[0007] In one specific embodiment, the differential housing is integrally formed from cast iron using a casting process.

[0008] In one specific embodiment, a clearance groove is provided in the first chamber for receiving the half-shaft gear of the differential, for mounting planetary pins.

[0009] In one embodiment, the planetary carrier has a cage-like structure with planetary gear windows. Preferably, a groove is provided on the outer side of the planetary carrier between the planetary gear windows, the groove extending axially to the outer side of the differential housing portion. Preferably, the bottom of the groove has a rounded corner.

[0010] According to a second aspect of the invention, an integrated differential assembly is provided, the integrated differential assembly including a differential and a planetary gear set, the differential and the planetary gear set being integrated in a differential housing according to the invention. Preferably, the integrated differential assembly includes a differential locking mechanism.

[0011] In one embodiment, the differential locking mechanism is configured as an electronic differential lock. Preferably, the differential locking mechanism includes a locking ring, a solenoid valve, and a return spring.

[0012] In one specific embodiment, a first axial end face tooth is provided on the half shaft gear of the differential, and a second axial end face tooth is provided on the surface of the locking ring facing the half shaft gear, wherein the first axial end face tooth and the second axial end face tooth can cooperate with each other.

[0013] In one specific embodiment, an inner toothed portion is provided on the inner circumferential side of the third chamber, and an outer toothed portion is provided on the outer circumferential side of the locking ring, wherein the inner toothed portion and the outer toothed portion can cooperate with each other.

[0014] In one embodiment, the return spring and the locking ring are fixedly mounted in the third chamber by means of an end cap. Preferably, the solenoid valve is mounted on the outside of the end cap, which has a through opening through which the operating pin of the solenoid valve can pass to operate the locking ring.

[0015] According to a third aspect of the present invention, a power transmission system is provided, comprising: a system housing, a motor, a two-speed reduction mechanism, and an integrated differential assembly according to the present invention, wherein the output torque of the motor is transmitted to the two-speed reduction mechanism, the output torque of the two-speed reduction mechanism is transmitted to the sun gear of the planetary gear set, and the output torque of the planetary gear set is transmitted to the differential, wherein the ring gear of the planetary gear set is fixedly connected to the system housing in a manner that prevents relative rotation.

[0016] In one specific embodiment, the two-speed reduction mechanism includes a first gear set, a second gear set, and a shifting mechanism. When the shifting mechanism selects the first gear, it transmits the output torque of the motor to the planetary gear set through the first gear set. When the shifting mechanism selects the second gear, it transmits the output torque of the motor to the planetary gear set through the second gear set. The shifting mechanism is constructed as a bidirectional dog clutch.

[0017] In summary, according to the power transmission system of the present invention, by adjusting the planetary gear set from upstream to downstream in the driving force transmission path, especially by arranging it after the two-speed reduction mechanism and before the differential, the operating speed of the planetary gear set is significantly reduced, thereby effectively extending the service life of the planetary gear set, improving the NVH performance of the transmission system, and reducing operating noise and vibration. Furthermore, according to the differential housing or integrated differential assembly of the present invention, the planetary gear set and the differential can be integrated into the same separate housing component, achieving an integrated arrangement of the planetary gear set and the differential. This makes the structure of the entire transmission system more compact, especially reducing the axial space occupation, which is beneficial for optimizing the overall vehicle layout. At the same time, the integrated structure reduces the number of parts, simplifies the assembly process, reduces assembly errors, improves the overall rigidity and coaxiality of the transmission system, and further enhances transmission efficiency and operational reliability.

[0018] It should be noted that the individual technical features already mentioned, as well as the individual technical features to be mentioned below and the individual technical features that can be derived from the accompanying drawings, can be arbitrarily combined with each other, as long as the combined technical features are not contradictory. Attached Figure Description

[0019] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings, in which:

[0020] exist Figure 1 A schematic cross-sectional view of one embodiment of the integrated differential assembly according to the present invention is shown.

[0021] exist Figure 2 It shows Figure 1 A schematic cross-sectional view of the integrated differential assembly cut along another cutting plane.

[0022] exist Figure 3 It shows Figure 1 A schematic exploded perspective view of the integrated differential assembly.

[0023] exist Figure 4a A schematic perspective view of one embodiment of the differential housing according to the present invention is shown.

[0024] exist Figure 4b The diagram above shows a schematic perspective view of the differential housing in Figure 4 from another angle.

[0025] exist Figure 5 A schematic perspective view of one embodiment of the locking ring of the differential locking mechanism according to the present invention is shown.

[0026] exist Figure 6aA schematic perspective view of the first side of a half-shaft gear according to an embodiment of the differential gear according to the present invention is shown.

[0027] exist Figure 6b The figure shows a schematic perspective view of the second side of the half-shaft gear of a differential according to an embodiment of the present invention, opposite to the first side.

[0028] exist Figure 7 A schematic cross-sectional view of one embodiment of the power transmission system according to the present invention is shown.

[0029] exist Figure 8 It shows Figure 7 A simplified schematic diagram of the power transmission system. Detailed Implementation

[0030] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Specific details are set forth in the following description to provide a full understanding of the present invention. However, the present invention can be practiced in many ways other than those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0031] It should be noted that the singular form in this document also includes the plural form, unless specifically mentioned in the wording. Furthermore, the use of "comprise" or "include" in this document to refer to components, steps, operations, and elements means that at least one other component, step, operation, or element may be present or added to it. The terms "first," "second," etc., appearing in this document are merely for the convenience of description and to distinguish different components with the same name, and do not indicate a sequential or primary / secondary relationship between the components.

[0032] The inventors of this invention discovered that in existing two-speed motor drive transmission systems, the driving force is transmitted from the motor to the planetary gear set, then from the planetary gear set to the two-speed reduction mechanism, then to the differential, and finally output to the wheels. In this arrangement, the planetary gear set, as the first-stage reduction device, operates at a high speed, which is not only detrimental to the service life of the device, but also to the control of the vehicle's NVH performance.

[0033] Therefore, the present invention proposes a power transmission system 200. Figure 8The diagram shows a simplified schematic representation of one embodiment of the powertrain system 200. The powertrain system 200 includes: a system housing (not shown), a motor, a two-speed reduction gear 220, a planetary gear set 20, and a differential 10. The motor includes a stator S and a rotor R, and its output shaft 210 transmits torque to the two-speed reduction gear 220. The two-speed reduction gear 220 then transmits the output torque to the sun gear 21 of the planetary gear set 20. The ring gear 24 of the planetary gear set 20 is fixedly connected to the system housing in a non-rotatable manner, and the planet carrier 23 of the planetary gear set 20 is torsionally connected to the differential housing portion 11 of the differential 10. The output torque of the planetary gear set 20 is transmitted to the differential 10, and finally, the differential 10 outputs torque to the wheels (not shown) via an output shaft 230.

[0034] According to the power transmission system 200 of the present invention, by adjusting the planetary gear set 20 from upstream to downstream in the driving force transmission path, especially by arranging it after the two-speed reduction mechanism 220 and before the differential 10, the operating speed of the planetary gear set 20 is significantly reduced, thereby effectively extending the service life of the planetary gear set 20, improving the NVH performance of the transmission system, and reducing operating noise and vibration.

[0035] Furthermore, the present invention proposes a differential housing 60. In Figure 4a A schematic perspective view of one embodiment of the differential housing 60 according to the present invention is shown. Figure 4b The diagram shows a schematic perspective view of the differential housing 60 in Figure 4 from another angle.

[0036] like Figure 4a and Figure 4b As shown, the differential housing 60 includes an integrally formed differential housing portion 11 and a planetary gear set housing portion. The differential housing portion 11 has a first chamber 61 for receiving the half-shaft gear 12 of the differential 10 (see...). Figures 1 to 3 The planetary gear set housing is configured as a planet carrier 23 and has a second chamber 62 for receiving the planetary gears 22 and the sun gear 21 of the planetary gear set 20 (see...). Figures 1 to 3 Preferably, the differential housing 60 further includes a locking mechanism housing portion 31 integrally formed with the differential housing 60. The locking mechanism housing portion 31 has a third chamber 63 for receiving the differential locking mechanism 30 (see [link to relevant documentation]). Figures 1 to 3 For clarity, advantageous embodiments of the differential housing 60 will also be described below in conjunction with the integrated differential assembly 100 of the present invention.

[0037] The present invention also proposes an integrated differential assembly 100. In Figure 1A schematic cross-sectional view of one embodiment of the integrated differential assembly 100 is shown. Figure 2 It shows Figure 1 A schematic cross-sectional view of the integrated differential assembly 100 taken along another cutting plane. Figure 3 It shows Figure 1 A schematic exploded perspective view of the integrated differential assembly 100.

[0038] like Figure 1 and Figure 2 As can be seen, the integrated differential assembly 100 includes a differential 10 and a planetary gear set 20. The differential 10 includes a differential housing portion 11. The planetary gear set 20 includes a sun gear 21, planetary gears 22, a planet carrier 23, and a ring gear 24. According to the present invention, the differential 10 and the planetary gear set 20 are integrated in the aforementioned differential housing 60. As described above, the planet carrier 23 forms the planetary gear set housing portion. It will be readily understood by those skilled in the art that the differential housing 60 is a single housing component with an integral structure. In other words, the differential housing portion 11 and the planet carrier 23 are integrally formed into the differential housing 60.

[0039] According to the differential housing 60 or integrated differential assembly 100 of the present invention, the planetary gear set 20 and the differential 10 can be integrated into the same single housing component, realizing an integrated arrangement of the planetary gear set 20 and the differential 10. This makes the structure of the entire transmission system more compact, especially reducing the axial space occupied, which is beneficial to the optimization of the overall vehicle layout. At the same time, the integrated structure reduces the number of parts, simplifies the assembly process, reduces assembly errors, improves the overall rigidity and coaxiality of the transmission system, and further enhances transmission efficiency and operational reliability.

[0040] exist Figures 1 to 3 In the preferred embodiment shown, the integrated differential assembly 100 further includes a differential locking mechanism 30. Preferably, the differential locking mechanism 30 has a locking mechanism housing portion 31 integrally formed with the differential housing 60. (Refer to the above text) Figure 4a and Figure 4bAs described, the locking mechanism housing portion 31 has a third chamber 63 for receiving the differential locking mechanism 30. Thus, by integrating the differential locking mechanism 30 inside the differential 10, the vehicle's off-road performance and ability to overcome obstacles in off-road mode can be effectively improved. This ensures that even in complex off-road conditions such as single-wheel slippage or insufficient road traction, the locking differential achieves balanced power transmission between the two wheels, preventing power loss and significantly enhancing the vehicle's off-road adaptability and driving stability. Furthermore, this invention further integrates the locking mechanism housing portion 31 into the differential housing 60, making the differential housing 60 an integral unit comprising the planetary carrier 23, the differential housing portion 11, and the locking mechanism housing portion 31. This forms a "three-in-one" integrated structure, making the entire transmission system layout more compact, adaptable to the limited chassis space of pure electric and hybrid vehicles, and effectively reducing the number of parts. In addition, the highly integrated structure simplifies the assembly process and reduces assembly errors.

[0041] Preferably, the differential housing 60 is integrally formed from cast iron using a casting process. This provides advantages such as low cost, high rigidity, impact resistance, vibration absorption and noise reduction, dimensional stability, and ease of manufacturing complex structures. Alternatively, the differential housing 60 can also be integrally formed from other materials. For example, the differential housing 60 can be integrally formed from aluminum alloy using high-pressure die casting.

[0042] As in Figure 4a As shown in the preferred embodiment, in the differential housing 60, a clearance groove 611 is provided in the first chamber 61 for receiving the half-shaft gear 12 of the differential 10, for mounting the planetary pin 28 (see, for example, see...). Figure 1 Therefore, when assembling the planetary gear 22 through the first chamber 61, clearance space is provided for the installation of the planetary pin 28, which facilitates the smooth passage of the planetary pin 28 and its auxiliary tools, simplifies the installation operation, improves assembly efficiency and reliability, and reduces the risk of component interference and damage during the assembly process.

[0043] exist Figure 4a and Figure 4b In a preferred embodiment, the planet carrier 23 has a cage-like structure. The cage-like structure has a planetary gear window 25. The planetary gear window 25 of the cage-like planet carrier 23 is configured to allow the planetary gear 22 to pass through so as to mesh with the outer gear ring 24. Preferably, as Figure 4aAs shown, a groove 26 is provided on the outer side of the planetary carrier 23 between the planetary gear windows 25, the groove 26 extending axially to the outer side of the differential housing portion 11. The groove 26 is provided to provide clearance for the mounting pin 13 of the differential pinion shaft of the differential 10, so that the mounting pin 13 passes through the differential housing portion 11 to securely mount the differential pinion shaft (exemplarily in…). Figure 2 (Seen in the lower region of the cross-sectional view). In this embodiment, the differential pinion shaft is implemented as a slotted shaft 14. Preferably, the bottom 261 of the groove 26 has a transition fillet. This preferred embodiment not only provides clearance for the mounting pin 13, but also effectively reduces the material usage of the planetary carrier, achieving a lightweight design; furthermore, the transition fillet at the bottom 261 of the groove 26 avoids stress concentration at the bottom 261 of the groove 26, and improves the structural strength and fatigue resistance of the planetary carrier 23.

[0044] In a preferred embodiment, the differential locking mechanism 30 is configured as an electronic differential lock. The electronic differential lock directly controls the actuator via an electronic control unit, offering advantages such as fast response, precise control, and compact structure. Preferably, the differential locking mechanism 30 includes a locking ring 32, a solenoid valve 33, and a return spring 34. The locking ring 32 is torsionalally connected to the locking mechanism housing portion 31 but is axially movable relative to the locking mechanism housing portion 31. Figure 3 As shown, when it is necessary to lock the differential 10, the electronic control unit (not shown) can operate the solenoid valve 33, causing the locking ring 32 to press against the half-shaft gear 12 of the differential 10, thereby locking the differential 10. A return spring 34 is disposed between the differential housing portion 11 and the locking ring 32, and is used to automatically unlock the differential 10 by using spring force to separate the half-shaft gear 12 from the locking ring 32 when the solenoid valve 33 is not in operation.

[0045] Figure 5 shows a schematic perspective view of one embodiment of the locking ring 32 of the differential locking mechanism 30 according to the present invention. Figure 6a A schematic perspective view (facing the differential 10) of the first side of one embodiment of the half-shaft gear 12 of the differential 10 according to the present invention is shown. Figure 6bThe figure shows a schematic perspective view of the second side (facing the differential locking mechanism 30) of the half-shaft gear 12 of the differential 10 according to an embodiment of the present invention, opposite to the first side. As can be seen from the preferred embodiment in the figure, a first axial end face tooth 121 is provided on the half-shaft gear 12 of the differential 10 (on the second side), and a second axial end face tooth 321 is provided on the surface of the locking ring 32 facing the half-shaft gear 12. The first axial end face tooth 121 and the second axial end face tooth 321 can engage with each other. Thus, when the solenoid valve 33 actuates the locking ring 32 to press against the half-shaft gear 12, the first axial end face tooth 121 and the second axial end face tooth 321 can mesh with each other, thereby achieving the locking function. Integrating the teeth for locking onto the end face of the half-shaft gear 12 of the differential 10 further reduces the number of parts, simplifies the assembly process, effectively saves axial arrangement space, improves structural compactness, and simultaneously reduces manufacturing costs and improves the reliability of the transmission system.

[0046] In another preferred embodiment, an internal toothed portion 632 is provided on the inner circumferential side of the third chamber 63 (see exemplary embodiment). Figure 4a The locking ring 32 has an external toothed portion 322 on its outer peripheral side (see example). Figure 5 The internal teeth 632 and the external teeth 322 can cooperate with each other to achieve a torsional connection between the locking ring 32 and the locking mechanism housing 31 (or differential housing 60), but allow axial movement relative to the locking mechanism housing 31. Thus, the locking ring 32 can achieve the locking function of the differential 10 through the differential housing 60. Integrating the teeth that cooperate with the locking ring 32 into the inner circumference of the third chamber 63 of the differential housing 60 effectively reduces the number of parts and improves system integration.

[0047] In a preferred embodiment (see...) Figure 1 , Figure 2 and Figure 3 The return spring 34 and the locking ring 32 are fixedly mounted in the third chamber 63 by means of an end cap 35. This reliably achieves axial limiting of the return spring 34 and the locking ring 32. The end cap 35 is fixed to the differential housing 60 by a plurality of bolts 352. Preferably, the solenoid valve 33 (e.g., by means of a retaining ring) is mounted on the outside of the end cap 35. The end cap 35 has a through opening 351 through which the operating pin 331 of the solenoid valve can pass to operate the locking ring 32 (see [link to product]). Figure 1 and Figure 3In other words, when it is necessary to lock the differential 10, the electronic control unit (not shown) can operate the solenoid valve 33, causing the operating pin 331 to push against the locking ring 32, so as to press the locking ring 32 against the half-shaft gear 12 of the differential 10 (preferably, the second axial end face tooth 321 of the locking ring 32 meshes with the first axial end face tooth 121 of the half-shaft gear 12, and the outer tooth portion 322 of the locking ring 32 meshes with the inner tooth portion 632 of the third chamber 63), thereby locking the differential 10. The solenoid valve 33 is arranged on the outside of the end cover 35, which facilitates the wiring layout and connection of the solenoid valve 33, reduces the wiring difficulty and improves the reliability of the electrical connection. With the help of the through opening 351 on the end cover 35 and the operating pin 331 that can pass through the through opening, the drive control of the locking ring 32 by the solenoid valve 33 can be realized, which not only ensures the effective transmission between the external electronic control components and the internal mechanical mechanism, but also further improves the convenience of system assembly and subsequent maintenance.

[0048] The present invention also proposes a power transmission system 200. Figure 7 A schematic cross-sectional view of one embodiment of the powertrain system 200 is shown. Figure 8 It shows Figure 7 A simplified schematic diagram of the powertrain system 200. (See attached diagram.) Figure 7 and 8 As shown, the powertrain system 200 according to the present invention includes an integrated differential assembly 100. In other words, in this powertrain system 200, the planetary gear set 20 and the differential 10 are constructed in the integrated differential assembly 100 according to the present invention.

[0049] exist Figure 7 and Figure 8 In the preferred embodiment shown, the two-speed reduction mechanism 220 includes a first gear set 221, a second gear set 222, and a shifting mechanism 223. When the shifting mechanism 223 selects the first gear G1, the output torque of the motor is transmitted to the planetary gear set 20 through the first gear set 221. This first gear G1 is suitable for providing high torque output, which can meet the power requirements of the vehicle in off-road driving and rapid acceleration conditions. When the shifting mechanism 223 selects the second gear G2, the output torque of the motor is transmitted to the planetary gear set 20 through the second gear set 222. This second gear G2 is suitable for improving transmission efficiency and economy, and is suitable for the vehicle's normal driving conditions, thus balancing the vehicle's power performance and energy consumption. Preferably, the shifting mechanism 223 is constructed as a two-way dog ​​clutch. Thus, it can achieve the advantages of rapid engagement response, high transmission stiffness, and high power transmission efficiency with a simple and compact structure, and can realize reliable gear switching and torque transmission.

[0050] In summary, according to the power transmission system 200 of the present invention, by adjusting the planetary gear set 20 from upstream to downstream in the driving force transmission path, especially by arranging it after the two-speed reduction mechanism 220 and before the differential 10, the operating speed of the planetary gear set 20 is significantly reduced, thereby effectively extending the service life of the planetary gear set 20, improving the NVH performance of the transmission system, and reducing operating noise and vibration. Furthermore, according to the differential housing 60 or integrated differential assembly 100 of the present invention, the planetary gear set 20 and the differential 10 can be integrated into the same single housing component (i.e., differential housing 60), achieving an integrated arrangement of the planetary gear set 20 and the differential 10. This makes the structure of the entire transmission system more compact, especially reducing the axial space occupied, which is beneficial for optimizing the overall vehicle layout. At the same time, the integrated structure reduces the number of parts, simplifies the assembly process, reduces assembly errors, improves the overall rigidity and coaxiality of the transmission system, and further enhances transmission efficiency and operational reliability.

[0051] It should be understood that the present invention is not limited to the above description. The present invention can be modified and changed in various ways without departing from its spirit and scope.

Claims

1. A differential housing, characterized in that, The differential housing (60) includes an integrally formed differential housing portion (11) and a planetary gear set housing portion, wherein the differential housing portion (11) has a first chamber (61) for receiving the half-shaft gear (12) of the differential (10), and the planetary gear set housing portion is constructed as a planet carrier (23) and has a second chamber (62) for receiving the planetary gears (22) and the sun gear (21) of the planetary gear set (20).

2. The differential housing according to claim 1, characterized in that, The differential housing (60) also includes a locking mechanism housing portion (31) integrally formed with the differential housing (60). The locking mechanism housing portion (31) has a third chamber (63) for receiving the differential locking mechanism (30). Preferably, an internal tooth portion (632) is provided on the inner circumferential side of the third chamber (63) for cooperating with the differential locking mechanism (30).

3. The differential housing according to claim 1 or 2, characterized in that, - The differential housing (60) is integrally formed from cast iron using a casting process, and / or - A clearance groove (611) is provided in the first chamber (61) of the half-shaft gear (12) for receiving the differential (10) for mounting the planetary pin (28).

4. The differential housing according to claim 1 or 2, characterized in that, The planetary carrier (23) has a cage structure with planetary gear windows (25). Preferably, a groove (26) is provided between the planetary gear windows on the outside of the planetary carrier. The groove (26) extends axially to the outside of the differential housing portion (11). Preferably, the bottom (261) of the groove (26) has a transition fillet.

5. An integrated differential assembly, characterized in that, The integrated differential assembly (100) includes a differential (10) and a planetary gear set (20), the differential (10) and the planetary gear set (20) being integrated in a differential housing according to any one of claims 1 to 4, preferably, the integrated differential assembly (100) includes a differential locking mechanism (30).

6. The integrated differential assembly according to claim 5, characterized in that, The differential locking mechanism (30) is configured as an electronic differential lock. Preferably, the differential locking mechanism (30) includes a locking ring (32), a solenoid valve (33), and a return spring (34).

7. The integrated differential assembly according to claim 6, characterized in that, The differential (10) has a first axial end face tooth (121) on its half-shaft gear (12), and a second axial end face tooth (321) is provided on the surface of the locking ring (32) facing the half-shaft gear (12). The first axial end face tooth (121) and the second axial end face tooth (321) can cooperate with each other; and / or An inner toothed portion (632) is provided on the inner circumferential side of the third chamber (63), and an outer toothed portion (322) is provided on the outer circumferential side of the locking ring (32). The inner toothed portion (632) and the outer toothed portion (322) can cooperate with each other.

8. The integrated differential assembly according to claim 6, characterized in that, The return spring (34) and the locking ring (32) are fixedly installed in the third chamber (63) by means of the end cap (35). Preferably, the solenoid valve (33) is installed on the outside of the end cap (35), and the end cap (35) is provided with a through opening (351). The operating pin (331) of the solenoid valve can pass through the through opening (351) to operate the locking ring (32).

9. A power transmission system, characterized in that, The power transmission system (200) includes: a system housing, a motor, a two-speed reduction mechanism (220), and an integrated differential assembly (100) according to any one of claims 5 to 8, wherein the output torque of the motor is transmitted to the two-speed reduction mechanism (220), the output torque of the two-speed reduction mechanism (220) is transmitted to the sun gear (21) of the planetary gear set (20), and the output torque of the planetary gear set (20) is transmitted to the differential (10), wherein the ring gear (24) of the planetary gear set (20) is fixedly connected to the system housing in a manner that prevents relative rotation.

10. The power transmission system according to claim 9, characterized in that, The two-speed reduction mechanism (220) includes a first gear set (221) and a second gear set (222) and a shifting mechanism (223). When the shifting mechanism (223) selects the first gear (G1), it transmits the output torque of the motor to the planetary gear set (20) through the first gear set (221). When the shifting mechanism (223) selects the second gear (G2), it transmits the output torque of the motor to the planetary gear set (20) through the second gear set (222). The shifting mechanism (223) is constructed as a two-way dog ​​clutch.

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