A multi-functional differential

Abstract

The application discloses a multifunctional differential mechanism, which comprises a motor gear shifting mechanism, an electromagnetic driving mechanism and a differential mechanism body, wherein the differential mechanism body is provided with a sliding block, a parking disc, an outer shell, an inner shell, a locking half shaft gear and an upper end tooth disc; the motor gear shifting mechanism drives the sliding block to move along the axial direction, so that the sliding block is combined with or disconnected from the parking disc or the outer shell; the electromagnetic driving mechanism drives the upper end tooth disc to move along the axial direction, so that the upper end tooth disc is combined with or disconnected from the locking half shaft gear; and the parking disc is fixed with the outer shell. The multifunctional differential mechanism is deeply composite, breaks through the technical limitation, can synchronously realize four core functions of differential, differential locking, power transmission / disconnection and parking locking, does not need to additionally add independent components, has high structural integration, has scientific and reasonable layout, is accurate and stable in switching, is high in reliability, is wide in adaptability, is strong in compatibility, is high in power transmission efficiency, is more optimal in energy consumption, is automatic in operation and is convenient to use.

Description

Technical Field

[0001] This invention relates to a multi-functional differential. Background Technology

[0002] In automotive transmission systems, the differential is a core component ensuring normal vehicle steering and power distribution. Its core function is to allow the drive wheels to generate a speed difference during cornering, preventing tire slippage and thus ensuring driving stability and smooth handling. Currently, existing technologies in the industry mainly fall into three categories: First, the traditional mechanical differential widely used in automobiles. This type of differential achieves basic differential function through a planetary gear mechanism, meeting the needs of conventional driving scenarios such as paved roads. However, in complex road conditions such as mud or axle articulation, when one wheel slips, power is preferentially transferred to the slipping wheel with the least resistance, resulting in insufficient power to the wheel with traction, making the vehicle prone to getting stuck. Furthermore, it only provides a single function of outputting different speeds at both ends, lacking adaptability to complex operating conditions. Second, differentials with differential lock functions derived from traditional differentials. These products achieve differential locking through electromagnetic drives, causing the differential housing to lock against the differential lock. The first type is a hard-connected half-shaft that can transfer all torque to the wheels with traction, thereby improving the vehicle's ability to get out of trouble. However, its use is strictly limited. Activating it on paved roads or at high speeds can lead to increased tire wear, increased steering resistance, and even affect vehicle stability. It can only achieve the differential lock function and cannot meet other needs. The second type is a differential that uses electromagnetic drive to achieve power transmission and disconnection based on the traditional differential. Its core advantage is that it can disconnect the power transmission to the non-drive axle, reducing vehicle driving resistance and fuel consumption. It is especially suitable for the energy efficiency requirements of new energy vehicles. However, it lacks the differential lock function and still faces problems of power loss and insufficient passability in complex road conditions.

[0003] As the automotive industry transforms towards electrification, intelligence, and multi-functionality, users' demands for vehicle passability, fuel economy, and handling agility are becoming increasingly diversified. Whether it's high efficiency and energy saving in urban commuting or handling complex road conditions in off-road scenarios, differentials need to have more comprehensive functional adaptability. However, in existing technologies, solutions related to differential locking and power disconnection functions simply add one extra function to a traditional differential, failing to achieve the combined use of the two functions; that is, a differential can only carry one extra function. If a vehicle needs to simultaneously possess differential locking and power disconnection capabilities, multiple independent components must be installed. This not only increases the complexity of the system structure and occupies more installation space but also leads to increased vehicle manufacturing costs and reduced transmission efficiency, making it difficult to meet the current automotive industry's development trend towards integration, lightweighting, and low cost. Therefore, there is an urgent need for a differential technology solution that can integrate multiple functions to address the above pain points. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a multi-functional differential.

[0005] A multi-functional differential includes a motor shifting mechanism, an electromagnetic drive mechanism, and a differential body. The differential body comprises a slider, a parking disc, a housing, an inner housing, a locking half-shaft gear, and an upper gear plate. The inner housing is fitted over the locking half-shaft gear. The upper gear plate is fitted inside the housing and can slide axially, and is slidably connected to the housing. The housing is fitted over the inner housing and can rotate relative to it. The parking disc and housing both cooperate with the slider. The upper gear plate cooperates with the locking half-shaft gear. The slider is detachably connected to the inner housing. The motor shifting mechanism drives the slider to move axially, thereby engaging or disengaging the slider from the parking disc or the housing. The electromagnetic drive mechanism drives the upper gear plate to move axially, thereby engaging or disengaging the upper gear plate from the locking half-shaft gear. The parking disc is fixed to the outer housing.

[0006] Preferably, the slider has fifth end teeth on both sides, the parking disc has first end teeth, one side of the fifth end teeth engages with the first end teeth, the end face of the outer shell has a second end tooth, the other side of the fifth end tooth engages with the second end tooth, one side of the upper gear disc also has a boss, the other side of the upper gear disc has a third end tooth, the inner side of the outer shell has a groove, the boss and the groove are driven and slidably connected, the half shaft tooth has a fourth end tooth, the third end tooth engages with the fourth end tooth, and the slider is located between the parking disc and the outer shell.

[0007] Preferably, the motor shifting mechanism includes a shifting motor, an output shaft, a shifting plate, a fixing block, and a shifting mechanism. The shifting motor is connected to one side of the output shaft, and the other side of the output shaft is inserted into the shifting mechanism. The upper side of the shifting plate is fixedly connected to the output shaft, and the lower side of the shifting plate is fixedly connected to the shifting mechanism. The shifting plate is sleeved on the output shaft. The shifting mechanism is rotatably connected to the fixing block, which is used to fix it to the outer housing. The shifting mechanism is sleeved on the slider and can rotate relative to it.

[0008] Preferably, the shift paddle includes an active paddle, a torsion spring, and a passive paddle. The shifting mechanism includes a pin, a shift shaft, and a shift fork. The other side of the output shaft is inserted into the shift shaft, allowing the output shaft and the shift shaft to rotate relative to each other. The torsion spring is located between the active paddle and the passive paddle, and both the active and passive paddles are in contact with the torsion spring. The active paddle and the torsion spring are sleeved on the output shaft, and the active paddle is fixedly connected to the output shaft. The passive paddle is sleeved on the shift shaft and fixedly connected. The shift shaft is rotatably connected to a fixed block. The pin passes through the shift shaft and is interference-fitted. One end of the shift fork is sleeved on the outside of the shift shaft, and one end of the shift fork has a circumferential raceway. The pin is embedded in the circumferential raceway and can slide along the circumferential raceway. The other end of the shift fork is sleeved on a slider and fixed to it.

[0009] Preferably, the pin passes laterally through the shift shaft, and the circumferential raceway is an inclined spiral raceway.

[0010] Preferably, the other end of the shift fork is provided with a shift fork, and the outer wall of the slider is provided with an annular groove, and the shift fork cooperates with the annular groove and is rotatably connected.

[0011] Preferably, the electromagnetic drive mechanism includes an outer push ring, an electromagnetic coil, an inner push ring, an upper gear plate, a return spring, and a half-shaft gear body. The differential body also includes a planetary gear. The inner side of the slider has a petal structure, and the inner housing has a petal groove. The petal structure mates with the petal groove. The electromagnetic coil is fixed to the outer housing to generate a magnetic field. The inner push ring is fitted onto the outer housing. The electromagnetic coil and the outer push ring are both fitted onto the outer side of the inner push ring. The outer push ring is located above the electromagnetic coil. The inner push ring has a protruding end. The planetary gear is located between the locking half-shaft gear and the half-shaft gear body. Both the locking half-shaft gear and the half-shaft gear body are connected to the planetary gear for transmission. The inner side of the upper gear plate has a mounting groove, and the protruding end is inserted into the mounting groove. The return spring is fitted onto the locking half-shaft gear, and the upper gear plate is fitted onto the return spring.

[0012] Preferably, a thrust bearing is also included, which is installed between the two end faces of the outer shell and the inner shell.

[0013] Preferably, the planetary gears are located inside the inner housing.

[0014] Preferably, the outer ring of the push ring is made of magnetic material, and the inner ring of the push ring is made of non-magnetic material, and the outer ring of the push ring and the electromagnetic coil form a closed magnetic field circuit.

[0015] The beneficial effects of this invention are as follows:

[0016] 1. Multifunctional and deeply integrated, breaking through technical limitations: Compared with the current situation where traditional differentials can only realize differential movement and derivative products can only add differential lock or power disconnection functions, this invention can realize four core functions simultaneously, differential movement, differential lock, power transmission / disconnection, and parking lock, through the combination control of motor drive and electromagnetic drive. No additional independent components are required, which can meet the needs of vehicles in various scenarios such as flat roads, complex road conditions, and parking, and greatly improve driving adaptability and functionality.

[0017] 2. High structural integration and scientific and reasonable layout: The design adopts an outer shell and an inner shell to carry the electromagnetic drive part and the motor drive part respectively. The core components such as the shift motor, electromagnetic coil, and end gear plate are compactly integrated with the differential body, which avoids interference between multiple parts and saves installation space. Compared with the traditional multi-part combination scheme, it can reduce the occupied volume by more than 30%, reduce the overall vehicle manufacturing cost and assembly complexity.

[0018] 3. Precise and stable switching with high reliability: The motor shifting section achieves gear switching and self-locking in one through circumferential raceway design and torsion spring elastic drive, avoiding gear slippage; the electromagnetic drive section relies on the stable electromagnetic force generated by the closed magnetic circuit to drive the end teeth to engage, and with the return spring, it achieves automatic reset when power is off. The switching response time is ≤0.3 seconds, and the end tooth engagement surface is made of wear-resistant material, which increases the service life by more than 50% compared with the traditional electromagnetic drive structure and significantly reduces the failure rate.

[0019] 4. Wide adaptability and strong compatibility: It can be directly applied to various models such as traditional fuel vehicles and new energy vehicles (pure electric and hybrid) without major modifications to the original vehicle transmission system. It is also compatible with different specifications of half-shaft gears and power transmission systems, reducing the adaptation and modification costs for car manufacturers. The applicable scope covers multiple types of vehicles such as passenger cars and commercial vehicles.

[0020] 5. Highly efficient power transmission and better energy consumption: The end-tooth combined power transmission design reduces friction loss during power transmission, with a power transmission efficiency of ≥95%; in the context of new energy vehicles, the power disconnect function can cut off the drag resistance of the non-drive axle, saving 5%-8% of electricity per 100 kilometers and increasing the driving range; the differential lock function can evenly distribute power to both wheels in complex road conditions, improving vehicle passability.

[0021] 6. Automated operation and convenient use: Through the coordinated electronic control of the motor and electromagnetic coil, function switching can be completed without manual intervention, which is compatible with the vehicle's autonomous driving and intelligent control system, reducing the difficulty of driver operation; at the same time, the gear shifting logic is clear and can be precisely controlled through the vehicle control system to meet the needs of rapid response under different driving conditions. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the exploded structure of the present invention;

[0023] Figure 2 This is a cross-sectional view of the present invention;

[0024] Figure 3 A three-dimensional structural diagram of the motor shifting mechanism;

[0025] Figure 4 This is a schematic diagram of the structure of the present invention;

[0026] Figure 5 This is a schematic diagram of the slider's structure;

[0027] Figure 6 This is a schematic diagram of the parking brake panel.

[0028] Figure 7 This is a schematic diagram of the locking half-shaft gear;

[0029] Figure 8 This is a schematic diagram of the inner shell structure;

[0030] Figure 9 This is a schematic diagram of the outer shell structure;

[0031] Figure 10 This is a schematic diagram of the upper gear disc.

[0032] Figure 11 This is a schematic diagram of the structure between the locking half-shaft gear and the upper gear plate.

[0033] Figure 12 This is a schematic diagram of the structure between the planetary gear, the stop axle gear, and the axle gear body.

[0034] Figure 13 This is a schematic diagram of the structure between the outer ring of the pusher ring, the electromagnetic coil, and the inner ring of the pusher ring.

[0035] Figure 14 This is a schematic diagram of the return spring. Detailed Implementation

[0036] The technical solution of the present invention will be further described below with reference to the accompanying drawings:

[0037] like Figure 1 , Figure 2As shown, a multi-functional differential includes a motor shifting mechanism, an electromagnetic drive mechanism, and a differential body. The differential body includes a slider 16, a parking disc 17, a housing 31, an inner housing 32, a locking half-shaft gear 34, and an upper gear 24. The inner housing 32 is fitted outside the locking half-shaft gear 34. The upper gear 24 is fitted inside the housing 31 and can slide axially, and is slidably connected to the housing 31. The housing 31 is fitted outside the inner housing 32 and can rotate relative to it. The parking disc... 17. The outer shell 31 is engaged with the slider 16. The upper gear 24 is engaged with the locking half-shaft gear 34. The slider 16 is detachably connected to the inner shell 32. The motor shifting mechanism drives the slider 16 to move axially, thereby engaging or disengaging the slider 16 with the parking disc 17 or the outer shell 31. The electromagnetic drive mechanism drives the upper gear 24 to move axially, thereby engaging or disengaging the upper gear 24 with the locking half-shaft gear 34. The parking disc 17 is fixed to the outer shell.

[0038] like Figures 4 to 12 As shown, the slider 16 has fifth end teeth 162 on both sides, the parking disc 17 has first end teeth 171, one side of the fifth end teeth 162 and the first end teeth 171 are engaged, the end face of the outer shell 31 has a second end tooth 311, the other side of the fifth end teeth 162 and the second end tooth 311 are engaged, one side of the upper gear disc 24 also has a boss 242, the other side of the upper gear disc 24 has a third end tooth 241, the inner side of the outer shell 31 has a groove 312, the boss 242 and the groove 312 are engaged in transmission and sliding connection, the half shaft tooth 34 has a fourth end tooth 341, the third end tooth 241 and the fourth end tooth 341 are engaged, and the slider 16 is located between the parking disc 17 and the outer shell 31.

[0039] like Figure 2 , Figure 3 As shown, the motor shifting mechanism includes a shifting motor 11, an output shaft 12, a shifting plate 13, a fixing block 14, and a shifting mechanism 15. The shifting motor 11 is connected to one side of the output shaft 12, and the other side of the output shaft 12 is inserted into the shifting mechanism 15. The upper side of the shifting plate 13 is fixedly connected to the output shaft 12, and the lower side of the shifting plate 13 is fixedly connected to the shifting mechanism 15. The shifting plate 13 is sleeved on the output shaft 12. The shifting mechanism 15 is rotatably connected to the fixing block 14. The fixing block 14 is used to fix it to the outer housing. The shifting mechanism 15 is sleeved on the slider 16 and can rotate relative to it.

[0040] like Figure 3As shown, the shift paddle 13 is equipped with an active paddle 131, a torsion spring 132, and a passive paddle 133. The shift mechanism 15 includes a pin 151, a shift shaft 152, and a shift fork 153. The other side of the output shaft 12 is inserted into the shift shaft 152, allowing the output shaft 12 and the shift shaft 152 to rotate relative to each other. The torsion spring 132 is located between the active paddle 131 and the passive paddle 133. Both the active paddle 131 and the passive paddle 133 are in contact with the torsion spring 132. The active paddle 131 and the torsion spring 132 are sleeved on the output shaft 12, and the… The active paddle 131 is fixedly connected to the output shaft 12. The passive paddle 133 is sleeved on and fixedly connected to the shift shaft 152. The shift shaft 152 is rotatably connected to the fixed block 14. The pin 151 passes through the shift shaft 152 and is interference-fitted. One end of the shift fork 153 is sleeved on the outside of the shift shaft 152. One end of the shift fork 153 is provided with a circumferential raceway 154. The pin 151 is embedded in the circumferential raceway 154 and can slide along the circumferential raceway 154. The other end of the shift fork 153 is sleeved on the slider 16 and fixed to it. The pin 151 passes laterally through the shift shaft 152. The circumferential raceway 154 is an inclined spiral raceway.

[0041] like Figures 3 to 5 As shown, the other end of the shift fork 153 is provided with a shift fork 1531, and the outer wall of the slider 16 is provided with an annular groove 161. The shift fork 1531 cooperates with the annular groove 161 and is rotatably connected.

[0042] like Figures 1 to 14 As shown, the electromagnetic drive mechanism includes an outer push ring 21, an electromagnetic coil 22, an inner push ring 23, an upper gear 24, a return spring 25, and a half-shaft gear body 66. The differential body also has a planetary gear 88. The inner side of the slider 16 has a petal structure 163, and the inner housing 32 has a petal groove 321. The petal structure 163 cooperates with the petal groove 321. The electromagnetic coil 22 is fixed to the outer housing to generate a magnetic field. The inner push ring 23 is sleeved on the outer housing 31. The electromagnetic coil 22 and the outer push ring 21 are all... The outer ring 21 of the push ring is located above the electromagnetic coil 22 and is fitted around the outer side of the inner ring 23 of the push ring. The inner ring 23 of the push ring has a protruding end 231. The planetary gear 88 is located between the locking half-shaft gear 34 and the half-shaft gear body 66. Both the locking half-shaft gear 34 and the half-shaft gear body 66 are connected to the planetary gear 88 for transmission. The inner side of the upper gear disk 24 has a mounting groove 77, and the protruding end 231 is inserted into the mounting groove 77. The return spring 25 is fitted on the locking half-shaft gear 34, and the upper gear disk 24 is fitted on the return spring 25.

[0043] like Figures 1 to 14As shown, it also includes a thrust bearing 33, which is installed between the two end faces of the outer shell 31 and the inner shell 32. The planetary gear 88 is located inside the inner shell 32. The outer ring 21 of the thrust ring is made of magnetic material, and the inner ring 23 of the thrust ring is made of non-magnetic material. The outer ring 21 of the thrust ring and the electromagnetic coil 22 form a closed magnetic field circuit.

[0044] Working principle:

[0045] Basic differential function is achieved as follows: In the differential body, the planetary gear is located between the locking half-shaft gear and the half-shaft gear body, and both of them are driven by the planetary gear; the outer shell and the inner shell are fitted together and can rotate relative to each other, and the thrust bearing ensures that the two rotate smoothly. Under normal working conditions, the different speed difference between the two output shafts is achieved through the rotation and revolution of the planetary gear, thus completing the basic differential function.

[0046] The functional switching logic of the motor shifting mechanism is as follows: After the shifting motor starts, it drives the output shaft to rotate. The active shifter, which is fixed to the output shaft, rotates synchronously, transmitting torque to the passive shifter through a torsion spring, thereby driving the shifting shaft to rotate. The pin on the shifting shaft is embedded in the inclined spiral raceway of the shifting fork and slides along the raceway as the shifting shaft rotates, driving the shifting fork to move axially. The shifting fork, through the engagement of the shifting fork and the annular groove of the slider, pushes the slider to move axially, so that the fifth end teeth on both sides of the slider selectively engage with the first end teeth of the parking disc (to lock the inner housing, i.e., the parking function) and the second end teeth of the outer housing (to achieve synchronous rotation of the inner and outer housings, i.e., power transmission), or is in the intermediate gear position (the inner and outer housings rotate relative to each other, i.e., power is disconnected). At the same time, the slider, through the inner petal structure, engages with the petal groove of the inner housing to ensure stable power transmission between the slider and the inner housing.

[0047] The differential lock switching logic of the electromagnetic drive mechanism is as follows: When the electromagnetic coil is energized, it forms a closed magnetic circuit with the outer ring of the push ring made of magnetic material, generating electromagnetic force to push the outer ring of the push ring to move axially, thereby driving the inner ring of the push ring (non-magnetic material) and the upper gear plate to move synchronously; the upper gear plate rotates synchronously with the outer shell through the transmission cooperation between the boss and the groove of the outer shell, and the third end tooth on one side engages with the fourth end tooth of the locking half shaft gear, so that the locking half shaft gear is fixed to the differential housing and cannot rotate relative to it, thus realizing differential lock; after the electromagnetic coil is de-energized, the electromagnetic force disappears, the return spring pushes the upper gear plate to return to its axial position, the third end tooth and the fourth end tooth disengage, the locking half shaft gear resumes relative rotation with the housing, and the differential function is reset.

[0048] Multifunctional composite logic: By combining the gear switching of the motor shifting mechanism (parking / power transmission / power disconnection) with the state switching of the electromagnetic drive mechanism (differential lock / normal differential), it can achieve functional adaptation under multiple working conditions and meet the needs of different driving scenarios.

[0049] The core of the multi-functional composite logic of this invention is the precise coordination of the three gear states of the motor shifting mechanism and the two working states of the electromagnetic drive mechanism. Through six core combination modes, it achieves full-scenario coverage of differential speed, differential lock, power transmission, power disconnection, and parking lock. Each combination corresponds to specific component actions and working condition adaptations, as detailed below:

[0050] I. Three basic gear positions of the motor shifting mechanism (core switching logic)

[0051] Parking position: The shift motor drives the slider to rotate, so that the 162 end teeth on both sides of the slider are fully engaged with the 171 end teeth of the parking disc; at this time, the inner housing is locked to the fixed parking disc by the slider and cannot rotate, thus completing the parking fixation.

[0052] Power transmission gear: The shift motor drives the slider in the reverse direction, so that the 162 end tooth meshes with the 311 end tooth of the outer shell; at this time, the outer shell and the inner shell are rigidly connected through the slider, and the two transmit speed and torque synchronously, and the power is transmitted without loss.

[0053] Power disconnect position: The shift motor is stopped in the middle position, and the 162 end tooth of the slider is neither engaged with the 171 end tooth nor the 311 end tooth; at this time, the outer shell and the inner shell can rotate freely relative to each other, and the non-drive side power link is disconnected.

[0054] II. Two working states of the electromagnetic drive mechanism (differential lock switching)

[0055] Differential lock state: When the electromagnetic coil is energized, it forms a closed magnetic circuit with the outer ring of the push ring, generating electromagnetic force to push the outer ring of the push ring, the inner ring of the push ring, and the end gear plate to move axially. The power of the slider 16 comes from the difference in wheel speed, so that the 241 end tooth of the end gear plate meshes with the 341 end tooth of the half shaft gear. At this time, the half shaft gear is fixed to the differential housing and cannot rotate relative to it, and the speed of the output shafts on both sides is forced to be the same.

[0056] Normal differential state: When the electromagnetic coil is de-energized, the electromagnetic force disappears, the return spring pushes the end gear plate to reset, and the 241 end gear and the 341 end gear are disconnected; at this time, the half shaft gear can achieve rotation and revolution through the planetary gear, and the output shafts on both sides can generate a speed difference to complete the basic differential function.

[0057] III. Six core composite function combinations (detailed logic and operating condition adaptation)

[0058] 1. Basic differential mode (power transmission gear + normal differential state)

[0059] Component action: The end tooth of slider 162 engages with the end tooth of outer shell 311 (inner and outer shells synchronize), and the electromagnetic coil is de-energized (end tooth 241 and end tooth 341 disconnect).

[0060] Functionality: When the differential body is working normally, the planetary gear drives the half-shaft gears on both sides to generate a speed difference, which is suitable for scenarios such as vehicle turning and driving on flat roads, solving the basic needs that traditional differentials can only achieve.

[0061] Advantages: Highly efficient power transmission and smooth speed difference adjustment, meeting the core needs of daily driving.

[0062] 2. Differential lock + power transmission mode (power transmission gear + differential lock status)

[0063] Component action: The teeth at end 162 of the slider mesh with the teeth at end 311 (inner and outer shells synchronize), and the electromagnetic coil is energized (the teeth at end 241 mesh with the teeth at end 341).

[0064] Functionality: Not only does the inner and outer shell transmit power synchronously, but the half-shaft gears on both sides are also forcibly locked, resulting in no speed difference output; at this time, the vehicle obtains maximum traction and can easily get out of trouble.

[0065] Applicable working conditions: muddy roads, uphill roads, icy roads and other low-adhesion road surfaces, solving the problem that traditional differential lock differentials cannot simultaneously ensure the stability of power transmission.

[0066] 3. Power off + normal differential mode (power off gear + normal differential state)

[0067] Component action: The slider is in the middle position (inner and outer shells are separated), and the electromagnetic coil is de-energized (normal differential speed).

[0068] Functionality: The outer and inner housings on the non-drive side can rotate freely without drag resistance, while retaining the differential's speed difference adjustment capability; suitable for scenarios such as high-speed cruising and single-axle drive.

[0069] Advantages: Significantly reduces driving resistance; new energy vehicles can save 5%-8% of electricity, increase driving range, and solve the defect that traditional power vehicles cannot achieve differential adjustment when the differential is disconnected.

[0070] 4. Power Disconnect + Differential Lock Mode (Power Disconnect Gear + Differential Lock Status)

[0071] Component action: The slider is in the middle position (inner and outer shells are separated), and the electromagnetic coil is energized (half-shaft gear is locked).

[0072] Functionality: When power is disconnected, the differential retains its differential adjustment capability (gear can be quickly switched if temporary movement is required).

[0073] Advantages: As an important gear for shifting and speed adjustment, it reduces the impact of shifting and improves the smoothness of shifting while taking into account the energy saving of power disconnection.

[0074] 5. Parking lock + normal differential mode (parking gear + normal differential state)

[0075] Component action: The teeth at end 162 of the slider engage with the teeth at end 171 of the parking disc (inner housing locked), and the electromagnetic coil is de-energized (normal differential).

[0076] Functionality: The inner housing is fixed by the parking disc, preventing the vehicle from moving (parking function), while the differential body retains differential adjustment capability (the gear can be quickly switched if temporary movement is required).

[0077] Applicable working conditions: Scenarios such as long-term vehicle parking and slope parking, solving the space occupation problem of traditional parking mechanisms and differentials being set up independently.

[0078] 6. Parking lock + differential lock mode (parking gear + differential lock status)

[0079] Component action: The teeth at end 162 of the slider mesh with the teeth at end 171 (locking the inner housing), and the electromagnetic coil is energized (locking the half-shaft gear).

[0080] Functionality: The inner housing is fixed by the parking disc, and the planetary gears can only rotate on their own axis. As one side of the vehicle rotates, the other side's wheels will rotate in the opposite direction synchronously.

[0081] Advantages: When you need to make a U-turn on a narrow road or adjust the vehicle in a small space, you can flexibly adjust the vehicle's direction.

[0082] IV. Core Advantages of Composite Logic

[0083] Full-scenario coverage: The 6 combination modes cover all vehicle driving and parking scenarios, including daily driving, getting out of trouble, energy-saving cruise, and parking, without the need for additional independent components.

[0084] The switching logic is clear: through the binary control of "motor shifting (3 gears) + electromagnetic control (2 states)," it can be precisely controlled by the vehicle ECU, with a fast response speed (switching time ≤ 0.5 seconds).

[0085] Highly efficient and coordinated structure: The outer shell and inner shell each support two sets of drive mechanisms. The realization of composite functions does not require modification of the core structure. It is accomplished only through the combination of component engagement / disengagement, resulting in high reliability.

[0086] Breaking through technological limitations: Completely solving the defects of existing technologies in "single function superposition", realizing a deep integration of "differential + locking + power control + parking", with one differential replacing the functions of multiple independent components.

[0087] It should be noted that the above examples are merely one specific embodiment of the present invention. Obviously, the present invention is not limited to the above embodiments and many variations are possible. In short, all variations that can be directly derived or conceived by those skilled in the art from the content disclosed in this invention should be considered within the scope of protection of this invention.

Claims

1. A multi-functional differential, characterized in that, The differential includes a motor shifting mechanism, an electromagnetic drive mechanism, and a differential body. The differential body is provided with a slider (16), a parking disc (17), a housing (31), an inner housing (32), a locking half-shaft gear (34), and an upper gear plate (24). The inner housing (32) is fitted outside the locking half-shaft gear (34). The upper gear plate (24) is fitted inside the housing (31) and can slide axially, and is slidably connected to the housing (31). The housing (31) is fitted outside the inner housing (32) and can rotate relative to it. The parking disc (17) and the housing... (31) All are in cooperation with the slider (16), the upper gear plate (24) is in cooperation with the locking half shaft gear (34), the slider (16) is detachably connected to the inner shell (32), the motor shifting mechanism drives the slider (16) to move axially, so that the slider (16) is engaged or disengaged from the parking plate (17) or the outer shell (31), the electromagnetic drive mechanism drives the upper gear plate (24) to move axially, so that the upper gear plate (24) is engaged or disengaged from the locking half shaft gear (34), and the parking plate (17) is fixed to the outer shell.

2. According to claim 1, a multi-functional differential is provided with fifth end teeth (162) on both sides of the slider (16), and a first end tooth (171) on the parking disc (17), wherein the fifth end tooth (162) on one side cooperates with the first end tooth (171), a second end tooth (311) is provided on the end face of the outer shell (31), and the fifth end tooth (162) on the other side cooperates with the second end tooth (311), and a third end tooth (311) is provided on one side of the upper gear disc (24). There is a boss (242), and a third end tooth (241) is provided on the other side of the upper gear plate (24). A groove (312) is provided on the inner side of the outer shell (31). The boss (242) and the groove (312) are in a transmission engagement and sliding connection. The half shaft tooth (34) is provided with a fourth end tooth (341). The third end tooth (241) and the fourth end tooth (341) are engaged. The slider (16) is located between the parking plate (17) and the outer shell (31).

3. The multi-functional differential according to claim 2, characterized in that, The motor shifting mechanism includes a shifting motor (11), an output shaft (12), a shifting plate (13), a fixing block (14), and a shifting mechanism (15). The shifting motor (11) is connected to one side of the output shaft (12), and the other side of the output shaft (12) is inserted into the shifting mechanism (15). The upper side of the shifting plate (13) is fixedly connected to the output shaft (12), and the lower side of the shifting plate (13) is fixedly connected to the shifting mechanism (15). The shifting plate (13) is sleeved on the output shaft (12). The shifting mechanism (15) is rotatably connected to the fixing block (14). The fixing block (14) is used to fix it to the outer shell. The shifting mechanism (15) is sleeved on the slider (16) and can rotate relative to it.

4. A multi-functional differential according to claim 3, characterized in that, The shift plate (13) is provided with an active paddle (131), a torsion spring (132), and a passive paddle (133). The shift mechanism (15) includes a pin (151), a shift shaft (152), and a shift fork (153). The other side of the output shaft (12) is inserted into the shift shaft (152), so that the output shaft (12) and the shift shaft (152) can rotate relative to each other. The torsion spring (132) is located between the active paddle (131) and the passive paddle (133). Both the active paddle (131) and the passive paddle (133) are in contact with the torsion spring (132). The active paddle (131) and the torsion spring (132) are sleeved on the output shaft (12). The active paddle (131) is fixedly connected to the output shaft (12), the passive paddle (133) is sleeved on the shift shaft (152) and fixedly connected, the shift shaft (152) is rotatably connected to the fixed block (14), the pin (151) passes through the shift shaft (152) and is interference-fitted, one end of the shift fork (153) is sleeved on the outside of the shift shaft (152), one end of the shift fork (153) is provided with a circumferential raceway (154), the pin (151) is embedded in the circumferential raceway (154) and can slide along the circumferential raceway (154), and the other end of the shift fork (153) is sleeved on the slider (16) and fixed to each other.

5. A multi-functional differential according to claim 4, characterized in that, The pin (151) passes laterally through the shift shaft (152), and the circumferential raceway (154) is an inclined spiral raceway.

6. A multi-functional differential according to claim 5, characterized in that, The other end of the shift fork (153) is provided with a shift fork (1531), and the middle of the outer wall of the slider (16) is provided with an annular groove (161). The shift fork (1531) cooperates with the annular groove (161) and is rotatably connected.

7. A multi-functional differential according to claim 6, characterized in that, The electromagnetic drive mechanism includes an outer push ring (21), an electromagnetic coil (22), an inner push ring (23), an upper gear plate (24), a return spring (25), and a half-shaft gear body (66). The differential body is also provided with a planetary gear (88). The inner side of the slider (16) is provided with a petal structure (163). The inner housing (32) is provided with a petal groove (321). The petal structure (163) cooperates with the petal groove (321). The electromagnetic coil (22) is fixed to the outer housing and is used to generate a magnetic field. The inner push ring (23) is sleeved on the outer housing (31). The electromagnetic coil (22) and the outer push ring (21) are both sleeved on the outer housing. Outside the inner ring (23) of the push ring, the outer ring (21) of the push ring is located above the electromagnetic coil (22). The inner ring (23) of the push ring is provided with a protruding end (231). The planetary gear (88) is located between the locking half-shaft gear (34) and the half-shaft gear body (66). The locking half-shaft gear (34) and the half-shaft gear body (66) are both connected to the planetary gear (88) for transmission. The inner side of the upper gear plate (24) is provided with a mounting groove (77). The protruding end (231) is inserted into the mounting groove (77). The return spring (25) is sleeved on the locking half-shaft gear (34). The upper gear plate (24) is sleeved on the return spring (25).

8. A multi-functional differential according to claim 7, characterized in that, It also includes a thrust bearing (33), which is installed between the two end faces of the outer shell (31) and the inner shell (32).

9. A multi-functional differential according to claim 8, characterized in that, The planetary gear (88) is located inside the inner housing (32).

10. A multi-functional differential according to claim 7, characterized in that, The outer ring (21) of the push ring is made of magnetic material, and the inner ring (23) of the push ring is made of non-magnetic material. The outer ring (21) of the push ring and the electromagnetic coil (22) form a closed magnetic field loop.

Images