A gear cover assembly, a differential locking structure and a control method

Abstract

The present application relates to the technical field of vehicles, and provides a gear sleeve assembly, a differential locking structure and a control method; the differential locking structure comprises a gear sleeve assembly, a driving cylinder, a shift fork shaft and a shift fork; the telescopic end of the driving cylinder is provided with the end part of the shift fork shaft; the shift fork shaft is slidingly connected to a reducer housing, and a return spring is sleeved on the outer periphery of the shift fork shaft; the shift fork is fixed to the shift fork shaft, and one side of the shift fork is clamped to the outside of a sliding mesh sleeve; the sliding mesh sleeve is sleeved on the outer periphery of a first output half shaft and can slide along the first output half shaft; a fixed mesh sleeve is connected to the differential housing through a second spline; and the narrow end of a first sector meshing tooth and a second sector meshing tooth is arranged inward, and the wide end is arranged outward. The present application solves the technical problems of poor passability of the prior art vehicle and large friction loss of the electric control system.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a gear sleeve assembly, a differential locking structure, and a control method. Background Technology

[0002] Currently, the mainstream differential locking devices on the market are mainly divided into two categories: rigid locking devices with toothed sleeves and flexible locking devices with friction plates. Traditional toothed sleeve locking devices rely on a purely mechanical structure to achieve rigid engagement and locking between the differential housing and the half-shaft gears. While simple in structure and highly efficient in transmission, they require manual operation to move the shift fork to achieve axial sliding engagement and disengagement of the toothed sleeve. They cannot automatically perform locking or unlocking actions based on wheel speed. When wheel slippage or abnormal wheel speed occurs during vehicle operation, the driver must manually trigger the locking mechanism, resulting in significant operational lag and a high risk of missing the optimal time for escape. Furthermore, disengagement requires manual reverse operation, indicating low adaptability and intelligence. Secondly, traditional friction plate locking devices achieve differential speed limitation through the friction between the friction plates, achieving a certain degree of flexible transmission. However, they suffer from poor locking precision and cannot achieve complete rigid locking, making slippage difficult to avoid. They also rely on hydraulic and electronic control systems, resulting in complex structures, numerous parts, high maintenance costs, and long-term wear of the friction plates leading to continuous degradation of locking performance. Summary of the Invention

[0003] The purpose of this invention is to provide a differential locking structure and control method, solving the technical problems of poor vehicle passability and high frictional loss in the electronic control system in existing technologies. The specific solution is as follows:

[0004] A gear sleeve assembly includes: a sliding engagement sleeve and a fixed engagement sleeve;

[0005] The sliding engagement sleeve has a first through hole at its center; the inner wall of the first through hole has a first spline; one end of the sliding engagement sleeve has a plurality of first sector-shaped engagement teeth evenly distributed, and correspondingly, the corresponding end of the fixed engagement sleeve has a plurality of second sector-shaped engagement teeth that engage with the first sector-shaped engagement teeth; the second through hole of the fixed engagement sleeve has a second spline inside; the longitudinal cross-sectional shape of both the first sector-shaped engagement teeth and the second sector-shaped engagement teeth is an inverted U-shaped structure.

[0006] The second sector-shaped meshing tooth has transition arcs on both sides of its top.

[0007] A differential locking structure includes: the gear sleeve assembly, a drive cylinder, a shift fork shaft, and a shift fork;

[0008] The telescopic end of the drive cylinder is provided corresponding to the end of the shift fork shaft; the shift fork shaft is slidably connected to the reducer housing, and a return spring is sleeved on the outer periphery of the shift fork shaft;

[0009] The shift fork is fixed on the shift fork shaft, and one side of the shift fork is engaged with the outside of the sliding engagement sleeve; the sliding engagement sleeve is sleeved on the outer periphery of the first output half shaft and can slide along the first output half shaft; the fixed engagement sleeve is connected to the differential housing through the second spline.

[0010] The narrow ends of the first sector-shaped meshing teeth and the large ends of the second sector-shaped meshing teeth are arranged inward and outward.

[0011] Optionally, the side pressure angles of the first sector meshing tooth and the second sector meshing tooth are the same, and both are determined based on the friction coefficient, tooth root strength and slip rate of the drive wheel; and the side pressure angle is negative, with the absolute value of the angle being less than the first threshold.

[0012] Optionally, when the sliding engagement sleeve engages with the fixed engagement sleeve under the push of the shift fork, and the lateral contact pressure between the first sector engagement tooth and the second sector engagement tooth is ≥ a set threshold, the drive cylinder is turned off, and the engagement state between the sliding engagement sleeve and the fixed engagement sleeve is maintained by the lateral contact pressure between the first sector engagement tooth and the second sector engagement tooth.

[0013] A differential assembly, including the aforementioned differential locking structure.

[0014] A method for controlling a differential locking structure includes the following steps:

[0015] S1: Real-time acquisition of the vehicle's operating status; wherein the operating status includes at least: slippage state and normal state;

[0016] S2: If the vehicle is detected to be in a slipping state, the preset control strategy is triggered;

[0017] S3: Based on a preset control strategy, control the operation of the differential lock structure to adjust the vehicle's slippage state to a normal state.

[0018] Optionally, in step S2, if the vehicle's operating state is detected to be slipping, a preset control strategy is triggered, specifically including:

[0019] S201: When the speed difference between the sliding engagement sleeve and the fixed engagement sleeve falls within the first speed range, the vehicle's operating state is determined to be slipping.

[0020] S202: Trigger a preset control strategy based on the slippage state.

[0021] Optionally, S3: Based on a preset control strategy, control the operation of the differential lock structure to adjust the vehicle's slippage state to a normal state, specifically including:

[0022] S301: When the vehicle is slipping, activate the drive cylinder;

[0023] S302: Drive the sliding engagement sleeve to slide along the outer circumference of the first output half shaft by driving the cylinder; wherein, during the sliding process, the first sector-shaped engagement tooth of the sliding engagement sleeve slides along the top transition arc of the second sector-shaped engagement tooth of the fixed engagement sleeve;

[0024] S303: When the extension end of the drive cylinder moves to the preset position, the drive cylinder is closed. At this time, the first sector meshing tooth and the second sector meshing tooth are fully engaged, and the sliding meshing sleeve and the fixed meshing sleeve are maintained by the side contact pressure of the first sector meshing tooth and the second sector meshing tooth. During the engagement process, when the first sector meshing tooth slides to the first preset point of the top transition arc of the second sector meshing tooth, it slides into the tooth groove between the second sector meshing teeth in a preset parabola. During the sliding process, there is a gap between the top transition arcs of the first sector meshing tooth and the top transition arcs of the second sector meshing tooth.

[0025] S304: When the vehicle's slipping state switches to the normal state, the lateral contact pressure between the first sector meshing tooth and the second sector meshing tooth is less than a set threshold, so that the first sector meshing tooth and the second sector meshing tooth switch from the meshing state to the disengaged state.

[0026] During the separation process, the side of the first sector-shaped meshing tooth contacts the side of the second sector-shaped meshing tooth at a second preset point, and at the second preset point, the first sector-shaped meshing tooth slides out of the tooth groove between the second sector-shaped meshing teeth along the top transition arc of one side of the second sector-shaped meshing tooth.

[0027] A differential locking structure control system, comprising:

[0028] The acquisition unit is configured to acquire the vehicle's operating status in real time; wherein the operating status includes at least: slipping state and normal state;

[0029] The strategy unit is configured to trigger a preset control strategy if the vehicle's operating state is detected to be slipping.

[0030] The execution unit is configured to control the operation of the differential lock structure based on a preset control strategy, so that the vehicle's slippage state is adjusted to a normal state.

[0031] A vehicle including the system described above.

[0032] The above solution achieves the following beneficial technical effects:

[0033] This invention provides a gear sleeve assembly, a differential locking structure, and a control method. A spline structure enables circumferential transmission between the sliding engagement sleeve, the fixed engagement sleeve, and corresponding components, resulting in high transmission efficiency. The use of spaced-out fan-shaped engagement teeth enhances load-bearing capacity. The inverted U-shaped fan-shaped engagement tooth structure creates a negative pressure angle between the side pressure angles of the first and second fan-shaped engagement teeth. During operation, the tooth surface compression force of the fan-shaped engagement teeth creates an axial self-locking effect, achieving stable locking without continuous external force and improving vehicle passability. When operating conditions return to normal, the self-locking can be automatically released, reducing operating noise and wear, and lowering energy consumption. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a sliding engagement sleeve according to an embodiment of the present invention;

[0035] Figure 2 This is a longitudinal cross-sectional schematic diagram of the first sector-shaped meshing tooth according to an embodiment of the present invention.

[0036] Figure 3 This is a schematic diagram of a fixed engagement sleeve according to an embodiment of the present invention;

[0037] Figure 4 This is a cross-sectional schematic diagram of a differential locking structure according to an embodiment of the present invention;

[0038] Figure 5 The process of engagement and disengagement between the sliding engagement sleeve and the fixed engagement sleeve is shown in one embodiment of the present invention; wherein (a) and (b) are sequence diagrams of the engagement process; and (c) and (d) are sequence diagrams of the disengagement process.

[0039] In the picture:

[0040] 1. Sliding engagement sleeve, 2. First sector engagement tooth, 3. Fixed engagement sleeve, 4. Second sector engagement tooth, 5. Drive cylinder, 6. Shift fork shaft, 7. Shift fork, 8. Return spring, 9. Reducer housing, 10. First output half shaft. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the following description will be provided in conjunction with the appendix. Figures 1-5 The present invention will be described in further detail below. It is obvious that the described embodiments are merely some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0042] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0043] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0044] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of the present invention, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of the present invention, and similarly, second may also be referred to as first.

[0045] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0046] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0047] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0048] The optional embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0049] See Figures 1 to 5As shown: 1. Sliding engagement sleeve, 2. First sector engagement tooth, 3. Fixed engagement sleeve, 4. Second sector engagement tooth, 5. Drive cylinder, 6. Shift fork shaft, 7. Shift fork, 8. Return spring, 9. Reducer housing, 10. First output half shaft.

[0050] See Figure 1 The gear sleeve assembly shown includes: a sliding engagement sleeve 1 and a fixed engagement sleeve 3;

[0051] The sliding engagement sleeve has a first through hole at its center; the inner wall of the first through hole has a first spline; one end of the sliding engagement sleeve has a plurality of first sector-shaped engagement teeth 2 evenly distributed, and correspondingly, the corresponding end of the fixed engagement sleeve 3 has a plurality of second sector-shaped engagement teeth 4 that engage with the first sector-shaped engagement teeth 2; the second through hole of the fixed engagement sleeve 3 has a second spline inside; the longitudinal cross-sectional shape of the first sector-shaped engagement teeth 2 and the second sector-shaped engagement teeth 4 is an inverted U-shaped structure.

[0052] The second sector-shaped meshing tooth 4 has transition arcs on both sides of its top.

[0053] Specifically, this invention utilizes a spline structure to achieve circumferential transmission between the sliding engagement sleeve, the fixed engagement sleeve 3, and the corresponding components, resulting in high transmission efficiency. Furthermore, it employs a fan-shaped meshing tooth arrangement to enhance load-bearing capacity. The inverted U-shaped fan-shaped meshing tooth structure creates a negative pressure angle on the sides of the first and second fan-shaped meshing teeth 4. During operation, the tooth surface extrusion force of the fan-shaped meshing teeth creates an axial self-locking effect, achieving stable locking without continuous external force. Once the operating conditions return to normal, the self-locking can be automatically released, reducing operating noise and wear, and lowering energy consumption.

[0054] On the other hand, the present invention provides a differential locking structure, including: the gear sleeve assembly, as well as a drive cylinder 5, a shift fork shaft 6 and a shift fork 7;

[0055] The telescopic end of the drive cylinder 5 is provided corresponding to the end of the shift fork shaft 6; the shift fork shaft 6 is slidably connected to the reducer housing 9, and a return spring 8 is sleeved on the outer periphery of the shift fork shaft 6;

[0056] The shift fork 7 is fixed on the shift fork shaft 6, and one side of the shift fork is engaged with the outer side of the sliding engagement sleeve; the sliding engagement sleeve is sleeved on the outer periphery of the first output half shaft 10 and can slide along the first output half shaft 10; the fixed engagement sleeve 3 is connected to the differential housing through the second spline.

[0057] The narrow ends of the first sector-shaped meshing tooth 2 and the large ends of the second sector-shaped meshing tooth 4 are arranged inward and outward.

[0058] During operation, the telescopic end (cylinder rod) of the drive cylinder 5 pushes the shift fork 7, causing the sliding engagement sleeve to slide axially along the output half-shaft. Simultaneously, the shift fork 7 drives the shift fork shaft 6 to move, compressing the return spring 8. The sliding engagement sleeve and the fixed engagement sleeve 3 are connected to the first output half-shaft 10 and the differential housing via the first spline and second spline, respectively, thereby improving the stability of torque transmission. The first and second sector-shaped engagement teeth 4 are arranged in an inverted U-shape with the narrow end facing inward and the large end facing outward, forming a negative pressure angle tooth surface. During torque transmission, this generates axial self-locking force. Even after the drive cylinder 5 completes the initial push and depressurizes, it can still maintain the locked state using mechanical self-locking without continuous air supply. When the slippage condition disappears and the tooth surface load decreases, the self-locking force weakens, allowing for smooth separation and unlocking. The overall structure achieves the technical advantages of smooth engagement and low impact.

[0059] In one specific embodiment, the side pressure angles of the first sector meshing tooth 2 and the second sector meshing tooth 4 are the same, and are both determined based on the friction coefficient, tooth root strength and slip rate of the drive wheel; and the side pressure angle is negative, and the absolute value of the angle is less than the first threshold.

[0060] Specifically, the present invention calculates the limit range of the side pressure angle that can achieve tooth surface self-locking by the friction coefficient of the working surface of the meshing teeth, and then obtains the maximum value of the side pressure angle by the root strength of the sector meshing teeth. Then, the locking and unlocking capabilities under high and low slip conditions are determined according to the working slip rate of the drive wheel, thereby determining the tooth side pressure angle of the first sector meshing tooth 2 and the second sector meshing tooth 4, and making the absolute value of the side pressure angle less than a preset first threshold.

[0061] In this embodiment, α is the lateral pressure angle.

[0062] For example: the first and second sector meshing teeth 4 are made of carburized steel, and the friction coefficient of the tooth surface is 0.11. Based on the self-locking condition, the absolute value of the side pressure angle cannot be greater than 6.9°. After calculating the tooth root bending strength, the maximum absolute value allowed is 5.5° (first threshold) under the premise that the tooth root stress is satisfied. Finally, the vehicle working conditions are matched: when the drive wheel slips at high speed, the tooth surface force is sufficient, and the axial friction force generated by the negative angle tightens the spring to achieve locking. After the vehicle gets out of trouble, the tooth surface load decreases under low slip condition, and the friction force is less than the spring preload to achieve automatic disengagement. The calibrated first threshold is 5.5°, and the final determined side pressure angle is -4°, which is less than 5.5°.

[0063] In one specific embodiment, when the sliding engagement sleeve engages with the fixed engagement sleeve 3 under the push of the shift fork 7, and the lateral contact pressure between the first sector engagement tooth 2 and the second sector engagement tooth 4 is greater than or equal to a set threshold, the drive cylinder 5 is turned off, and the engagement state between the sliding engagement sleeve and the fixed engagement sleeve 3 is maintained by the lateral contact pressure between the first sector engagement tooth 2 and the second sector engagement tooth 4.

[0064] It is understood that the present invention utilizes the drive cylinder 5 to complete the initial action of the sliding engagement sleeve. When the tooth surface contact pressure reaches the set threshold, the air supply can be stopped. The engagement is maintained by the force generated by the side contact of the engagement teeth, eliminating the need for the drive cylinder 5 to continuously maintain pressure. This reduces the energy consumption of the pneumatic system and the wear of the seals, and extends the service life of the drive cylinder 5.

[0065] On the other hand, the present invention provides a differential assembly including the aforementioned differential locking structure.

[0066] On the other hand, the present invention provides a differential locking structure control method, comprising the following steps:

[0067] S1: Real-time acquisition of the vehicle's operating status; wherein the operating status includes at least: slippage state and normal state;

[0068] S2: If the vehicle is detected to be in a slipping state, the preset control strategy is triggered;

[0069] S3: Based on a preset control strategy, control the operation of the differential lock structure to adjust the vehicle's slippage state to a normal state.

[0070] Specifically, this invention can quickly identify slippage by monitoring the vehicle's operating status in real time. Once wheel slippage is detected, a preset control strategy is quickly triggered to drive the differential locking structure to act in time to eliminate slippage and ensure vehicle driving stability. This design solves the technical defects of traditional methods that require the driver to manually trigger the locking mechanism, resulting in strong operational lag and making it easy to miss the best time to get out of trouble.

[0071] In one specific embodiment, step S2, if the vehicle's operating state is detected to be slipping, then a preset control strategy is triggered, specifically including:

[0072] S201: When the speed difference between the sliding engagement sleeve and the fixed engagement sleeve 3 falls within the first speed range, the vehicle's operating state is determined to be slipping.

[0073] S202: Trigger a preset control strategy based on the slippage state.

[0074] For example, when the speed difference between the sliding engagement sleeve and the fixed engagement sleeve 3 falls into 30-50 rad / s, the vehicle is identified as slipping, and the drive cylinder 5 is controlled to start intake air, with a cylinder pressure of about 4-5 atmospheres.

[0075] In one specific embodiment, S3: Based on a preset control strategy, control the operation of the differential locking structure to adjust the vehicle's slippage state to a normal state, specifically including:

[0076] S301: When the vehicle is slipping, activate drive cylinder 5;

[0077] S302: Drive the sliding engagement sleeve to slide along the outer periphery of the first output half shaft 10 by driving the cylinder 5; wherein, during the sliding process, the first sector-shaped engagement tooth 2 of the sliding engagement sleeve slides along the top transition arc of the second sector-shaped engagement tooth 4 of the fixed engagement sleeve 3.

[0078] S303: When the extension end of the drive cylinder 5 moves to the preset position, the drive cylinder 5 is closed. At this time, the first sector meshing tooth 2 and the second sector meshing tooth 4 are fully meshed, and the sliding meshing sleeve and the fixed meshing sleeve 3 are maintained by the side contact pressure of the first sector meshing tooth 2 and the second sector meshing tooth 4. During the meshing process, when the first sector meshing tooth 2 slides to the first preset point of the top transition arc of the second sector meshing tooth 4, it slides into the tooth groove between the second sector meshing teeth 4 in a preset parabola. During the sliding process, there is a gap between the top transition arcs of the first sector meshing tooth 2 and the top transition arcs of the second sector meshing tooth 4.

[0079] S304: When the vehicle's slipping state switches to the normal state, the lateral contact pressure between the first sector meshing tooth 2 and the second sector meshing tooth 4 is less than a set threshold, so that the first sector meshing tooth 2 and the second sector meshing tooth 4 switch from the meshing state to the disengaged state.

[0080] During the separation process, the side of the first sector-shaped meshing tooth 2 contacts the side of the second sector-shaped meshing tooth 4 at a second preset point, and at the second preset point, the first sector-shaped meshing tooth 2 slides out of the tooth groove between the second sector-shaped meshing teeth 4 along the top transition arc on one side of the second sector-shaped meshing tooth 4.

[0081] This invention employs a top transition arc and parabolic sliding trajectory design for the second sector-shaped meshing tooth 4, see reference. Figure 5(a) and (b) During the meshing stage, the first sector meshing tooth 2 is guided by the top transition arc of the second sector meshing tooth 4, and the pre-reserved gap between the first and second sector meshing teeth 4 reduces meshing impact, jamming risk and operating noise, and ensures smoother transmission; the drive cylinder 5 only pushes the sliding meshing sleeve to the preset position and then stops supplying air, and uses the tooth surface contact pressure to achieve mechanical self-locking and meshing, reducing the continuous load on pneumatic components and extending the service life of the drive cylinder 5 and the seals.

[0082] See Figure 5 (c) and (d) During the separation phase, the second preset point is used in conjunction with the transition arc guide to slide out smoothly without jamming. Based on the tooth surface pressure threshold, the reset spring 8 is used to automatically unlock, thus realizing the design advantages of differential lock stability, smooth operation and mechanism durability.

[0083] It is understood that the present invention provides transition arcs on both sides of the tooth tip of the second sector-shaped meshing tooth 4, in conjunction with a parabolic sliding trajectory: during meshing, the first sector-shaped meshing tooth 2 is guided to slide into the tooth socket along the transition arc at the top of the second sector-shaped meshing tooth 4. This design avoids rigid contact, greatly reduces the impact force at the moment of meshing, avoids tooth surface collision and tooth breakage, and reduces vibration and abnormal noise. Secondly, during the sliding process, there is a gap between the tooth sides of the first sector-shaped meshing tooth 2 and the second sector-shaped meshing tooth 4: when the first sector-shaped meshing tooth 2 enters the tooth socket, the two sides do not come into contact, leaving room for movement, which can compensate for assembly errors and operational coaxiality deviations, completely solving the problems of meshing jamming and stuckness, and improving the fault tolerance of operation.

[0084] The first point control coordinates with the timely air cut-off of the drive cylinder 5: the drive cylinder 5 is immediately shut off after the teeth are in position, no longer relying on the drive air pressure to maintain engagement, but instead using the tooth surface pressure to form self-locking, which reduces the energy consumption of the pneumatic system, reduces the wear of the seals, and can maintain a stable locking state for a long time.

[0085] During unlocking, the teeth contact the transition arc surface at the second preset point and gradually slide out of the tooth socket along the arc trajectory. The disengagement process is characterized by uniform force and controllable movement trajectory, preventing one-sided scraping or jamming. Once the slippage condition disappears, the tooth surface load decreases, the contact pressure falls below the threshold, and the self-locking effect disappears. Under the action of the return spring 8, the sliding engagement sleeve can smoothly complete the separation without the need for additional power to drive unlocking, exhibiting a high degree of automation.

[0086] It is understood that the present invention can automatically control the differential lock locking mechanism to engage the differential, realize the automatic control of the distribution and transmission of driving torque of each drive wheel, maximize the use of the ground adhesion of all wheels, and improve the vehicle's ground passability in bad roads and no-road conditions.

[0087] It should be noted that the second sector-shaped meshing tooth 4 of the present invention is provided with transition arcs on both sides of its top; the first preset point A is the intersection of the top surface of the second sector-shaped meshing tooth 4 of the fixed meshing sleeve 3 and the transition arc; the second preset point B is the intersection of the side surface of the second sector-shaped meshing tooth 4 of the fixed meshing sleeve 3 and the transition arc.

[0088] On the other hand, the present invention provides a differential locking structure control system, comprising:

[0089] The acquisition unit is configured to acquire the vehicle's operating status in real time; wherein the operating status includes at least: slipping state and normal state;

[0090] The strategy unit is configured to trigger a preset control strategy if the vehicle's operating state is detected to be slipping.

[0091] The execution unit is configured to control the operation of the differential lock structure based on a preset control strategy, so that the vehicle's slippage state is adjusted to a normal state.

[0092] On the other hand, the present invention provides a vehicle including the aforementioned system.

[0093] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0094] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A gear sleeve assembly, characterized by, include: Sliding engagement sleeve and fixed engagement sleeve; The sliding engagement sleeve has a first through hole at its center; the inner wall of the first through hole has a first spline; one end of the sliding engagement sleeve has a plurality of first sector-shaped engagement teeth evenly arranged, and correspondingly, the corresponding end of the fixed engagement sleeve has a plurality of second sector-shaped engagement teeth that engage with the first sector-shaped engagement teeth; the second through hole of the fixed engagement sleeve has a second spline inside; the longitudinal cross-sectional shape of the first sector-shaped engagement teeth and the second sector-shaped engagement teeth is an inverted U-shaped structure.

2. A differential locking structure characterized by comprising: include: The gear sleeve assembly of claim 1, as well as the drive cylinder, shift fork shaft, and shift fork; The telescopic end of the drive cylinder is provided corresponding to the end of the shift fork shaft; the shift fork shaft is slidably connected to the reducer housing, and a return spring is sleeved on the outer periphery of the shift fork shaft; The shift fork is fixed on the shift fork shaft, and one side of the shift fork is engaged with the outside of the sliding engagement sleeve; the sliding engagement sleeve is sleeved on the outer periphery of the first output half shaft and can slide along the first output half shaft; the fixed engagement sleeve is connected to the differential housing through the second spline. The narrow ends of the first sector-shaped meshing teeth and the large ends of the second sector-shaped meshing teeth are arranged inward and outward; The second sector-shaped meshing tooth has transition arcs on both sides of its top.

3. The differential locking structure according to claim 2, characterized in that, The side pressure angles of the first sector meshing tooth and the second sector meshing tooth are the same, and are both determined based on the friction coefficient, tooth root strength and slip rate of the drive wheel; and the side pressure angle is negative, and its absolute value is less than the first threshold.

4. The differential locking structure according to claim 3, characterized in that, When the sliding engagement sleeve engages with the fixed engagement sleeve under the push of the shift fork, and the lateral contact pressure between the first sector engagement tooth and the second sector engagement tooth is greater than or equal to a set threshold, the drive cylinder is turned off, and the engagement state between the sliding engagement sleeve and the fixed engagement sleeve is maintained by the lateral contact pressure between the first sector engagement tooth and the second sector engagement tooth.

5. A differential assembly characterized by, Includes the differential locking structure as described in any one of claims 2-4.

6. A method of controlling a differential locking structure, characterized by The method is applied to the differential locking structure according to any one of claims 2-4; the method includes the following steps: S1: Real-time acquisition of the vehicle's operating status; wherein the operating status includes at least: slippage state and normal state; S2: If the vehicle is detected to be in a slipping state, the preset control strategy is triggered; S3: Based on a preset control strategy, control the operation of the differential lock structure to adjust the vehicle's slippage state to a normal state.

7. The method of claim 6, wherein, Step S2: If the vehicle's operating state is detected to be slipping, a preset control strategy is triggered, specifically including: S201: When the speed difference between the sliding engagement sleeve and the fixed engagement sleeve falls within the first speed range, the vehicle's operating state is determined to be slipping. S202: Trigger a preset control strategy based on the slippage state.

8. The method of claim 7, wherein, S3: Based on a preset control strategy, control the operation of the differential lock mechanism to adjust the vehicle's slippage state to a normal state, specifically including: S301: When the vehicle is slipping, activate the drive cylinder; S302: Drive the sliding engagement sleeve to slide along the outer circumference of the first output half shaft by driving the cylinder; wherein, during the sliding process, the first sector-shaped engagement tooth of the sliding engagement sleeve slides along the top transition arc of the second sector-shaped engagement tooth of the fixed engagement sleeve; S303: When the extension end of the drive cylinder moves to the preset position, the drive cylinder is closed. At this time, the first sector meshing tooth and the second sector meshing tooth are fully engaged, and the sliding meshing sleeve and the fixed meshing sleeve are maintained by the side contact pressure of the first sector meshing tooth and the second sector meshing tooth. During the engagement process, when the first sector meshing tooth slides to the first preset point of the top transition arc of the second sector meshing tooth, it slides into the tooth groove between the second sector meshing teeth in a preset parabola. During the sliding process, there is a gap between the top transition arcs of the first sector meshing tooth and the top transition arcs of the second sector meshing tooth. S304: When the vehicle's slipping state switches to the normal state, the lateral contact pressure between the first sector meshing tooth and the second sector meshing tooth is less than a set threshold, so that the first sector meshing tooth and the second sector meshing tooth switch from the meshing state to the disengaged state. During the separation process, the side of the first sector-shaped meshing tooth contacts the side of the second sector-shaped meshing tooth at a second preset point, and at the second preset point, the first sector-shaped meshing tooth slides out of the tooth groove between the second sector-shaped meshing teeth along the top transition arc of one side of the second sector-shaped meshing tooth.

9. A differential locking arrangement control system characterized by, include: The acquisition unit is configured to acquire the vehicle's operating status in real time; wherein the operating status includes at least: slipping state and normal state; The strategy unit is configured to trigger a preset control strategy if the vehicle's operating state is detected to be slipping. The execution unit is configured to control the operation of the differential locking structure according to any one of claims 2-4 based on a preset control strategy, so that the slippage state of the vehicle is adjusted to a normal state.

10. A vehicle characterized by comprising: The system includes the system of claim 9, or differential control is performed using the method of any one of claims 6-8, or the differential locking structure of any one of claims 2-4 is included.

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