Differential assembly, drive axle and vehicle

Abstract

The application provides a differential assembly, a drive axle and a vehicle, and relates to the technical field of automobile differentials, and comprises a housing assembly, a differential gear assembly and a control assembly. The housing assembly has a mounting cavity. The differential gear assembly is located in the mounting cavity and has a first planetary gear and a second planetary gear. The control assembly has a first connecting shaft and a second connecting shaft. One of the first connecting shaft and the second connecting shaft is connected with the second planetary gear, and the other of the first connecting shaft and the second connecting shaft is movably connected with the first planetary gear. At least one of the first connecting shaft and the second connecting shaft is controlled so that the at least one of the first connecting shaft and the second connecting shaft has a matching position and a separation position. When one side of a target vehicle slips, the first connecting shaft and the second connecting shaft are simultaneously located at the matching position, the two sides of the vehicle can synchronously rotate, and the torque of the target vehicle can be transmitted to the non-slip wheel.

Description

Technical Field

[0001] This invention relates to the field of automotive differential technology, and more specifically, to a differential assembly, a drive axle, and a vehicle. Background Technology

[0002] The core design function of a traditional vehicle differential is to adapt to vehicle cornering conditions. By allowing the inner and outer wheels of the vehicle to generate speed differences according to different driving paths, it ensures smooth turning and effectively reduces tire wear. It is one of the core transmission structures for vehicle operation. However, this traditional differential has inherent defects. When driving on complex roads such as unpaved off-road terrain, once one wheel of the vehicle slips and loses traction, the differential will prioritize distributing most of the power to the slipping wheel with less resistance. The other wheel with traction will not be able to obtain sufficient driving power, which directly leads to the failure of vehicle power distribution, getting stuck and unable to get out of trouble, and seriously restricting the vehicle's off-road driving ability and adaptability to complex road conditions.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide a differential assembly, drive axle, and vehicle to solve the technical problem that when the outer wheel near the turning radius slips during a turn in an existing vehicle, the differential power distribution becomes abnormal, and the inner and outer wheels cannot rotate synchronously in the same direction, thus causing the vehicle to lose its ability to get out of trouble.

[0005] To achieve the above objectives, according to one aspect of the present invention, a differential assembly is provided, comprising: a housing assembly having a mounting cavity; a differential gear assembly located within the mounting cavity, the differential gear assembly having a first planetary gear and a second planetary gear; and a control assembly having a first connecting shaft and a second connecting shaft, one of the first connecting shaft and the second connecting shaft being connected to the second planetary gear, and the other of the first connecting shaft and the second connecting shaft being movably connected to the first planetary gear, controlling at least one of the first connecting shaft and the second connecting shaft to have an engaged position and a disengaged position; wherein, when one wheel of the target vehicle slips, controlling the first connecting shaft and the second connecting shaft to be simultaneously in the engaged position allows the wheels on both sides to rotate synchronously, thereby transmitting the torque of the target vehicle to the non-slipping wheel.

[0006] Furthermore, the differential gear assembly also includes: a first half-shaft gear and a second half-shaft gear, the first half-shaft gear, the first planetary gear, the second half-shaft gear and the second planetary gear are respectively movably connected to the housing assembly, the first half-shaft gear and the second half-shaft gear are coaxially arranged, and the first planetary gear and the second half-shaft gear mesh with the first half-shaft gear and the second half-shaft gear respectively.

[0007] Furthermore, the outer side of the first connecting shaft has a plurality of first external splines, which are spaced apart along the first connecting shaft. A portion of the outer side of the second connecting shaft has second external splines. One end of the second connecting shaft has a connecting hole with a plurality of internal splines on the inner wall of the connecting hole. One of the first planetary gears and the second planetary gears is slidably connected to the first connecting shaft through the first external splines, and the other of the first planetary gears and the second planetary gears is slidably connected to the second connecting shaft through the second external splines. When at least one of the first connecting shafts and the second connecting shafts is in the mating position, a portion of the first connecting shaft can be located inside the connecting hole to engage the plurality of first external splines with the plurality of internal splines.

[0008] Further, the housing assembly includes: a main reduction gear having a first half-mounting cavity, a second half-shaft gear, a portion of the second planetary gear, and a portion of the first planetary gear located within the first half-mounting cavity, the second half-shaft gear, the second planetary gear, and the first planetary gear being movably connected to the main reduction gear; and a differential main housing having a second half-mounting cavity, the first half-shaft gear, a portion of the second planetary gear, and a portion of the first planetary gear located within the second half-mounting cavity, the second half-shaft gear, the second planetary gear, and the first planetary gear being movably connected to the differential main housing; wherein the first half-mounting cavity and the second half-mounting cavity enclose a mounting cavity.

[0009] Furthermore, the control component also includes: a first execution module, one end of which is connected to a first connecting shaft; a second execution module, one end of which is connected to a second connecting shaft; and a drive component, which has an electromagnetic module and is connected to the housing component, with a portion of the drive component movably disposed relative to the housing component; wherein, when the control electromagnetic module is in a powered-on state, it is in a working position that allows the drive component to cooperate with the first execution module and the second execution module respectively; when the control electromagnetic module is in a powered-off state, it is in an idle position that allows the drive component to be separated from the first execution module and the second execution module respectively; when the drive component is in the working position, at least one of the first connecting shaft and the second connecting shaft is in a cooperating position.

[0010] Furthermore, at least one of the first execution modules includes: a limiting rod having a large-diameter end and a small-diameter end, the small-diameter end being connected to a first connecting shaft or a second connecting shaft; a limiting spring sleeved on the limiting rod, one end of the limiting spring being connected to the limiting rod, and the other end of the limiting spring being connected to a second planetary gear or a first planetary gear; wherein, when the electromagnetic module is in the powered-on state, it is in a working position where the drive component engages with the large-diameter end, and when the electromagnetic module is in the powered-off state, it is in an idle position where the drive component can be separated from the large-diameter end.

[0011] Furthermore, the drive assembly also includes: a sliding gear ring assembly, which is movably connected to the differential main housing, spaced apart from the main reduction gear, and connected to the electromagnetic module; a drive spring, located between the sliding gear ring assembly and the main reduction gear, which is connected to the main reduction gear; wherein, the large-diameter end is an arc-shaped surface extending outward, controlling the electromagnetic module to move the sliding gear ring assembly relative to the differential main housing, and the sliding gear ring assembly can move a push limit rod, which in turn moves the second planetary gear or the first planetary gear to position at least one of the first connecting shaft and the second connecting shaft in a mating position.

[0012] Further, the sliding gear ring assembly includes: a drive gear ring, one side of which is connected to one end of a drive spring; the inner side of the drive gear ring has multiple first limiting grooves, which are spaced apart circumferentially along the drive gear ring; multiple limiting posts on the outer side of the differential main housing, which correspond one-to-one with the multiple first limiting grooves, with some of the limiting posts located within their respective first limiting grooves; and balls, located inside the drive gear ring and connected to it. The balls include at least two, one of which corresponds to a first connecting shaft, and the other to a second connecting shaft. The outer side of the differential main housing has at least two second limiting grooves, which correspond one-to-one with the two balls, with some of the balls located within their respective first limiting grooves. The balls are slidably connected to the differential main housing. A control electromagnetic module enables the drive gear ring to move the balls relative to the differential main housing, and the balls can move the push limiting rod.

[0013] Furthermore, the sliding gear ring assembly also includes a retaining ring, which is connected to the differential main housing and abuts against the drive gear ring when the drive assembly is in the idle position.

[0014] According to another aspect of the invention, a drive axle is provided, including a differential assembly.

[0015] According to another aspect of the invention, a vehicle is provided, including a drive axle.

[0016] By applying the technical solution of this invention, when the outer wheel of a vehicle slips during a turn, the control component switches the first connecting shaft and the second connecting shaft to the mating position, forcing the first half-shaft gear and the second half-shaft gear to rotate in the same direction. This achieves synchronous and unidirectional rotation of the inner and outer wheels of the vehicle, locks the differential function, and effectively transmits power to the wheel with traction. As long as one wheel has ground traction, effective driving torque can be obtained, completely solving the problem of traction distribution failure when a single wheel slips on the traditional rear axle. After the vehicle is out of trouble, the connecting shaft can be switched to the disengaged position, restoring the normal differential function of the differential and ensuring normal turning performance. This significantly improves the vehicle's ability to get out of trouble in complex road conditions and its overall off-road driving performance. It solves the technical problem that when the outer wheel near the turning radius slips during a turn in existing vehicles, the differential power distribution is abnormal, and the inner and outer wheels cannot rotate synchronously and in the same direction, thus causing the vehicle to lose its ability to get out of trouble. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 This is an isometric view of a differential assembly according to an embodiment of this application;

[0019] Figure 2 This is a front view of a differential assembly according to an embodiment of this application;

[0020] Figure 3 According to the embodiments of this application Figure 2 Cross-sectional view at point A;

[0021] Figure 4 This is a partial isometric view of a differential assembly according to an embodiment of this application;

[0022] Figure 5 This is a partial isometric view of the sliding gear ring assembly in the differential assembly according to an embodiment of this application;

[0023] Figure 6 This is a partial isometric view of the control component in the differential assembly according to an embodiment of this application.

[0024] The above-mentioned icon numbers are explained as follows:

[0025] The components are as follows: 10. Housing assembly; 101. Main reduction gear; 102. Differential main housing; 20. Control assembly; 201. Drive gear ring; 202. Electromagnetic module; 203. First connecting shaft; 204. Second connecting shaft; 205. Limiting rod; 206. Limiting spring; 207. Ball bearing; 208. Snap ring; 209. Drive spring; 30. Differential gear assembly; 301. First half-shaft gear; 302. First planetary gear; 303. Second half-shaft gear; 304. Second planetary gear. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0030] The power transmission in a car is a precise and interconnected system. From the initial torque output by the engine, through the engagement and disengagement of the clutch, the speed and torque adjustment of the transmission, the longitudinal transmission via the drive shaft, and finally the reduction, torque amplification, and directional steering of the final drive unit, the power is transmitted to the drive wheels on both sides, transforming it into the driving force propelling the vehicle forward. At the end of this power transmission chain, the differential is one of the most crucial transmission components. It directly determines whether power can be rationally distributed to both wheels and profoundly affects the vehicle's steering characteristics, ride comfort, tire wear, and ability to handle complex road conditions. For most civilian vehicles, the traditional open differential is standard equipment. Its core purpose was to solve the problem of the speed difference between the inner and outer wheels during cornering. This design fundamentally solved the steering problems of early wheeled vehicles and laid the foundation for the modern automotive transmission system.

[0031] Before the widespread use of differentials, early wheeled vehicles mostly employed a structure where the wheels on both sides were rigidly connected. The drive shaft directly drove the left and right wheels to rotate synchronously. This structure did not present significant problems under straight-line, constant-speed driving conditions, but once cornering began, irreconcilable physical contradictions would emerge. From the basic principles of vehicle kinematics, when a vehicle turns, the trajectories of the left and right wheels are concentric circles with different radii. The radius of the trajectory of the wheel on the outside of the turn is equal to the distance from the turning center to the center of the outer wheel, while the radius of the trajectory of the inner wheel is equal to the distance from the turning center to the center of the inner wheel. The difference between these two is exactly equal to the vehicle's track width. In the same turning time, the outer wheel needs to travel a longer distance, which means that the rotational speed of the outer wheel must be higher than that of the inner wheel to ensure that both wheels are in a state of pure rolling. If the two wheels are rigidly connected by a shaft, and their rotational speeds remain absolutely identical, then during cornering, one wheel will inevitably roll purely while the other wheel is forced to slide, or even both wheels will simultaneously experience a combined motion of sliding and rolling.

[0032] The negative impacts of sliding friction are multi-dimensional. First, it drastically increases tire wear. The wear rate of rubber tires is directly related to the type of friction; the wear caused by sliding friction is tens or even hundreds of times greater than that of normal rolling friction. Under frequent turning conditions, rigidly connected vehicle tires will experience uneven and severe wear, potentially shortening their lifespan to a fraction of its original value, significantly increasing vehicle operating costs. Second, it significantly increases steering resistance. The resistance generated by wheel slippage acts directly on the steering mechanism, requiring the driver to apply greater steering force to complete turns. While this is manageable at low speeds, at higher speeds, steering becomes heavy, and wheel slippage can lead to loss of control and accidents. Simultaneously, the additional resistance from sliding friction increases power consumption, requiring the engine to output more power to overcome ineffective friction, thus increasing the vehicle's energy consumption. For early low-speed steam cars and horse-drawn carriages, the effects of this defect could be offset by low-speed driving. However, as vehicle speeds and power performance have continuously increased, the drawbacks of rigid axles have become increasingly apparent, making the emergence and widespread adoption of differentials an inevitable development in the industry.

[0033] The traditional symmetrical bevel gear differential, also known as an open differential, is currently the most widely used differential structure. Its overall design is simple and reliable, and its core components are not complex, mainly consisting of a differential housing, cross shaft, planetary gears, half-shaft gears, and adjusting shims. The differential housing is fixedly connected to the driven bevel gear of the main reducer and is the power input component of the entire differential. All the torque output from the main reducer acts on the differential housing, driving the differential housing to rotate around the half-shaft axis. The cross shaft is fixed inside the differential housing, remaining relatively stationary and revolving synchronously with the housing. Two to four planetary gears are evenly mounted on the cross shaft journals, capable of both revolving with the cross shaft and differential housing and rotating on their own axes. The two half-shaft gears are symmetrically arranged on both sides of the planetary gears, meshing with all the planetary gears simultaneously. The internal splines of the half-shaft gears connect to the vehicle's drive half-shafts, ultimately transmitting the power output from the differential to the drive wheels on both sides. The adjusting shims between the gears are used to adjust the gear meshing clearance, while also reducing wear during gear operation and extending the service life of the differential.

[0034] When the vehicle is traveling in a straight line, the rolling resistance from the ground on both wheels is approximately equal. At this point, the reaction forces of the two half-shaft gears on the planetary gears are equal in magnitude and opposite in direction. The planetary gears do not rotate on their own axis; instead, they revolve together with the cross shaft and differential housing. In this state, the planetary gears act as an equal-arm lever, distributing the torque input from the differential housing evenly to the half-shaft gears on both sides. The rotational speeds of the two half-shafts are exactly equal, matching the rotational speed of the differential housing. From a kinematic perspective, the sum of the rotational speeds of the left and right half-shafts is always equal to twice the rotational speed of the differential housing. During straight-line travel, the rotational speeds of the two half-shafts are exactly the same, matching the rotational speed of the differential housing. In this state, power transmission is smooth and efficient. The gears only experience meshing motion from their revolution, without generating additional relative friction. The wheels on both sides of the vehicle roll synchronously, resulting in optimal ride smoothness.

[0035] When a vehicle enters a turning phase, the inner wheel travels a shorter path and experiences greater ground resistance, causing its inner half-shaft gear to rotate at a lower speed. Conversely, the outer wheel travels a longer path, experiences less rolling resistance, and its outer half-shaft gear tends to rotate at a higher speed. At this point, the reaction forces exerted by the two half-shaft gears on the planetary gears are no longer equal, creating a rotational torque that drives the planetary gears to rotate around the cross-shaft journal. This rotation of the planetary gears provides the outer half-shaft gear with an additional speed increase on top of its orbital speed, while the inner half-shaft gear's speed is reduced accordingly. This results in an increase in the outer wheel's speed and a decrease in the inner wheel's speed, while maintaining the kinematic relationship that the sum of the speeds of both wheels equals twice the differential housing speed. This perfectly adapts to the different travel distances required by the inner and outer wheels during turning.

[0036] In this differential process, ignoring gear friction and transmission losses within the differential, the planetary gears maintain the force characteristics of an equal-arm lever. The total torque input to the differential housing is always evenly distributed to the left and right half-shaft gears. In other words, regardless of the speed difference between the two wheels, the torque output to both wheels by a traditional open differential is always essentially equal, with the torque output to one side always equal to half of the total input torque. This torque distribution characteristic is the core mechanical property of a traditional differential and the root of all its advantages and disadvantages.

[0037] Based on this working principle, the traditional differential has become the core structure ensuring smooth vehicle operation, and its design value is fully demonstrated in regular driving on paved roads. Firstly, it completely solves the problem of wheel motion interference during cornering, allowing the inner and outer wheels to automatically adjust their speeds according to the actual driving path, always maintaining a pure rolling state, fundamentally reducing sliding friction during cornering. For civilian vehicles, this feature directly brings many practical benefits: in addition to significantly extending tire life and reducing user maintenance costs, more importantly, it improves vehicle steering handling and driving stability. The differential allows the two wheels to freely generate speed differences, making the vehicle steering process smoother and more natural. The driver does not need to overcome additional steering resistance, and steering operation is lighter and more precise, especially in low-speed, large-angle cornering and U-turns in narrow sections, where this advantage is even more pronounced.

[0038] At high speeds, the differential prevents forced sideslip caused by inconsistent wheel speeds, improving vehicle tracking and stability during cornering and reducing the risk of loss of control. This adaptive speed characteristic extends beyond cornering. When the vehicle traverses bumpy surfaces, such as when one wheel runs over a speed bump, manhole cover, or pothole, the instantaneous rolling distance of the two wheels differs. The differential can also adaptively adjust the wheel speeds through slight self-rotation, preventing rigid impacts to the transmission system and protecting core components such as the gearbox, driveshaft, and final drive, while also improving passenger comfort.

[0039] In addition, differentials can effectively reduce vehicle energy consumption and transmission system load. Without a differential, a rigid axle experiences significant sliding friction during cornering, generating substantial ineffective driving resistance. The engine needs to output more power to overcome this resistance, directly leading to increased fuel consumption. A differential eliminates sliding resistance during cornering, making power transmission more efficient and helping to reduce overall vehicle energy consumption. Simultaneously, rigidly connected axles subject the gears, bearings, and drive shafts of the transmission system to additional torsional stress during cornering. Long-term alternating stress accelerates component fatigue damage. Differentials, through adaptive adjustment of speed differences, eliminate this additional structural stress, effectively extending the lifespan of the entire transmission system. Furthermore, traditional open differentials are simple in structure, have few parts, are inexpensive to manufacture, and are extremely reliable. As long as the lubricating oil is adequate, they can operate for hundreds of thousands of kilometers without failure, requiring almost no additional maintenance. Therefore, they have become the absolute mainstream configuration in the civilian passenger vehicle sector.

[0040] While traditional open differentials perform perfectly under normal driving conditions on paved roads, and can even be considered the most suitable transmission structure for urban roads and highways, their design inherently presents limitations. These limitations are not apparent on high-traction paved surfaces, and may even be a core advantage. However, once the vehicle enters unpaved off-road terrain, icy or muddy roads, or other low-traction and complex conditions, this characteristic of evenly distributing torque becomes a serious inherent flaw, directly leading to a failure in power distribution and even causing the vehicle to become completely stuck.

[0041] The root of this defect lies precisely in the core mechanical characteristic of the differential: the torque on both sides is always equal. To understand this, we must first clarify the limiting condition of wheel driving force: the maximum driving torque that a wheel can transmit to the ground is limited by the maximum adhesion between the wheel and the ground. This adhesion value is equal to the product of the vertical load borne by the wheel and the current road surface adhesion coefficient. When the driving torque exceeds the upper limit of the ground adhesion, the wheel will lose traction and slip, unable to transmit any more driving force.

[0042] For traditional open differentials, their mechanical structure dictates that the output torque of both half-shafts remains equal. Even if one wheel completely slips and has almost no traction, while the other wheel has sufficient grip, the differential cannot deliver more torque to the side with traction. It can only deliver equal torque to both sides, and the upper limit of this torque is the maximum traction torque that the slipping wheel can withstand. To illustrate, suppose a rear-wheel-drive vehicle's rear axle differential has a total input torque of 400 Nm. Under normal dry paved road conditions, the traction of both wheels is sufficient to withstand more than 200 Nm of torque. Therefore, each wheel receives 200 Nm of driving torque, resulting in sufficient total driving force, allowing the vehicle to accelerate normally. However, if one wheel gets stuck in the mud, the coefficient of friction is extremely low, and the wheel can only transmit a maximum of 20 Nm of torque to the ground. In this case, the differential can only output a maximum of 20 Nm of torque to the wheel that is slipping. Due to the mechanical characteristics of torque distribution, even if the other side is on a hard paved road surface that can withstand a driving torque of 300 Nm, it can only get the same 20 Nm of torque as the slipping side.

[0043] Ultimately, the total drive torque output by the entire differential is only forty Nm, far from enough to propel the vehicle forward. Meanwhile, the wheel on the slipping side, due to its minimal resistance, spins at high speed under the power input from the engine. Many people mistakenly believe that the differential is transferring all the power to the slipping wheel at this point, but this is a misconception. From a torque transmission perspective, the actual drive torque received by both wheels is still equal. It's just that the resistance of the slipping wheel is so small that its speed is pulled very high. Most of the engine's power is converted into the rotational kinetic energy of the slipping wheel, rather than into effective driving force to propel the vehicle forward. This results in the apparent phenomenon that all the power goes to the slipping wheel, leaving the vehicle stationary.

[0044] This inherent defect manifests differently under various complex road conditions, and its impact on vehicle passability varies. Firstly, in muddy and slippery dirt roads, this is the most common scenario for slippage during daily driving. On rainy rural dirt roads or muddy construction sites, the soil becomes soft and slippery after being soaked by rainwater, significantly reducing the coefficient of friction. Simultaneously, the soft soil easily forms potholes of varying depths. If one wheel of the vehicle is driven into a deep mud pit, or if one wheel is in thin mud while the other is on compacted, hard soil, a significant difference in traction between the two sides will occur, easily leading to slippage on one side. When the driver presses the accelerator, they will only see the slipping wheel spinning rapidly, mud being flung outwards, and the wheel constantly digging into the mud, yet the vehicle cannot move forward and may even sink deeper with each digging motion. Many inexperienced drivers, when faced with this situation, will instinctively press the accelerator harder, trying to use greater power to get out of the mud pit. However, the result is the opposite. Pressing the accelerator harder will only make the slipping wheels spin faster, dig into the pit more quickly, and make the vehicle sink more severely. At the same time, the engine, differential, and drive shaft will all be subjected to greater instantaneous impact, which will increase the difficulty of getting out of the predicament and may even directly damage the transmission components.

[0045] Secondly, there are icy and snowy road conditions, which are the most common skidding scenarios vehicles encounter in northern winters. The coefficient of friction on icy and snowy roads is extremely low. The peak coefficient of friction on dry asphalt can reach over 0.8, while on smooth, icy surfaces it may be only 0.1 or even lower, meaning there is almost no grip between the tires and the ground. If a vehicle is driving on partially icy surfaces, with one wheel on the ice and the other on dry or less snow-covered surfaces, a typical difference in grip on one side will occur. When starting, the wheel on the icy side is prone to exceeding its grip limit and spinning freely. Even if the other wheel has sufficient grip, it cannot obtain enough driving torque, resulting in difficulty starting and skidding. If this situation of one-sided icing occurs while driving, the uneven driving force on both sides can cause the vehicle to veer or fishtail, especially in rear-wheel-drive vehicles. Slipping on one side of the rear axle can easily cause the rear to skid, and in severe cases, can lead to the vehicle spinning out of control, running off the road, or other accidents. On icy slopes in mountainous areas, this defect poses an even greater risk. If one wheel slips, the vehicle will instantly lose its climbing power and may even roll away due to gravity, with potentially disastrous consequences.

[0046] Thirdly, there are sandy and soft road conditions, commonly seen in desert off-roading, beach driving, and unpaved roads in the Gobi Desert. The coefficient of friction in sand is much lower than on paved roads, and the loose sand cannot provide stable support. When wheels are under pressure, they easily sink, forming soft sand pits. When one wheel is stuck in the sand, the grip between the wheel and the sand decreases significantly, and even a light touch on the accelerator can cause the wheel to spin and slip. The characteristics of a traditional differential mean that power is continuously delivered to the slipping wheel. The high-speed spinning wheel quickly picks up the sand beneath it, hollowing out the sand layer and making the pit deeper and deeper, causing the vehicle to sink further until it is completely stuck. Unlike muddy conditions, sand offers even less support. Once the wheels start spinning and digging, the sinking speed is faster, and the difficulty of getting out is much greater. Many first-time desert off-roaders, whose vehicles are only equipped with traditional open differentials, accelerate sharply when they encounter a slight obstacle, ultimately causing their vehicles to become completely stuck in the sand and require rescue.

[0047] Fourthly, there's the extremely common cross-axle situation in off-road scenarios. Cross-axle occurs when a vehicle is traveling on an uneven surface, and two diagonally opposite wheels are simultaneously suspended in the air, completely losing ground support. This condition is very common in mountainous off-road terrain, rocky roads, and sections with continuous potholes, and is a typical test of a vehicle's off-road capabilities. For ordinary two-wheel-drive vehicles, when one wheel on the drive axle is suspended, it's equivalent to that wheel completely losing traction. The differential will cause the suspended wheel to spin rapidly, and the other drive wheel on the ground cannot obtain sufficient driving torque, so the vehicle cannot move forward. For four-wheel-drive vehicles without any differential locks, if both front and rear axles use traditional open differentials, and the center differential is also open, then if two diagonally opposite wheels are suspended, both suspended wheels will spin rapidly simultaneously. The remaining two wheels on the ground also cannot obtain sufficient driving torque, and the vehicle will similarly be stuck in place, unable to pass through the cross-axle section. Under these conditions, the shortcomings of traditional differentials are magnified, directly determining the upper limit of a vehicle's off-road capability. Even if a vehicle has high ground clearance, strong power reserves, and professional off-road tires, it cannot pass through complex cross-axle road conditions unless the differential slippage problem is solved.

[0048] In addition, in complex road conditions such as gravel roads, single-sided water crossings, and steep slopes with single-sided slippage, the shortcomings of traditional differentials become apparent whenever there is a significant difference in traction between the two wheels. Even a brief moment of one wheel being off-road can cause an instantaneous loss of driving power. On off-road sections requiring continuous power output, such a brief loss of power can lead to the vehicle failing to climb the slope or even rolling backward, causing danger. For engineering vehicles and rescue vehicles operating in the field, this deficiency can directly affect operational efficiency and even cause the vehicle to become trapped in harsh environments, leading to more serious consequences.

[0049] Besides directly causing vehicles to become stuck and unable to pass, the slipping characteristic of traditional differentials can also lead to a series of secondary hazards, having a long-term impact on the lifespan of vehicle components and driving safety. Firstly, it accelerates wear on the differential itself. When one wheel spins at high speed, the planetary gears inside the differential are in a state of high-speed rotation. At this time, the relative speed between the planetary gears, the half-shaft gears, and the cross shaft journals is extremely high. The lubricating oil inside the differential has difficulty forming a stable oil film on the surface of the high-speed rotating gears, leading to increased dry friction between the gears and bearings, and a rapid increase in the internal temperature of the differential. Prolonged exposure to this high-frequency slipping condition will accelerate wear, pitting, and fatigue spalling of the gear teeth, and may even cause gear breakage, cross shaft burning and seizure, severely shortening the service life of the differential. In extreme cases, it can even cause the differential to seize up completely, leading to serious failures such as transmission system breakage.

[0050] Secondly, there's the issue of abnormal tire damage. When a wheel spins freely, the tire experiences intense sliding friction with the ground. Especially in mud and sand, the gravel mixed in with the tires rapidly cuts through the tread rubber under high-speed friction, leading to uneven tread wear, rubber shedding, and even tire delamination and blowouts due to excessively high localized friction temperatures. For professional off-road tires, a single instance of intense, prolonged spinning can cause severe tread wear, rendering them unusable and resulting in significant financial losses. Furthermore, the mud, sand, and gravel kicked up by the spinning wheels can splash onto the vehicle's chassis, braking system, and suspension components, causing damage to the chassis's anti-corrosion layer, sand entering the brake calipers, and accelerated wear on suspension ball joints. Over time, this can affect the vehicle's braking performance and chassis reliability.

[0051] Thirdly, there is the impact damage to the powertrain. When a driver encounters a slippage situation and suddenly accelerates, the engine speed will rapidly increase in a short period of time. Since the resistance of the wheel on the slipping side is minimal, the load on the entire transmission system will fluctuate drastically. The gearbox, driveshaft, and final drive will all experience instantaneous impact loads. For manual transmission vehicles, frequent slippage impacts can also lead to clutch plate slippage and burning; for automatic transmission vehicles, frequent load fluctuations will accelerate the wear of the internal friction plates of the gearbox, affecting its lifespan. Simultaneously, the engine operating at high speed and low load for extended periods will also affect lubrication and combustion efficiency, increasing carbon buildup in the cylinders and causing a hidden impact on the engine's long-term lifespan.

[0052] The inherent limitations of traditional differentials fundamentally restrict a vehicle's adaptability to complex road conditions and its off-road capabilities. However, this does not mean that traditional differentials are outdated designs. On the contrary, they are a highly precise scenario-based design, achieving an optimal solution in terms of cost, reliability, and smoothness for the vast majority of vehicle usage scenarios—paved roads. For ordinary urban family cars, over 90% of driving scenarios are on paved roads. Occasionally encountering slippery roads can be mitigated by reducing speed and driving cautiously. Therefore, traditional open differentials can fully meet the needs, and are even the best choice. They lack complex locking mechanisms, providing smooth, jerky daily driving without any interference with steering. Furthermore, their simple structure, low failure rate, and extremely low maintenance costs make them perfectly suited to the usage of family cars.

[0053] Because of the limitations of traditional differentials, the automotive industry has been exploring technical solutions to the slippage problem for over a century. From the earliest manual mechanical differential locks to various limited-slip differentials, and now to the widespread electronic limited-slip systems, the essence is to compensate for power loss under slippage conditions while retaining the core function of differential speed regulation. For example, a purely mechanical differential lock can rigidly lock the two half-shafts to the differential housing pneumatically, electrically, or manually when needed, temporarily disabling the differential function. This keeps the wheels on both sides rotating at the same speed, allowing all torque to be transmitted to the wheels with traction, completely solving the slippage problem. Therefore, it is widely used in hardcore off-road vehicles and engineering vehicles. The Torsen differential utilizes the self-locking characteristics of worm gear transmission to automatically distribute torque when there is a speed difference between the two sides, transmitting more torque to the side with lower speed and higher traction, achieving limited-slip effect without manual intervention. The viscous coupling type limited-slip differential utilizes the shear properties of high-viscosity silicone oil to generate damping torque when the speed difference between the two wheels is too large, limiting the speed of the slipping wheel and transferring power to the side with traction. The electronic limited-slip system equipped in many urban SUVs today detects wheel slippage through the wheel speed sensors of the vehicle stability system, and then applies braking to the slipping wheel through the braking system, indirectly increasing the driving resistance on the slipping side. This allows the differential to output higher torque, increasing the driving force of the wheel on the side with traction, and achieving basic limited-slip function at a lower cost.

[0054] However, these subsequent improvements are all optimizations and supplements based on the traditional differential architecture, and do not negate the core value of the traditional differential. On the contrary, it is precisely because of the perfect performance of the traditional differential under normal operating conditions that engineers have focused on making up for its shortcomings under special operating conditions, rather than completely replacing this classic structure. To this day, the vast majority of mass-produced passenger cars worldwide still use traditional open differentials. Its advantages of simple structure, low cost, smooth operation, and high reliability are still irreplaceable by other complex differential structures.

[0055] In summary, the traditional differential is a classic design in the history of automotive transmission development. It precisely solves the problem of wheel speed difference during cornering, providing core guarantees for smooth driving, stable handling, and tire durability. It is one of the key technologies that enabled the widespread development of automobiles. Its inherent defects are not design flaws, but rather inherent characteristics of its mechanical structure, representing a targeted trade-off for optimal performance on paved roads. This characteristic is an irreplaceable advantage in regular highway driving, but becomes a bottleneck restricting traction on complex off-road and low-traction surfaces. Understanding the working principle and characteristic boundaries of the traditional differential not only helps drivers better cope with different road conditions and choose appropriate driving styles, but also provides a clearer understanding of the underlying logic of the vehicle's transmission system, allowing for the selection of suitable vehicle configurations based on individual needs. For ordinary users engaged in daily urban commuting, the traditional differential remains the most reliable and cost-effective choice. However, for users with off-road needs who frequently drive on complex road conditions, additional configurations such as differential locks and limited-slip differentials are necessary to compensate for the inherent defects of the traditional differential and improve the vehicle's adaptability to complex road conditions.

[0056] According to one aspect of the embodiments of this application, a differential assembly is provided.

[0057] Specifically, such as Figures 1-3 As shown, a differential assembly includes: a housing assembly 10 having a mounting cavity; a differential gear assembly 30 located within the mounting cavity, the differential gear assembly 30 having a first planetary gear 302 and a second planetary gear 304; and a control assembly 20 having a first connecting shaft 203 and a second connecting shaft 204, one of the first connecting shaft 203 and the second connecting shaft 204 being connected to the second planetary gear 304, and the other of the first connecting shaft 203 and the second connecting shaft 204 being movably connected to the first planetary gear 302. The control assembly controls at least one of the first connecting shaft 203 and the second connecting shaft 204 to have a mating position and a disengaged position. When one wheel of the target vehicle slips, controlling the first connecting shaft 203 and the second connecting shaft 204 to simultaneously be in the mating position allows both wheels to rotate synchronously, thereby transmitting the torque of the target vehicle to the non-slipping wheel.

[0058] The differential assembly in this embodiment has a reasonable structural layout. The differential gear assembly 30 and the control assembly 20 are integrated and assembled within the mounting cavity of the housing component 10. The structure is compact and has strong assembly stability, effectively optimizing the overall installation space of the differential and adapting to the transmission system assembly requirements of various vehicle models. The assembly in this embodiment optimizes the slippage defect of traditional differentials through differentiated structural design. Relying on the first planetary gear 302 and the second planetary gear 304 provided in the differential gear assembly 30, and in conjunction with the first connecting shaft 203 and the second connecting shaft 204 of the control assembly 20, a controllable transmission structure is formed. By adjusting the working state of the first connecting shaft 203 and the second connecting shaft 204, they can be switched to two working states: a mating position and a disengaged position, realizing flexible switching of differential function. In complex situations where the outer wheel of a vehicle slips while turning, controlling the first connecting shaft 203 and the second connecting shaft 204 to be in a coordinated position can precisely drive the first half-shaft gear 301 and the second half-shaft gear 303 to rotate synchronously in the same direction, thereby allowing the inner wheel of the vehicle to rotate in the same direction as the outer wheel while turning, completely solving the problem of power distribution failure after one side of the traditional differential slips.

[0059] This embodiment retains the differential capability of the differential under normal driving conditions, ensuring smooth vehicle cornering and reducing tire wear. It can also quickly lock the transmission state when the wheels slip, evenly distribute power, effectively improve the stability of the vehicle when cornering and its adaptability to complex road conditions, and greatly improve the vehicle's ability to travel on off-road and slippery roads. At the same time, the overall mechanical control structure is simple and reliable with a low failure rate. It does not require complex electronic control assistance, greatly improving durability and practicality, and is suitable for various driving scenarios of family cars and light off-road vehicles.

[0060] Specifically, the differential gear assembly 30 further includes: a first half-shaft gear 301 and a second half-shaft gear 303. The first half-shaft gear 301, the first planetary gear 302, the second half-shaft gear 303 and the second planetary gear 304 are movably connected to the housing assembly 10. The first half-shaft gear 301 and the second half-shaft gear 303 are coaxially arranged. The first planetary gear 302 and the second half-shaft gear 303 mesh with the first half-shaft gear 301 and the second half-shaft gear 303, respectively.

[0061] In this embodiment, the differential gear assembly 30 is equipped with a first half-shaft gear 301 and a second half-shaft gear 303. The first half-shaft gear 301, the first planetary gear 302, the second half-shaft gear 303, and the second planetary gear 304 are all movably connected to the housing assembly 10. The overall assembly structure is flexible and has high operational stability. Furthermore, the first half-shaft gear 301 and the second half-shaft gear 303 are arranged coaxially, effectively ensuring the coaxiality and operational accuracy of the transmission and reducing runout and offset problems during transmission. The first planetary gear 302 and the second planetary gear 304 respectively mesh with the first half-shaft gear 301 and the second half-shaft gear 303. The meshing structure is regular and precise, with uniform transmission clearance, enabling smooth and efficient power transmission and significantly reducing transmission losses and operating noise. This structure, together with the first connecting shaft 203 and the second connecting shaft 204 of the control component 20, can flexibly switch working positions. It can achieve the differential effect normally under normal driving conditions, ensuring smooth turning of the vehicle and reducing tire wear. When the outer wheel of the vehicle slips during a turn, the structure can make both wheels rotate in the same direction through structural cooperation, effectively improving the problem of power distribution failure of traditional differentials, and improving the driving stability and passability of the vehicle in complex road conditions. The overall structure is simple, reliable, highly adaptable, and has a more guaranteed service life.

[0062] Furthermore, the outer side of the first connecting shaft 203 has a plurality of first external splines, which are spaced apart along the first connecting shaft 203. The outer side of a portion of the second connecting shaft 204 has second external splines. One end of the second connecting shaft 204 has a connecting hole, and the inner wall of the connecting hole has a plurality of internal splines. One of the first planetary gear 302 and the second planetary gear 304 is slidably connected to the first connecting shaft 203 through the first external splines, and the other of the first planetary gear 302 and the second planetary gear 304 is slidably connected to the second connecting shaft 204 through the second external splines. When at least one of the first connecting shaft 203 and the second connecting shaft 204 is in the mating position, a portion of the first connecting shaft 203 can be located inside the connecting hole to engage the plurality of first external splines with the plurality of internal splines.

[0063] In this embodiment, the outer side of the first connecting shaft 203 is provided with uniformly spaced first external splines, and the outer side of the second connecting shaft 204 is provided with second external splines. The inner wall of the connecting hole at the end of the second connecting shaft 204 is provided with multiple internal splines. The second half-shaft gear 303 and the second planetary gear 304 can respectively form a sliding connection structure with the first connecting shaft 203 and the second connecting shaft 204 through the first external splines and the second external splines. The spline connection method has high transmission accuracy, strong load-bearing capacity and smooth sliding adjustment, which can effectively ensure the stability of power transmission during axial movement and avoid transmission jamming and power loss. When the first connecting shaft 203 and the second connecting shaft 204 are switched to the mating position, the first connecting shaft 203 can extend into the connecting hole of the second connecting shaft 204, so that the first external spline teeth and the internal spline teeth on the inner wall of the connecting hole can precisely mesh and engage, realizing the rigid linkage lock of the first connecting shaft 203 and the second connecting shaft 204, quickly eliminating the speed difference between the two wheels, effectively solving the problem of power distribution failure of traditional differentials when the outer wheel slips during vehicle turning, greatly improving the driving stability and traction of the vehicle in wet and complex road conditions. At the same time, the overall spline sliding fit structure design is simple and compact, the adjustment is sensitive and reliable, and the wear resistance is excellent, effectively extending the overall service life of the differential assembly.

[0064] like Figure 2 , Figure 3 As shown, the housing assembly 10 includes: a main reduction gear 101, which has a first semi-mounting cavity, a second half-shaft gear 303, a portion of the second planetary gear 304, and a portion of the first planetary gear 302 located within the first semi-mounting cavity, and the second half-shaft gear 303, the second planetary gear 304, and the first planetary gear 302 being movably connected to the main reduction gear 101; and a differential main housing 102, which has a second semi-mounting cavity, where the first half-shaft gear 301, a portion of the second planetary gear 304, and a portion of the first planetary gear 302 are located within the second semi-mounting cavity, and the second half-shaft gear 303, the second planetary gear 304, and the first planetary gear 302 being movably connected to the differential main housing 102; wherein, the first semi-mounting cavity and the second semi-mounting cavity enclose a mounting cavity, achieving a compact integration and stable support for the differential gear assembly 30.

[0065] Furthermore, the control component 20 also includes: a first execution module, one end of which is connected to the first connecting shaft 203; a second execution module, one end of which is connected to the second connecting shaft 204; and a drive component, which has an electromagnetic module 202, is connected to the housing component 10, and a portion of the drive component is movably disposed relative to the housing component 10.

[0066] The control electromagnetic module 202 is in a powered-on state, which allows the drive component to cooperate with the first execution module and the second execution module respectively in a working position. The control electromagnetic module 202 is in a powered-off state, which allows the drive component to be separated from the first execution module and the second execution module respectively in an idle position. When the drive component is in the working position, at least one of the first connecting shaft 203 and the second connecting shaft 204 is in a cooperating position.

[0067] In this embodiment, the control component 20 includes a first execution module and a second execution module. The first execution module is connected to a first connecting shaft 203 at one end, and the second execution module is connected to a second connecting shaft 204 at one end. A drive component with an electromagnetic module 202 is also provided. The drive component is fully connected to the housing component 10, and some parts of its structure are movable relative to the housing component 10. The overall control structure has a neat and compact layout. The operating mode can be switched by controlling the power on / off state of the electromagnetic module 202. When the electromagnetic module 202 is powered on, the drive component can cooperate with the first and second execution modules to switch to the working position, thereby driving at least one of the first and second connecting shafts 203 and 204 to switch to the engaging position, realizing differential lock linkage transmission and effectively improving the problem of power distribution failure under vehicle slippage conditions. When the electromagnetic module 202 is powered off, the drive component can be separated from the first and second execution modules and remain in an idle position, restoring the normal differential function and ensuring smooth turning during normal vehicle operation. This electromagnetic control method offers fast response and precise switching, requires no manual operation, boasts a high degree of automation, and features stable and reliable operation. It can intelligently switch between differential and lock states based on driving conditions, balancing the smoothness of normal driving with the ability to navigate complex road conditions.

[0068] like Figures 3-6 As shown, at least one of the first execution modules includes: a limiting rod 205, which has a large-diameter end and a small-diameter end, the small-diameter end being connected to a first connecting shaft 203 or a second connecting shaft 204; a limiting spring 206, which is sleeved on the limiting rod 205, one end of which is connected to the limiting rod 205, and the other end of which is connected to a second planetary gear 304 or a first planetary gear 302; wherein, when the electromagnetic module 202 is in the powered-on state, it is in the working position where the drive component engages with the large-diameter end, and when the electromagnetic module 202 is in the powered-off state, it is in the idle position where the drive component can be separated from the large-diameter end.

[0069] In this embodiment, at least one of the first and second execution modules is equipped with a limit rod 205 and a limit spring 206. The limit rod 205 has a large-diameter end and a small-diameter end. The small-diameter end can be connected to the first connecting shaft 203 or the second connecting shaft 204. The limit spring 206 is sleeved on the outside of the limit rod 205, with one end connected to the limit rod 205 and the other end connected to the second planetary gear 304 or the first planetary gear 302. The overall limit and reset structure is simple, compact, and stably assembled. When the electromagnetic module 202 is powered on, the drive component can cooperate with the large-diameter end of the limit rod 205 and stably remain in the working position, reliably driving the connecting shaft to complete the cooperation action, realizing the differential lock function, and effectively improving the power transmission efficiency and driving stability under vehicle slippage conditions. When the electromagnetic module 202 is powered off, the drive assembly separates from the large-diameter end of the limit rod 205 and switches to an idle position. At this time, the limit spring 206 can automatically reset due to its own elasticity, allowing the structure to quickly return to the normal differential working state and ensuring smooth normal turning and driving of the vehicle. This structure achieves precise limiting and automatic reset through the cooperation of the limit rod 205 and the limit spring 206. The action switching is stable and sensitive, effectively reducing the probability of mechanism jamming failure, improving overall control accuracy and working reliability, and extending the service life of the differential assembly.

[0070] Specifically, the drive assembly also includes: a sliding gear ring assembly, which is movably connected to the differential main housing 102, and is spaced apart from the main reduction gear 101; the sliding gear ring assembly is connected to the electromagnetic module 202; and a drive spring 209, which is located between the sliding gear ring assembly and the main reduction gear 101, and is connected to the main reduction gear 101 through the drive spring 209.

[0071] The large-diameter end is an arc-shaped surface that extends outward. The control electromagnetic module 202 can move the sliding gear ring assembly relative to the differential main housing 102. The sliding gear ring assembly can move the push limit rod 205, which in turn drives the second planetary gear 304 or the first planetary gear 302 to move, so that at least one of the first connecting shaft 203 and the second connecting shaft 204 is in a mating position.

[0072] The drive assembly in this embodiment includes a sliding gear ring assembly and a drive spring 209. The sliding gear ring assembly is movably connected to the differential main housing 102 and spaced apart from the main reduction gear 101. Simultaneously, the sliding gear ring assembly is connected to the electromagnetic module 202. The drive spring 209 is positioned between the sliding gear ring assembly and the main reduction gear 101, achieving an elastic connection between the two. The overall transmission drive structure is rationally and compactly laid out, resulting in more stable and reliable motion. The large-diameter end of the limit rod 205 adopts an outwardly extending arc-shaped surface structure, enabling a smooth and close fit with the sliding gear ring assembly. Under the control of the electromagnetic module 202, the sliding gear ring assembly can smoothly slide relative to the differential main housing 102, thereby precisely pushing the limit rod 205 to move. This causes the limit rod 205 to drive the second planetary gear 304 or the first planetary gear 302 to move synchronously, ultimately driving at least one of the first connecting shaft 203 and the second connecting shaft 204 to switch to the engagement position, successfully completing the differential locking action. The drive spring 209 provides stable elastic support and reset capability during operation, effectively buffering motion impact and preventing structural jamming and abnormal noise. The arc-shaped contact design reduces sliding friction resistance, improves the sensitivity and switching accuracy of the mechanism, and makes the switching between differential locking and unlocking conditions faster and smoother, greatly improving the vehicle's driving stability in complex road conditions and the overall durability of the mechanism.

[0073] Specifically, the sliding gear ring assembly includes: a drive gear ring 201, one side of which is connected to one end of a drive spring 209; the inner side of the drive gear ring 201 has multiple first limiting grooves, which are spaced apart circumferentially along the drive gear ring 201; multiple limiting posts on the outer side of the differential main housing 102, which correspond one-to-one with the multiple first limiting grooves, with some of the limiting posts located within their respective first limiting grooves; and ball bearings 207, located inside the drive gear ring 201 and connected to it. The ball bearings 207 include at least two. One of the ball bearings 207 is corresponding to the first connecting shaft 203, and the other of the two ball bearings 207 is corresponding to the second connecting shaft 204. The outer side of the differential main housing 102 has at least two second limiting grooves, and the two second limiting grooves are corresponding to the two ball bearings 207 one by one. Some of the ball bearings 207 are located in the corresponding first limiting grooves. The ball bearings 207 are slidably connected to the differential main housing 102. The control electromagnetic module 202 can cause the drive gear ring 201 to drive the ball bearings 207 to move relative to the differential main housing 102. The ball bearings 207 can move the push limiting rod 205.

[0074] In this embodiment, the sliding gear ring assembly drives the ball 207 to roll between the limiting post and the limiting groove by driving the gear ring 201, converting the driving force of the electromagnetic module 202 into axial thrust, and precisely pushing the limiting rod 205 and the connecting shaft to achieve differential locking in a low-friction and high-transmission-efficiency manner.

[0075] like Figure 5 As shown, the sliding gear ring assembly also includes a retaining ring 208, which is connected to the differential main housing 102. When the drive assembly is in the idle position, the retaining ring 208 abuts against the drive gear ring 201.

[0076] In this embodiment, the sliding gear ring assembly is equipped with a retaining ring 208, which is fixedly connected to the differential main housing 102. When the drive assembly is in an idle position, the retaining ring 208 can form a stable abutment limit with the drive gear ring 201, which can accurately limit the idle position travel of the sliding gear ring assembly, effectively preventing the sliding gear ring assembly from loosening, shifting, or abnormally moving during normal driving, ensuring the stability and coaxiality of the mechanism under normal operation, and reducing unnecessary mechanical wear and transmission noise. With the movable connection structure between the sliding gear ring assembly and the differential main housing 102 and the spaced layout of the main reduction gear 101, and with the elastic connection effect of the drive spring 209, smooth displacement can be achieved under the control of the electromagnetic module 202. Relying on the arc-shaped large-diameter end of the limit rod 205, the smooth push structure is linked, driving the second planetary gear 304 or the first planetary gear 302 to move, causing the first connecting shaft 203 and the second connecting shaft 204 to switch to the mating position to complete the locking action. The overall structure has reliable limiting and sensitive action, which greatly improves the long-term stability and service life of the differential.

[0077] In one aspect of this application, a drive axle is provided, including a differential assembly.

[0078] This embodiment discloses a drive axle that integrates the aforementioned well-structured differential assembly. Relying on the precise matching structure of the differential assembly's internal housing component 10, differential gear assembly 30, control component 20, and drive component, the drive axle combines the functions of normal driving differential and slippage locking, effectively optimizing the overall transmission performance of the drive axle. The drive axle utilizes the spline sliding engagement structure of the first connecting shaft 203 and the second connecting shaft 204 within the differential assembly, along with the electronically controlled switching logic of the electromagnetic module 202, and the limit and reset structure of the limit rod 205, limit spring 206, sliding gear ring assembly, drive spring 209, and snap ring 208. This allows for flexible switching of operating states according to vehicle driving conditions. It ensures smooth differential speed during normal turning, reducing tire wear and transmission noise, while also quickly locking when wheels slip, stabilizing power output. This significantly improves the drive axle's power transmission efficiency, adaptability to operating conditions, and operational stability. The overall integrated structure is compact and reasonable, with high operational reliability, effectively extending the overall service life of the drive axle and comprehensively enhancing the vehicle's ability to drive and get out of trouble on complex road surfaces.

[0079] In one aspect of this application, a vehicle is provided, including a drive axle.

[0080] This embodiment discloses a vehicle equipped with a drive axle featuring a dedicated differential assembly. Through the coordinated operation of the housing assembly 10, differential gear assembly 30, control assembly 20, and drive assembly integrated within the drive axle, the vehicle achieves excellent driving adaptability. The vehicle can flexibly switch between differential and locking states via the sliding spline structure of the first connecting shaft 203 and the second connecting shaft 204, combined with the electronic switching function of the electromagnetic module 202, and the limiting and resetting structure of the limit rod 205, limit spring 206, sliding gear ring assembly, drive spring 209, and snap ring 208. On normal paved roads, smooth differential steering is achieved, effectively reducing tire wear and transmission losses. On complex slippery surfaces such as mud and sand, locking linkage can be quickly completed, stabilizing wheel power output and preventing power loss from single-wheel spin. This significantly improves the vehicle's driving stability, handling precision, and ability to escape complex road conditions. The overall transmission structure is compact and reliable, with a wider range of operating conditions adaptability, resulting in a comprehensive improvement in overall driving quality and durability.

[0081] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0082] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0083] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0084] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A differential assembly, characterized in that, include: A housing assembly (10) having a mounting cavity; Differential gear assembly (30), the differential gear assembly (30) is located in the mounting cavity, the differential gear assembly (30) has a first planetary gear (302) and a second planetary gear (304). A control component (20) has a first connecting shaft (203) and a second connecting shaft (204), one of the first connecting shaft (203) and the second connecting shaft (204) being connected to a second planetary gear (304), and the other of the first connecting shaft (203) and the second connecting shaft (204) being connected to the first planetary gear (302). The control component (20) controls the first connecting shaft (203) and the second connecting shaft (204) to have a mating position and a disengaged position. When one wheel of the target vehicle slips, the first connecting shaft (203) and the second connecting shaft (204) are simultaneously positioned in a mating position, which allows the wheels on both sides to rotate synchronously, so as to transfer the torque of the target vehicle to the non-slipping wheel. The first connecting shaft (203) has a plurality of first external splines on its outer side, the second connecting shaft (204) has a second external spline at one end, and a connecting hole at the other end of the second connecting shaft (204). The inner wall of the connecting hole has a plurality of internal splines. One of the first planetary gear (302) and the second planetary gear (304) is slidably connected to the first connecting shaft (203) through the first external spline, and the other of the first planetary gear (302) and the second planetary gear (304) is slidably connected to the second connecting shaft (204) through the second external spline. When the first connecting shaft (203) and the second connecting shaft (204) are in the mating position, a portion of the first connecting shaft (203) can be located inside the connecting hole to mate the plurality of first external splines with the plurality of internal splines. The control component (20) further includes: A first execution module, one end of which is connected to the first connecting shaft (203); The second execution module, one end of which is connected to the second connecting shaft (204); A drive assembly having an electromagnetic module (202), the drive assembly being connected to the housing assembly (10), and a portion of the drive assembly being movably disposed relative to the housing assembly (10); When the electromagnetic module (202) is in the powered-on state, the drive component is in a working position that cooperates with the first execution module and the second execution module respectively. When the electromagnetic module (202) is in the powered-off state, the drive component is in an idle position that is separated from the first execution module and the second execution module respectively. When the drive component is in the working position, the first connecting shaft (203) and the second connecting shaft (204) are in the cooperating position. The first execution module and at least one of the first execution modules include: A limiting rod (205) has a large diameter end and a small diameter end, the small diameter end being connected to the first connecting shaft (203) and / or the second connecting shaft (204); A limiting spring (206) is sleeved on the limiting rod (205). One end of the limiting spring (206) abuts against the limiting rod (205), and the other end of the limiting spring (206) abuts against the second planetary gear (304) or the first planetary gear (302). When the electromagnetic module (202) is in the powered-on state, the drive component is in the working position that cooperates with the large-diameter end. When the electromagnetic module (202) is in the powered-off state, the drive component can be in the idle position that is separated from the large-diameter end. The driving component also includes: A sliding gear ring assembly is movably connected to the differential main housing (102), the sliding gear ring assembly is spaced apart from the main reduction gear (101), and the sliding gear ring assembly is connected to the electromagnetic module (202). A drive spring (209) is located between the sliding gear ring assembly and the main reduction gear (101), and the sliding gear ring assembly and the main reduction gear (101) are connected by the drive spring (209). The large-diameter end is an arc-shaped surface that extends outward. When the electromagnetic module (202) is energized, the sliding gear assembly can move relative to the differential main housing (102). The sliding gear assembly can push the limiting rod (205) to move. The limiting rod (205) drives the second connecting shaft (204) or the first connecting shaft (203) to move, so that the first connecting shaft (203) and the second connecting shaft (204) are located at the mating position.

2. The differential assembly according to claim 1, characterized in that, The differential gear assembly (30) further includes a first half-shaft gear (301) and a second half-shaft gear (303). The first half-shaft gear (301), the first planetary gear (302), the second half-shaft gear (303) and the second planetary gear (304) are rotatably connected to the housing assembly (10). The first half-shaft gear (301) and the second half-shaft gear (303) are coaxially arranged. The first planetary gear (302) and the second planetary gear (304) mesh with the first half-shaft gear (301) and the second half-shaft gear (303).

3. The differential assembly according to claim 2, characterized in that, The housing assembly (10) includes: The main reduction gear (101) has a first half-mounting cavity, and the second half-shaft gear (303), a portion of the second planetary gear (304) and a portion of the first planetary gear (302) are located in the first half-mounting cavity. The second half-shaft gear (303), the second planetary gear (304) and the first planetary gear (302) are respectively rotatably connected to the main reduction gear (101). The differential main housing (102) has a second half mounting cavity, in which the first half shaft gear (301), a portion of the second planetary gear (304) and a portion of the first planetary gear (302) are located, and the second half shaft gear (303), the second planetary gear (304) and the first planetary gear (302) are rotatably connected to the differential main housing (102). The first half-mounting cavity and the second half-mounting cavity form the mounting cavity.

4. The differential assembly according to claim 3, characterized in that, The sliding gear assembly includes: A drive gear ring (201) is connected to one end of the drive spring (209) on one side. The drive gear ring (201) has multiple first limiting grooves on its inner side. The multiple first limiting grooves are arranged at intervals along the circumference of the drive gear ring (201). The differential main housing (102) has multiple limiting posts on its outer side. The multiple limiting posts are arranged one-to-one with the multiple first limiting grooves. The ball bearing (207) is located inside the drive gear ring (201) and is connected to the drive gear ring (201). The ball bearing (207) includes at least two balls, one of which is correspondingly set to the first connecting shaft (203), and the other of which is correspondingly set to the second connecting shaft (204). The outer side of the differential main housing (102) has at least two second limiting grooves, and the two second limiting grooves are correspondingly set to the two balls (207). The ball bearing (207) is slidably connected to the differential main housing (102). Controlling the electromagnetic module (202) can cause the drive gear ring (201) to drive the ball (207) to move relative to the differential main housing (102), and the ball (207) can push the limit rod (205) to move.

5. The differential assembly according to claim 4, characterized in that, The sliding gear assembly also includes: A retaining ring (208) is connected to the differential main housing (102). When the drive assembly is in the idle position, the retaining ring (208) abuts against the drive gear ring (201).

6. A drive axle, comprising a differential assembly, characterized in that, The differential assembly is the differential assembly according to any one of claims 1-5.

7. A vehicle, comprising a drive axle, characterized in that, The drive axle is the drive axle according to claim 6.

Images