Differential assembly and vehicle

Abstract

The utility model discloses a differential mechanism assembly and a vehicle. The differential assembly comprises a shell, a transmission mechanism, a locking piece and a driving device. The shell is suitable for being connected with a power device. The transmission mechanism is rotatably arranged in the shell, the transmission mechanism is provided with an input end and a half axle gear linked with the input end, and the half axle gear is suitable for being linked with wheels; the locking piece is movably arranged on the shell or the input end, and the locking piece selectively connects or disconnects the input end and the shell through movement; and the driving device is suitable for driving the locking piece to move. According to the differential assembly, connection and disconnection between the transmission mechanism and the shell are achieved through movement of the locking piece, then connection and disconnection of power transmission between the power device and the wheels are achieved, a vehicle can select the corresponding state according to the actual situation so as to meet different power requirements, and the flexibility of the vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a differential assembly and a vehicle. Background Art

[0002] When a four-wheel drive vehicle is driving at a low speed, the torque required by the wheels is small. At this time, sharing the torque by two motors will reduce the efficiency of the motors. Therefore, when a four-wheel drive vehicle is driving at a low speed, the auxiliary driving force can be cut off and the vehicle can be converted into a two-wheel drive state, which can effectively improve the endurance mileage of the vehicle and reduce the battery cost. However, after the auxiliary driving force is disconnected, the motor without power supply will be affected by the reverse drag torque of the wheels, which will increase the power loss of the entire transmission system. Therefore, it is necessary to design a differential that can disconnect the auxiliary driving force of the vehicle to achieve energy saving when the vehicle power output demand is small, and can connect the auxiliary driving force to meet the power demand when the vehicle needs a large power output. Summary of the Utility Model

[0003] The utility model aims to at least solve one of the technical problems existing in the prior art. For this reason, an object of the utility model is to provide a differential assembly. The differential assembly according to the utility model realizes the connection and disconnection between the transmission mechanism and the housing through the movement of the locking member, and further realizes the connection and disconnection of the power transmission between the power device and the wheels, so that the vehicle can select the corresponding state according to the actual situation to meet different power requirements and improve the flexibility of the vehicle.

[0004] The utility model also provides a vehicle including the above differential assembly.

[0005] The differential assembly according to the utility model includes a housing, a transmission mechanism, a locking member and a driving device. The housing is adapted to be connected to a power device. The transmission mechanism is rotatably arranged in the housing. The transmission mechanism is provided with an input end and a half shaft gear linked to the input end. The half shaft gear is adapted to be linked to a wheel. The locking member is movably arranged on the housing or the input end. The locking member moves to selectively connect or disconnect the input end from the housing. The driving device is adapted to drive the locking member to move.

[0006] The differential assembly realizes the connection and disconnection between the transmission mechanism and the housing through the movement of the locking member, so that the transmission of torque between the power device and the wheels is controllable. That is, the differential assembly can select the linkage relationship between the power device and the wheels according to the needs of the vehicle. For example, under low power demand, the power device and the wheels are disconnected, which can achieve energy saving and avoid back electromotive force. Under high power demand, the power device and the wheels are connected, and the power device can provide torque to achieve high power output of the vehicle, improving the flexibility of the vehicle.

[0007] According to an embodiment of the present utility model, the locking member is movably disposed within the transmission mechanism. A first linkage portion is provided on an end face of the locking member facing the housing, and a second linkage portion is provided on the housing. The first linkage portion is selectively linked with the second linkage portion to connect the input end with the housing.

[0008] According to an embodiment of the present utility model, the first linkage portion is configured as a first tooth portion provided on the locking member and protruding toward the housing, and the second linkage portion is configured as a second tooth portion. The first tooth portion is adapted to engage with the second tooth portion when the locking member moves in the locking direction to link the input end with the housing.

[0009] According to an embodiment of the present utility model, an accommodating groove extending axially is provided on the transmission mechanism, and at least a part of the locking member is movably received in the accommodating groove and is circumferentially abutted against the side wall of the accommodating groove.

[0010] According to an embodiment of the present utility model, the driving device includes: a main driving portion and a driven driving portion. The main driving portion is rotatably disposed on the housing; the driven driving portion is rotatably disposed on the housing and is linked with the main driving portion, and the driven driving portion is selectively movable axially to drive the locking member to connect with the housing.

[0011] According to an embodiment of the present utility model, the driving device further includes: an electromagnetic driving member. The electromagnetic driving member is disposed on the housing and on a side of the main driving portion away from the driven driving portion. The electromagnetic driving member is connected to an external power source, and the electromagnetic driving member is adapted to adsorb the main driving portion when powered on to cause the main driving portion to rotate relative to the driven driving portion and axially push the driven driving portion to move.

[0012] According to an embodiment of the present utility model, a convex portion protruding toward the driven driving portion is provided on the main driving portion; a groove recessed away from the main driving portion is provided on a side of the driven driving portion facing the main driving portion, and at least a part of the convex portion is located in the groove.

[0013] According to an embodiment of the present utility model, the driving device further includes: a reset member. The reset member is disposed on the housing, and the reset member is adapted to drive the locking member to unlock from the housing when the electromagnetic driving member is powered off.

[0014] According to an embodiment of the present invention, the transmission mechanism includes: a cross shaft and an inner sleeve. A planetary gear is arranged on the cross shaft, and the planetary gear meshes with the half shaft gear. The inner sleeve is configured as the input end. The inner sleeve is sleeved on the outer periphery of the cross shaft, at least a part of the cross shaft passes through the planetary gear and is fixedly connected to the inner sleeve, and the accommodating groove is arranged on the inner sleeve.

[0015] The vehicle according to the present invention will be briefly described below.

[0016] The vehicle according to the present invention includes an electric drive system and the differential assembly in the above embodiment. Since the vehicle according to the present invention is provided with the differential assembly in the above embodiment, the differential assembly can select different states according to the actual working conditions of the vehicle, that is: when the vehicle is in a working condition with low power demand (such as low-speed driving), the differential assembly disconnects the power transmission between the power device and the wheels through the locking member, avoiding the generation of back electromotive force by the power device and achieving energy saving; when the vehicle is in a high power demand (such as high-speed driving), the differential assembly cooperates with the housing through the locking member to realize the connection of the power transmission between the power device and the wheels, so that the power of the power device can be transmitted to the wheels to meet the vehicle demand. The setting of the differential assembly enables the vehicle to select the corresponding state according to the actual situation, improving the flexibility of the vehicle.

[0017] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0018] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0019] Figure 1 is a cross-sectional view of a differential assembly according to an embodiment of the present invention;

[0020] Figure 2 is a cross-sectional view of the differential assembly from another perspective according to an embodiment of the present invention;

[0021] Figure 3 is an exploded view of a driving device according to an embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of the cooperation of the driving device when the electromagnetic driving member is energized according to an embodiment of the present invention;

[0023] Figure 5 is a structural schematic diagram according to an embodiment of the present invention.

[0024] Reference Signs:

[0025] Differential assembly 1;

[0026] Housing 11;

[0027] Transmission mechanism 12, side gear 121, cross shaft 122, planetary gear 1221, inner sleeve 123, receiving groove 1231;

[0028] Locking member 13;

[0029] Driving device 14, active driving part 141, convex part 1411, driven driving part 142, groove 1421, electromagnetic driving member 143, reset member 144;

[0030] Connecting shaft 101 , supporting body 102 , stopper 103 , stop shoulder 104 , and oil groove 105 . DETAILED DESCRIPTION

[0031] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0032] When a four-wheel drive vehicle is traveling at a low speed, the torque required by the wheels is small. At this time, sharing the torque between the two motors will reduce the efficiency of the motors. Therefore, when the four-wheel drive vehicle is traveling at a low speed, the auxiliary driving force can be cut off and converted to two-wheel drive mode, which can effectively increase the vehicle's cruising range and reduce battery costs. However, after the auxiliary driving force is disconnected, the motor that is not powered will be affected by the back-drag torque of the wheels, which will increase the power loss of the entire transmission system. Therefore, it is necessary to design a differential. When the vehicle power output demand is small, the differential can disconnect the vehicle's auxiliary driving force to achieve energy saving, and when the vehicle needs a large power output, the auxiliary driving force can be connected to meet the power demand.

[0033] Reference below Figures 1 - 5 A differential assembly according to an embodiment of the present invention is described.

[0034] According to the utility model, the differential assembly 1 includes a housing 11, a transmission mechanism 12, a locking member 13 and a driving device 14. The housing 11 is suitable for being connected to a power device; the transmission mechanism 12 is rotatably arranged in the housing 11, and the transmission mechanism 12 is provided with an input end and a half-shaft gear 121 linked to the input end, and the half-shaft gear 121 is suitable for being linked to a wheel; the locking member 13 is movably arranged on the housing 11 or the input end, and the locking member 13 can selectively connect or disconnect the input end with the housing 11 by moving; the driving device 14 is suitable for driving the locking member 13 to move.

[0035] According to the differential assembly 1 of the present utility model, a housing 11 is provided. An accommodation space can be arranged inside the housing 11 to facilitate the accommodation of structures for differential torque transmission (such as shafts, gears, etc.). The housing 11 is connected to the power device of the vehicle. Here, the power device can be understood as an electric motor that provides auxiliary driving force for a four-wheel drive vehicle (the power devices mentioned in other embodiments of the present utility model also only refer to electric motors that provide auxiliary driving force). A transmission mechanism 12 is arranged inside the housing 11. The transmission mechanism 12 is a structure for transmitting torque. An input end and a side gear 121 that are linked to each other are arranged on the transmission mechanism 12. The side gear 121 is linked to the wheel. When the vehicle is running, the side gear 121 rotates synchronously with the corresponding wheel. The torque transmitted by the wheel can be transmitted to the input end through the side gear 121. A locking member 13 is movably arranged on the input end. The locking member 13 is connected to a driving device 14. When the vehicle is in a working condition with low power demand (such as a low-speed state), the driving device 14 can drive the locking member 13 to move to disconnect the input end from the housing 11, that is, the power transmission between the power device and the wheel is disconnected. At this time, the transmission mechanism 12 idles in the housing 11, and the torque of the wheel will not be transmitted to the power device through the housing 11. The four-wheel drive vehicle is only driven by one electric motor, the working efficiency of the electric motor is high, energy conservation can be achieved, and the wheel will not drive the electric motor to rotate to generate back electromotive force, nor will it damage the electric motor; when the vehicle needs a large power output (such as a high-speed state), the driving device 14 can drive the locking member 13 to move to connect the input end to the housing 11, that is, the power transmission between the power device and the wheel is connected. At this time, the power device can work to output torque, and the torque output by the power device can be transmitted to the transmission mechanism 12 through the housing 11, and the transmission mechanism 12 then transmits the torque to the wheel to increase the vehicle speed to meet the vehicle's requirements.

[0036] The differential assembly 1 realizes the connection and disconnection between the transmission mechanism 12 and the housing 11 through the movement of the locking member 13, making the transmission of torque between the power device and the wheel controllable. That is, the differential assembly 1 can select the linkage relationship between the power device and the wheel according to the vehicle's needs. For example: under low power demand, the power device and the wheel are disconnected, which can achieve energy conservation and avoid back electromotive force; under high power demand, the power device and the wheel are connected, and the power device can provide torque to achieve high power output of the vehicle, improving the flexibility of the vehicle.

[0037] In some embodiments, the locking member 13 can also be arranged on the housing 11.

[0038] According to an embodiment of the present utility model, the locking member 13 is movably arranged inside the transmission mechanism 12. A first linkage portion is arranged on the end face of the locking member 13 facing the housing 11, and a second linkage portion is arranged on the housing 11. The first linkage portion can selectively be linked with the second linkage portion to connect the input end to the housing 11.

[0039] According to the differential assembly 1 of the present utility model, the locking member 13 is arranged in the transmission mechanism 12 and is axially movable in the differential. A first linkage portion is arranged on the locking member 13, and a second linkage portion is arranged on the housing 11. When the vehicle requires high power, the locking member 13 moves so that the first linkage portion cooperates with the second linkage portion, thereby connecting the housing 11 and the transmission mechanism 12 and keeping them rotating synchronously. The driving device 14 operates, and the torque generated by the driving device 14 is transmitted to the transmission mechanism 12 through the housing 11 and finally transmitted to the wheels, so that the vehicle meets the requirements of the high-power working condition. When the vehicle is in a working condition with low power demand, the locking member 13 moves to disconnect the linkage between the first linkage portion and the second linkage portion, and the driving device 14 stops working. At this time, the torque generated by the rotation of the wheels cannot be transmitted to the driving device 14, avoiding the generation of back electromotive force and realizing the energy saving of the vehicle.

[0040] According to an embodiment of the present utility model, the first linkage portion is configured as a first tooth portion arranged on the locking member 13 and protruding towards the housing 11, and the second linkage portion is configured as a second tooth portion. The first tooth portion is adapted to engage with the second tooth portion when the locking member 13 moves towards the locking direction so that the input end is linked with the housing 11.

[0041] By configuring the first linkage portion as a first tooth portion arranged on the locking member 13 and protruding towards the housing 11, and configuring the second linkage portion as a second tooth portion matching the first tooth portion, a reliable connection and disconnection mechanism between the locking member 13 and the housing 11 is realized. When the locking member 13 moves towards the locking direction, the first tooth portion and the second tooth portion can be accurately engaged to ensure a firm connection between the input end and the housing 11. On the contrary, when it is necessary to disconnect the connection, only need to move the locking member 13 in the reverse direction to separate the first tooth portion from the second tooth portion. The meshing mechanism of the tooth portions provides precise locking control, helps to reduce errors and losses in the power transmission process, and improves the transmission efficiency. During the transmission process, the meshing between the tooth portions can withstand large forces and torques without being easily damaged. Therefore, the design of the first tooth portion and the second tooth portion can improve the overall load-bearing capacity and service life of the differential assembly 1.

[0042] According to an embodiment of the present utility model, a receiving groove 1231 extending axially is provided on the transmission mechanism 12, and at least a part of the locking member 13 is movably received in the receiving groove 1231 and abuts against the side wall of the receiving groove 1231 in the circumferential direction. By providing the axially extending receiving groove 1231 on the transmission mechanism 12, a stable moving path and guidance are provided for the locking member 13. This design ensures that the locking member 13 can maintain the correct direction and position during movement, avoiding the instability or failure of the connection between the housing 11 and the transmission mechanism 12 caused by deviation or shaking. This is crucial for ensuring the reliability of the differential assembly 1 during high-speed rotation and under large torque. In addition, when the locking member 13 abuts against the side wall of the receiving groove 1231 in the circumferential direction, a mechanism similar to "locking" is formed between the locking member 13 and the transmission mechanism 12, which not only helps to prevent the radial movement of the locking member 13, but also provides additional support and stability during torque transmission, enhancing the torque transmission ability of the differential assembly 1.

[0043] According to an embodiment of the present utility model, the driving device 14 includes: a driving driving part 141 and a driven driving part 142. The driving driving part 141 is rotatably provided on the housing 11; the driven driving part 142 is rotatably provided on the housing 11 and is linked with the driving driving part 141, and the driven driving part 142 can selectively move axially to drive the locking member 13 to be connected with the housing 11.

[0044] The differential assembly 1 is provided with a driving driving part 141 and a driven driving part 142, and a linkage relationship is formed between the driving driving part 141 and the driven driving part 142, so that the movement of the locking member 13 can be flexibly controlled. Specifically, the driving driving part 141 serves as a power input end, and transmits power to the driven driving part 142 through a rotational movement. The driven driving part 142 then uses this rotational movement to move axially, thereby driving the locking member 13 to move axially to connect or disconnect the locking member 13 from the housing 11. This design enables the differential assembly 1 to quickly and accurately adjust the locking state according to actual needs.

[0045] According to an embodiment of the present utility model, the driving device 14 further includes: an electromagnetic driving member 143. The electromagnetic driving member 143 is provided on the housing 11 and is located on the side of the driving driving part 141 away from the driven driving part 142. The electromagnetic driving member 143 is connected to an external power source, and the electromagnetic driving member 143 is adapted to adsorb the driving driving part 141 when powered on, so that the driving driving part 141 rotates relative to the driven driving part 142 to axially push the driven driving part 142 to move.

[0046] The electromagnetic driving member 143 has the characteristic of rapid response and can generate magnetic force rapidly after being powered on, adsorbing the active driving part 141 and making it rotate relative to the driven driving part 142. After the active driving part 141 rotates relative to the driven driving part 142, it can drive the driven driving part 142 to move axially, and then drive the movement of the locking member 13. The rapid response ability of the electromagnetic driving member 143 enables the differential assembly 1 to achieve the locking or unlocking function in a short time, improving the response speed and precise control ability of the system. At the same time, the cooperation between the active driving part 141 and the driven driving part 142 converts the rotational motion into axial movement, which can reduce the space occupied by the driving device 14 during movement and improve the compactness of the structure of the differential assembly 1. The electromagnetic driving member 143 adsorbs the active driving part 141 through magnetic force, realizing non-contact driving, reducing the friction and wear between mechanical components, extending the service life, and reducing noise and vibration. At the same time, non-contact driving also avoids the heat and energy loss generated by the direct contact of mechanical components, improving the energy efficiency of the whole assembly.

[0047] It should be noted that the electromagnetic driving member 143 is fixedly arranged on the housing 11, such as Figure 1 and Figure 2 shown, a stopper 103 can be arranged at the end of the electromagnetic driving member 143, and the stopper 103 is fixedly connected to the differential assembly 1 to ensure that the electromagnetic driving member 143 is always in a rotationally stationary state.

[0048] In some embodiments, a support body 102 is further arranged on the differential assembly 1. The support body 102 supports the inner ring of the electromagnetic driving member 143, that is, the support body 102 is arranged on the housing 11, the electromagnetic driving member 143 is sleeved on the outer periphery of the support body 102, and a shoulder 104 located on the side of the electromagnetic driving member 143 away from the active driving part 141 is arranged on the support body 102. The shoulder 104 can limit the electromagnetic driving member 143 from moving away from the active driving part 141 axially, ensuring the stability of the electromagnetic driving member 143.

[0049] According to an embodiment of the present invention, a convex part 1411 protruding towards the driven driving part 142 is arranged on the active driving part 141; a groove 1421 recessed away from the active driving part 141 is arranged on the side of the driven driving part 142 facing the active driving part 141, and at least part of the convex part 1411 is located in the groove 1421.

[0050] In the entire differential assembly 1, the driven driving part 142 rotates synchronously with the transmission mechanism 12, that is, the driven driving part 142 rotates synchronously with the vehicle. When the electromagnetic driving part 143 is not energized, the convex part 1411 on the driving driving part 141 is located at the bottom of the groove 1421 of the driven driving part 142. At this time, the locking part 13 is not locked with the housing 11, and the driven driving part 142 follows the transmission mechanism 12 to move synchronously. The side wall (inclined plane) of the groove 1421 contacts the surface of the convex part 1411, and the side wall of the groove 1421 can drive the convex part 1411, so that the driving driving part 141 and the driven driving part 142 move synchronously. The angular displacement difference between the driving driving part 141 and the driven driving part 142 is 0, that is, at this time, the driving driving part 141 and the wheel rotate synchronously, and the entire transmission mechanism 12 idles in the housing 11; when the electromagnetic driving part 143 is energized, the driving driving part is adsorbed to produce a momentary static state or a state where the rotational speed relative to the driven driving part 142 decreases, which leads to an angular displacement difference between the originally synchronously rotating driving driving part 141 and the driven driving part 142. The angular displacement difference causes a relative sliding between one inclined plane of the groove 1421 on the driven driving part 142 and the convex part 1411 of the driving driving part 141. Since the driving driving part 141 is limited by the electromagnetic driving part 143, an axial displacement of the driven driving part 142 away from the driving driving part 141 will occur. The driven driving part 142 moves to drive the locking part 13 to move towards the housing 11, and the tooth top of the first tooth part enters the tooth groove of the second tooth part to make the first tooth part and the second tooth part engage (if the tooth top of the first tooth part contacts the tooth top of the second tooth part but does not enter the tooth groove, at this time, as the rotational speed of the differential housing 11 is inconsistent with the rotational speed of the wheel, a relative displacement will occur between the first tooth part and the second tooth part until the first tooth part and the second tooth part are engaged). After the first tooth part and the second tooth part are engaged, that is, when the axial displacement of the locking part 13 is the largest, the locking part 13 is locked with the housing 11. At this time, the housing 11 will rotate synchronously with the transmission mechanism 12, and the power output by the power device can be transmitted to the transmission mechanism 12 through the housing 11 and then transmitted to the wheel to increase the wheel power. The settings of the groove 1421 and the convex part 1411 realize the power transmission between the driving driving part 141 and the driven driving part 142, simplify the structure of the entire driving device 14, and make the processing and assembly of the driving device 14 simpler.

[0051] According to an embodiment of the present utility model, the driving device 14 further includes a reset member 144. The reset member 144 is disposed in the housing 11 and is adapted to drive the locking member 13 to unlock from the housing 11 when the electromagnetic driving member 143 is powered off. When the vehicle is in a working condition with low power demand, the power device stops working to achieve energy conservation, and the electromagnetic driving member 143 is powered off. At this time, the reset member 144 can drive the locking member 13 to move in the unlocking direction. After the locking member 13 axially moves away from the housing 11, the first tooth portion is disengaged from the second tooth portion, and the power transmission between the housing 11 and the transmission mechanism 12 is disconnected. The driven driving portion 142 moves towards the driving driving portion 141, and the convex portion 1411 returns to the bottom of the groove 1421. The driving driving portion 141 and the driven driving portion 142 keep synchronous movement with the transmission mechanism 12 and the wheels. The torque of the rotating wheels cannot be transmitted to the power device, and no reverse drag is caused to the power device, ensuring the safety of the power device.

[0052] According to an embodiment of the present utility model, the transmission mechanism 12 includes a cross shaft 122 and an inner sleeve 123. A planetary gear 1221 is disposed on the cross shaft 122, and the planetary gear 1221 meshes with a half shaft gear 121. The inner sleeve 123 is configured as an input end, and the inner sleeve 123 is sleeved on the outer periphery of the cross shaft 122. At least a part of the cross shaft 122 passes through the planetary gear 1221 and is fixedly connected to the inner sleeve 123. A receiving groove 1231 is disposed on the inner sleeve 123.

[0053] The transmission mechanism 12 is provided with a cross shaft 122 and an inner sleeve 123. The cross shaft 122 is formed by connecting two mutually perpendicular shafts. The inner sleeve 123 is sleeved on the outer periphery of the cross shaft 122 and is located in the housing 11. There is no direct connection relationship between the inner sleeve 123 and the housing 11, ensuring that the inner sleeve 123 can rotate freely in the housing 11. The extending directions of the two shafts of the cross shaft 122 are respectively located in the radial direction of the inner sleeve 123, and at least a part of the cross shaft 122 extends into the inner sleeve 123, that is, the cross shaft 122 is fixedly connected to the inner sleeve 123 and can rotate synchronously. The inner sleeve 123 can be understood as the input end in the above embodiment. A receiving groove 1231 for receiving the locking member 13 is disposed on the inner sleeve 123. The locking member 13 can selectively move axially on the inner sleeve 123 to realize the connection or disconnection between the inner sleeve 123 and the housing 11. A planetary gear 1221 is disposed on the cross shaft 122, and the planetary gear 1221 meshes with the half shaft gear 121, so that the torque of the wheels can be transmitted to the planetary gear 1221 and then to the cross shaft 122. Similarly, the rotation of the housing 11 can also be transmitted to the half shaft gear 121 through the cross shaft 122. The settings of the cross shaft 122 and the inner sleeve 123 realize the torque transmission between the transmission mechanism 12, the wheels and the housing 11.

[0054] In some embodiments, a connecting shaft 101 that can move axially may be provided on the inner sleeve 123. One end of the connecting shaft 101 extends into the driven driving part 142. One end of the connecting shaft 101 may be in contact with the locking member 13. When the electromagnetic driving member 143 is energized, the driven driving part 142 moves and drives the connecting shaft 101 to move. The connecting shaft 101 drives the locking member 13 to move to achieve locking. When the electromagnetic driving member 143 is de-energized, the reset member 144 drives the locking member 13 to move. The locking member 13 drives the connecting shaft 101 to move, and the connecting shaft 101 drives the driven driving part 142 to move. The setting of the connecting shaft 101 reduces the difficulty of motion transmission between the driven driving part 142 and the locking member 13. At the same time, the connecting shaft 101 is arranged inside the inner sleeve 123, which can improve the structural compactness of the differential assembly 1.

[0055] In some embodiments, the reset member 144 may be a spring or other elastic member.

[0056] In some embodiments, an oil passage 105 may be provided on the end face of the electromagnetic driving member 143 facing the active driving part 141. The oil passage 105 can accommodate lubricating oil. The lubricating oil can reduce the friction between the active driving part 141 and the electromagnetic driving member 143, and can also cool down.

[0057] The vehicle according to the present invention will be briefly described below.

[0058] The vehicle according to the present invention includes an electric drive system and the differential assembly 1 in the above embodiments. Since the vehicle according to the present invention is provided with the differential assembly 1 in the above embodiments, therefore, the differential assembly 1 can select different states according to the actual operating conditions of the vehicle, that is: when the vehicle is in a low power demand condition (such as low-speed driving), the differential assembly 1 disconnects the power transmission between the power device and the wheels through the locking member 13 to avoid the power device generating back electromotive force and achieve energy saving of the electric drive system; when the vehicle is in a high power demand (such as high-speed driving), the differential assembly 1 cooperates with the housing 11 through the locking member 13 to realize the connection of the power transmission between the power device and the wheels, so that the power of the power device can be transmitted to the wheels to meet the vehicle requirements. The setting of the differential assembly 1 enables the vehicle to select the corresponding state according to the actual situation, improving the flexibility of the vehicle.

[0059] It should be noted that the electric drive system is the system that provides driving force for the whole vehicle. The power device in the present invention may be a part of the electric drive system. For example, the electric drive system may further include a motor that provides the main driving force. Here, the main driving force refers to the driving force for the vehicle to travel when the four-wheel drive vehicle disconnects the auxiliary driving force at low speed.

[0060] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0061] In the description of the present utility model, the "first feature" and the "second feature" may include one or more of such features.

[0062] In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0063] In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0064] In the description of the present utility model, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature.

[0065] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

[0066] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A differential assembly, characterized in that: include: A housing (11), wherein the housing (11) is suitable for being connected to a power device; A transmission mechanism (12), the transmission mechanism (12) being rotatably disposed in the housing (11), the transmission mechanism (12) being provided with an input end and a side gear (121) linked to the input end, the side gear (121) being suitable for being linked to a wheel; A locking member (13), wherein the locking member (13) is movably arranged on the housing (11) or the input end, and the locking member (13) can selectively connect or disconnect the input end with the housing (11) by moving; A driving device (14), wherein the driving device (14) is adapted to drive the locking member (13) to move.

2. The differential assembly according to claim 1, characterized in that: The locking member (13) is movably arranged in the transmission mechanism (12); a first linkage portion is arranged on a side end surface of the locking member (13) facing the housing (11); a second linkage portion is arranged on the housing (11); the first linkage portion can be selectively linked with the second linkage portion to connect the input end to the housing (11).

3. The differential assembly according to claim 2, characterized in that: The first linkage portion is configured as a first tooth portion which is arranged on the locking member (13) and protrudes toward the housing (11), and the second linkage portion is configured as a second tooth portion, wherein the first tooth portion is adapted to mesh with the second tooth portion when the locking member (13) moves toward a locking direction so that the input end is linked to the housing (11).

4. The differential assembly according to claim 3, characterized in that: The transmission mechanism (12) is provided with an axially extending receiving groove (1231), and at least a portion of the locking member (13) is movably received in the receiving groove (1231) and abuts against a side wall of the receiving groove (1231) in the circumferential direction.

5. The differential assembly according to claim 4, characterized in that: The driving device (14) comprises: An active driving part (141), wherein the active driving part (141) is rotatably disposed on the housing (11); A driven driving part (142) is rotatably arranged on the housing (11) and linked with the active driving part (141); the driven driving part (142) can selectively move in the axial direction to drive the locking member (13) to be connected to the housing (11).

6. The differential assembly according to claim 5, characterized in that: The driving device (14) further comprises: An electromagnetic driving component (143) is arranged on the housing (11) and is located on a side of the active driving part (141) away from the driven driving part (142). The electromagnetic driving component (143) is connected to an external power supply. When powered on, the electromagnetic driving component (143) is adapted to absorb the active driving part (141) so that the active driving part (141) rotates relative to the driven driving part (142) to axially push the driven driving part (142) to move.

7. The differential assembly according to claim 6, characterized in that: The active driving part (141) is provided with a convex part (1411) protruding toward the driven driving part (142); the driven driving part (142) is provided with a groove (1421) recessed away from the active driving part (141) on a side facing the active driving part (141), and at least a part of the convex part (1411) is located in the groove (1421).

8. The differential assembly according to claim 6, characterized in that: The driving device (14) further comprises: a reset member (144), the reset member (144) being arranged on the housing (11), the reset member (144) being suitable for driving the locking member (13) to unlock the housing (11) when the electromagnetic driving member (143) is powered off.

9. The differential assembly according to claim 4, characterized in that: The transmission mechanism (12) comprises: A cross shaft (122), wherein a planetary gear (1221) is disposed on the cross shaft (122), and the planetary gear (1221) is meshed with the side shaft gear (121); An inner sleeve (123), the inner sleeve (123) being configured as the input end, the inner sleeve (123) being sleeved on the outer circumference of the cross shaft (122), at least a portion of the cross shaft (122) passing through the planetary gear (1221) and being fixedly connected to the inner sleeve (123), and the inner sleeve (123) being provided with the accommodating groove (1231).

10. A vehicle, characterized in that: include: Electric drive system; A differential assembly, wherein the housing (11) of the differential assembly is linked to the electric drive system, and the differential assembly is constructed as the differential assembly described in any one of claims 1 to 9.

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