Concentric double-shaft differential structure and vehicle

Abstract

The concentric double-shaft differential structure comprises a differential main body and a pair of driven assemblies coaxially driven by the differential main body, the differential main body comprises an input shaft and a U-shaped part, and a rotating bevel gear B and a rotating bevel gear C are arranged at the two ends of the U-shaped part; a transmission rod N coaxial with the input shaft is rotationally arranged in the U-shaped part, a bevel gear D and a straight gear J are in key connection with the transmission rod N, the bevel gear D is meshed with the bevel gear B and the bevel gear C at the same time, and the straight gear J is meshed with one of the driven assemblies; the transmission rod N is sleeved with a fixed bevel gear E and a fixed straight gear F, the bevel gear E is meshed with the bevel gear B and the bevel gear C at the same time, and the straight gear F is meshed with the other driven assembly. Meanwhile, the relative height between the input shaft and the output shaft can be adjusted, so that the requirements of different vehicle types are met.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive transmission devices, in particular to a concentric dual-axis differential structure and a vehicle. Background Technique

[0002] With the continuous progress of automotive industrial technology, the differential, as an important part of the vehicle transmission system, its performance and design are of crucial significance for improving the overall performance of the vehicle, adapting to different road conditions, and meeting the diverse needs of users. Although the traditional differential design can meet the basic transmission requirements, there are still some limitations in practical applications, such as insufficient ground clearance, difficult adjustment of the relative height between the input and output shafts, and high cost for realizing the differential lock function.

[0003] Therefore, it is necessary to provide a concentric dual-axis differential structure and a vehicle to solve the above technical problems. Summary of the Utility Model

[0004] To solve the above technical problems, the utility model provides a concentric dual-axis differential structure and a vehicle. Through the concentric dual-axis design, the overall volume and weight of the differential are effectively reduced, and at the same time, the ground clearance of the vehicle is greatly improved. At the same time, the relative height between the input shaft and the output shaft can be adjusted to match the requirements of different vehicle models.

[0005] The utility model provides a concentric dual-axis differential structure, which includes a differential main body for transmitting input torque and a pair of driven components coaxially driven by the differential main body, and the input torque is transmitted to the driving wheels of the vehicle by the driven components. Among them,

[0006] The differential main body includes an input shaft and a U-shaped part integrally formed at the end of the input shaft. Symmetrically arranged bevel gears B and C are respectively rotatably connected to both ends of the U-shaped part;

[0007] A transmission rod N coaxial with the input shaft is rotatably connected inside the U-shaped part. A bevel gear D and a spur gear J are key-connected to the transmission rod N. Among them, the bevel gear D meshes with both the bevel gear B and the bevel gear C, and the spur gear J meshes with one of the driven components to transmit the input torque to the corresponding driving wheel;

[0008] The transmission rod N is sleeved with a bevel-spur gear member that rotates with the axis of the transmission rod N as the center line. The bevel-spur gear member meshes with both the bevel gear B and the bevel gear C and is arranged opposite to the bevel gear D. The bevel-spur gear member is also connected to the other driven component to transmit the input torque to the corresponding driving wheel.

[0009] Preferably, each driven component includes a spur gear G and a bevel gear H fixedly connected coaxially with the spur gear G. The bevel gear H meshes with a bevel gear I, and the bevel gear I transmits the input torque to the drive wheel through an output shaft.

[0010] Preferably, the spur gear G and the bevel gear H are jointly sleeved on a fixed shaft, so that the spur gear G and the bevel gear H can rotate around the fixed shaft J.

[0011] Preferably, a differential lock is further included, and the differential lock is connected between the spur gear F and the transmission rod N.

[0012] Preferably, the differential lock is one of an electromagnetic differential lock or a mechanical differential lock.

[0013] Preferably, a plurality of transmission rods Q are provided and are circumferentially arrayed around the axis of the transmission rod N.

[0014] Preferably, the bevel spur gear member includes a bevel gear E and a spur gear F fixedly connected, and the bevel gear E and the spur gear F are fixedly connected through a transmission rod Q.

[0015] Preferably, the bevel gear E meshes with the bevel gear B and the bevel gear C at the same time, and the spur gear F meshes with the spur gear G of another driven component.

[0016] The present utility model also provides a vehicle, including a drive wheel, and the drive wheel is connected to a driven component of a concentric coaxial differential structure to transmit the torque received by the driven component to the corresponding drive wheel.

[0017] Compared with the related art, a concentric coaxial differential structure and a vehicle provided by the present utility model have the following beneficial effects:

[0018] 1. The present utility model changes the large gear disc of the traditional differential into a concentric coaxial design, abandons the huge gearbox of the traditional differential, effectively reduces the overall volume and weight of the differential, and at the same time greatly improves the ground clearance of the vehicle, enhancing the passing performance and off-road performance of the vehicle.

[0019] 2. The spur gear J and the spur gear F of the driven component of the present utility model are not on the same surface as the differential main body, so that the relative height between the input shaft and the output shaft can be easily adjusted, so as to match the requirements of different vehicle models. When the output shaft is higher than the input shaft, the vehicle body height can be reduced to improve the stability of the vehicle during high-speed driving; when the output shaft is lower than the input shaft, the passing performance of the vehicle during low-speed driving can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings, as a part of the present utility model, are used to provide a further understanding of the present utility model. The schematic embodiments and descriptions thereof of the present utility model are used to explain the present utility model, but do not constitute an improper limitation to the present utility model. Obviously, the accompanying drawings in the following description are only some embodiments, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. In the drawings:

[0021] Figure 1 It is a schematic structural diagram of a first perspective of a concentric double - shaft differential structure provided in the first embodiment of the present utility model;

[0022] Figure 2 It is a schematic structural diagram of a second perspective of a concentric double - shaft differential structure provided in the first embodiment of the present utility model;

[0023] Figure 3 It is a schematic structural diagram of a concentric double - shaft differential structure provided in the second embodiment of the present utility model;

[0024] Reference numerals in the figure: 1, input shaft; 2, U - shaped part; 3, bevel gear B; 4, bevel gear C; 5, transmission rod N; 6, bevel gear D; 7, spur gear J; 8, bevel gear E; 9, spur gear F; 10, transmission rod Q; 11, spur gear G; 12, bevel gear H; 13, bevel gear I; 14, driving wheel; 15, differential lock; 16, output shaft.

[0025] It should be noted that these drawings and text descriptions are not intended to limit the scope of the concept of the present utility model in any way, but to illustrate the concept of the present utility model to those skilled in the art by referring to specific embodiments. Detailed implementation manners

[0026] Next, the technical solutions of the present utility model will be clearly and completely described in conjunction with the accompanying drawings. Obviously, the described embodiments are some embodiments of the present utility model, rather than all embodiments. Based on the embodiments in the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present utility model.

[0027] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It 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 thus cannot be understood as a limitation to the present utility model. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0028] In the description of the present utility model, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0029] Embodiment 1

[0030] The present utility model provides a concentric dual-axis differential structure, aiming to improve the flexibility and reliability of the transmission system. Especially in complex mechanical devices that require dynamic adjustment of the speed difference between the left and right drive wheels, such as vehicle drive systems, its application value is particularly significant. This structure realizes the efficient distribution and transmission of torque, while ensuring stable operation under various working conditions.

[0031] In this embodiment, the differential structure mainly includes a differential body, a pair of driven components, and corresponding transmission mechanisms. The differential body includes an input shaft 1 and a U-shaped part 2, and the U-shaped part 2 is integrally formed at the end of the input shaft 1. Rotatable bevel gears B3 and bevel gears C4 are respectively installed at both ends of the U-shaped part 2, and they are symmetrically arranged. Therefore, the bevel gears B3 and bevel gears C4 can not only rotate synchronously with the input shaft 1, but also rotate independently according to requirements. Such a design effectively adapts to the adjustment requirements of the wheel speed difference under different driving conditions, improving the vehicle handling performance and driving stability.

[0032] Specifically, a connecting shaft is added on the axes of the bevel gears B3 and bevel gears C4. This connecting shaft not only serves as a supporting element for the bevel gears B3 and bevel gears C4 to ensure that they can rotate smoothly around the axis of the connecting shaft, but also it is firmly fixed on the U-shaped part 2. Such a design greatly enhances the stability and reliability of the entire differential structure.

[0033] In this way, the connecting shaft not only bears the radial and axial forces generated by the bevel gears B3 and bevel gears C4 during operation, preventing offset or looseness that may be caused by uneven force, but also through its rigid connection with the U-shaped part 2, provides a solid base for the bevel gears B3 and bevel gears C4, ensuring precise alignment and efficient operation during power transmission, effectively reducing energy consumption losses caused by unnecessary relative movement or vibration between components, improving the transmission efficiency, and in long-term operation, helping to reduce wear and extend the service life of the entire differential system.

[0034] The transmission rod N5 is coaxially arranged with the input shaft 1, and one end of the transmission rod N5 is rotatably connected to the U-shaped part 2. Bevel gears D6 and spur gears J7 are fixed at both ends of the transmission rod N5 through key connections, realizing direct power transmission from the input shaft 1 to the driven assembly; the bevel gear D6 is located at the center of the U-shaped part 2 and meshes with the bevel gear B3 and the bevel gear C4 simultaneously, enabling torque transmission. The spur gear J7 is connected to one of the driven assemblies and is responsible for transmitting the torque to the corresponding drive wheel 14.

[0035] The bevel-spur gear component rotatably sleeved on the transmission rod N5 is essentially a composite gear structure that connects the bevel gear E8 and the spur gear F9 through the transmission rod Q10. The meshing of the bevel gear E8 with the bevel gear B3 and the bevel gear C4 continues the power distribution logic of the input shaft 1.

[0036] The spur gear F9 directly transmits power to the other drive wheel 14 through meshing with another driven assembly, ensuring the continuity and balance of power transmission.

[0037] As a bridge connecting the bevel gear E8 and the spur gear F9, the transmission rod Q10 not only ensures the synchronous movement of the two but also provides necessary stability and rigid support for the entire bevel-spur gear component. Specifically, the transmission rod Q10 adopts a multi-point distribution design, that is, multiple transmission rods Q10 are circumferentially arrayed around the axis of the transmission rod N5. While enhancing the overall rigidity of the structure, it also optimizes the force distribution, avoiding excessive stress that a single connection point might bear, thereby effectively improving the reliability and durability of the system under high-load conditions.

[0038] In this embodiment, each driven assembly is composed of a spur gear G11 and a bevel gear H12, which are coaxially fixed and jointly connected to the fixed shaft. The spur gear G11 ensures direct and smooth meshing with the spur gear J7 and the spur gear F9 with its parallel tooth surfaces, reducing transmission errors and improving the accuracy and efficiency of transmission. The bevel gear H12, through its conical tooth surface, forms a meshing relationship with the bevel gear I13, not only optimizing the torque conversion process but also enhancing the system's adaptability to different speed ratio requirements.

[0039] The exquisite meshing of the bevel gear H12 and the bevel gear I13 constitutes another key link in the power transmission chain. As the relay of this chain, the bevel gear I13 transmits the torque to the drive wheel 14 through combination with the output shaft 16 to form an efficient and stable power transmission network, ensuring that each drive wheel can obtain sufficient and appropriate driving force even in complex and changeable driving environments, thereby improving the overall vehicle handling performance and driving stability.

[0040] The differential structure of this application has two working conditions, specifically:

[0041] The first case: When the resistances received by the two drive wheels 14 are the same, it means that the output shafts 16 of the two transmission components rotate synchronously. At this time, under the action of the input shaft 1, the bevel gear B3 and the bevel gear C4 connected to the U-shaped part 2 start to rotate axially along the input shaft 1 synchronously, and then drive the bevel gear D6 and the bevel gear E8 meshing with the bevel gear B3 and the bevel gear C4 to rotate synchronously. The bevel gear D6 drives the transmission rod N5 and the spur gear J7 to rotate. That is to say, the input shaft 1, the bevel gear B3, the bevel gear C4, the bevel gear D6, the bevel gear E8 and the transmission rod N5 rotate synchronously as a whole following the input torque.

[0042] When the bevel gear E8 rotates, it drives the corresponding driven component to work. Specifically, the spur gear F9 fixed to the bevel gear E8 rotates accordingly. When the spur gear F9 rotates, the torque is transmitted to the corresponding output shaft 16 through the meshing spur gear G11, bevel gear H12 and bevel gear I13, and the drive wheel 14 connected is driven to rotate by the output shaft 16.

[0043] When the spur gear J7 rotates, it drives the corresponding driven component to work. Specifically, the spur gear J7 drives the spur gear G11 of the corresponding driven component to rotate, and then the torque is transmitted to the corresponding output shaft 16 through the meshing bevel gear H12 and bevel gear I13, and the drive wheel 14 connected is driven to rotate by the output shaft 16.

[0044] The second case: When the two drive wheels 14 of the vehicle encounter different road surface conditions, for example, one wheel is on a smooth road surface while the other is on a muddy or uneven terrain, the ground resistances received by the two drive wheels will be significantly different, and this difference directly affects the output performance of the two transmission components connected thereto. At this time, the superiority of the differential structure is manifested.

[0045] Specifically, due to the imbalance of the resistances received by the two drive wheels 14, the torque input to the differential body will be intelligently redistributed to adapt to this change. The bevel gear B3 and the bevel gear C4, as the core of the differential mechanism, no longer simply rotate synchronously with the input shaft 1, but start to rotate on their own according to the different requirements of the two drive wheels 14 on both sides, that is, the speeds of their respective rotations are no longer the same, and this self-rotation behavior is automatically adjusted according to the actual resistances received by the two drive wheels 14 on both sides.

[0046] As the speed difference between bevel gear B3 and bevel gear C4 appears, the speed of bevel gear D6 meshing therewith will also change accordingly, because bevel gear D6 must maintain meshing with bevel gear B3 and bevel gear C4, and adapt to their different rotation rates, which leads to a speed difference on both sides of bevel gear D6. Further, through the bevel spur gear components on transmission rod N5, especially bevel gear E8, this speed difference is transmitted and amplified, so that another driven component connected to spur gear F9 can also adjust the output speed according to actual conditions, thereby ensuring that each drive wheel 14 can rotate at a speed that best suits the current road conditions.

[0047] Therefore, even under complex and changeable driving conditions, the differential structure of the present invention can ensure that each driving wheel 14 obtains just the right driving force, which not only avoids slipping or power waste, but also effectively improves the vehicle's controllability, stability and passability.

[0048] When the two driving wheels 14 are subjected to different resistances, it means that there is a speed difference between the output shafts 16 of the two transmission components. At this time, the bevel gears B3 and C4 will rotate at the same time, which will cause a speed difference between the bevel gears D6 and E8, thereby achieving a differential output effect.

[0049] The working principle of a concentric double-axis differential structure provided by the utility model is as follows: the large toothed disc of the traditional differential is changed to a concentric double-axis design, the huge gear box of the traditional differential is abandoned, the overall volume and weight of the differential are effectively reduced, and at the same time the ground clearance of the vehicle is greatly improved, and the vehicle's passability and off-road performance are enhanced.

[0050] At the same time, since the spur gears J7 and F9 of the driven assembly are not on the same surface as the differential body, the relative height between the input shaft 1 and the output shaft 16 can be easily adjusted, so as to flexibly match the needs of different models. When the output shaft 16 is higher than the input shaft 1, it can not only reduce the vehicle height to improve the stability of the vehicle when driving at high speed, but also raise the overall height of the vehicle by reverse operation, that is, making the output shaft 16 lower than the input shaft 1, thereby significantly enhancing the vehicle's ability to pass under complex road conditions, especially when driving at low speeds, which will greatly improve the vehicle's off-road performance and adaptability. .

[0051] Embodiment 2

[0052] In this embodiment, the utility model provides a concentric dual-axis differential structure, which aims to improve the flexibility and reliability of the transmission system, especially in complex mechanical devices that need to dynamically adjust the speed difference between the left and right drive wheels, such as vehicle drive systems, and its application value is particularly significant. This structure realizes efficient distribution and transmission of torque, while ensuring stable operation under various working conditions.

[0053] In this embodiment, the differential structure mainly includes a differential body, a pair of driven components and corresponding transmission mechanisms. The differential body includes an input shaft 1 and a U-shaped part 2, and the U-shaped part 2 is integrally formed at the end of the input shaft 1. Rotatable bevel gears B3 and bevel gears C4 are respectively installed at both ends of the U-shaped part 2, and they are symmetrically arranged. Therefore, the bevel gears B3 and bevel gears C4 can not only rotate synchronously with the input shaft 1, but also rotate independently according to requirements. Such a design effectively adapts to the adjustment requirements of the wheel speed difference under different driving conditions, and improves the vehicle handling performance and driving stability.

[0054] Specifically, a connecting shaft is added on the axes of the bevel gears B3 and bevel gears C4. This connecting shaft not only serves as a supporting element for the bevel gears B3 and bevel gears C4 to ensure that they can rotate smoothly around the axis of the connecting shaft, but also is firmly fixed on the U-shaped part 2. Such a design greatly enhances the stability and reliability of the entire differential structure.

[0055] In this way, the connecting shaft not only bears the radial and axial forces generated by the bevel gears B3 and bevel gears C4 during operation, preventing offset or loosening that may be caused by uneven force, but also provides a solid base for the bevel gears B3 and bevel gears C4 through its rigid connection with the U-shaped part 2, ensuring precise alignment and efficient operation during power transmission, effectively reducing energy consumption losses caused by unnecessary relative movement or vibration between components, improving the transmission efficiency, and in the long-term operation, helping to reduce wear and extend the service life of the entire differential system.

[0056] The transmission rod N5 is coaxially arranged with the input shaft 1, and one end of the transmission rod N5 is rotatably connected to the U-shaped part 2. Bevel gear D6 and spur gear J7 are fixed at both ends of the transmission rod N5 through key connection, realizing direct power transmission from the input shaft 1 to the driven components; the bevel gear D6 is located at the center of the U-shaped part 2 and meshes with the bevel gears B3 and bevel gears C4 at the same time, which can realize torque transmission, and the spur gear J7 is connected to one of the driven components and is responsible for transmitting the torque to the corresponding driving wheel 14.

[0057] The bevel-spur gear component sleeved rotatably on the transmission rod N5 is essentially a composite gear structure, which connects the bevel gear E8 and the spur gear F9 together through the transmission rod Q10. The meshing of the bevel gear E8 with the bevel gears B3 and bevel gears C4 continues the power distribution logic of the input shaft 1.

[0058] The spur gear F9 directly transmits the power to the other driving wheel 14 through meshing with the other driven component, ensuring the continuity and balance of power transmission.

[0059] The transmission rod Q10, as a bridge connecting the bevel gear E8 and the spur gear F9, not only ensures the synchronous movement of the two, but also provides necessary stability and rigid support for the entire bevel-spur gear component. Specifically, the transmission rod Q10 adopts a multi-point distribution design, that is, multiple transmission rods Q10 are circumferentially arrayed around the axis of the transmission rod N5. While enhancing the overall rigidity of the structure, it also optimizes the force distribution, avoids excessive stress that a single connection point may bear, and thus effectively improves the reliability and durability of the system under high-load conditions.

[0060] In this embodiment, each driven component is composed of a spur gear G11 and a bevel gear H12, which are coaxially fixed and jointly connected to the fixed shaft. The spur gear G11 ensures direct and smooth meshing with the spur gear J7 and the spur gear F9 with its parallel tooth surfaces, reducing the transmission error and improving the transmission accuracy and efficiency. The bevel gear H12, through its conical tooth surface, forms a meshing relationship with the bevel gear I13, not only optimizing the torque conversion process, but also enhancing the system's adaptability to different speed ratio requirements.

[0061] The delicate meshing of the bevel gear H12 and the bevel gear I13 constitutes another key link in the power transmission chain. The bevel gear I13, as the relay of this chain, transmits the torque to the drive wheel 14 through the combination with the output shaft 16 to form an efficient and stable power transmission network, ensuring that each drive wheel can obtain sufficient and appropriate driving force even in complex and changeable driving environments, thereby improving the overall vehicle handling performance and driving stability.

[0062] Different from the first embodiment: The differential structure further includes a differential lock 15, which is connected between the spur gear F9 and the transmission rod N5 to realize the control of the separate or synchronous transmission of the two output shafts 16, so that the realization of the function of the differential lock 15 no longer requires the redesign and manufacture of the entire mechanism, thus greatly reducing the production cost. At the same time, the quick response and reliable performance of the differential lock 15 also improve the driving safety and stability of the vehicle under different road conditions.

[0063] Specifically, the differential lock 15 is one of an electromagnetic differential lock 15 or a mechanical differential lock 15.

[0064] Embodiment Three

[0065] The present utility model also provides a vehicle, including a drive wheel 14, and the drive wheel 14 is connected to a driven component of a concentric coaxial differential structure to transmit the torque received by the driven component to the corresponding drive wheel 14.

[0066] The above are only embodiments of the present utility model, and do not thereby limit the patent scope of the present utility model. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present utility model, or directly or indirectly applied in other related technical fields, shall equally be included within the patent protection scope of the present utility model.

Claims

1. A concentric dual-axis differential structure, characterized in that: The invention comprises a differential body for transmitting input torque and a pair of driven assemblies coaxially driven by the differential body, and the driven assemblies transmit the input torque to the driving wheels (14) of the vehicle, wherein: The differential body comprises an input shaft (1) and a U-shaped portion (2) integrally formed at the end of the input shaft (1), wherein two ends of the U-shaped portion (2) are rotatably connected to a symmetrically arranged bevel gear B (3) and a bevel gear C (4); The U-shaped portion (2) is internally rotatably connected to a transmission rod N (5) coaxial with the input shaft (1), and the transmission rod N (5) is keyed to a bevel gear D (6) and a spur gear J (7), wherein the bevel gear D (6) is meshed with the bevel gear B (3) and the bevel gear C (4) at the same time, and the spur gear J (7) is meshed with one of the driven components to transmit the input torque to the corresponding drive wheel (14); The transmission rod N (5) is sleeved with a bevel spur gear component that rotates with the axis of the transmission rod N (5) as the center line. The bevel spur gear component is meshed with the bevel gear B (3) and the bevel gear C (4) at the same time, and is arranged on the opposite side of the bevel gear D (6). The bevel spur gear component is also connected to another driven component to transmit the input torque to the corresponding drive wheel (14).

2. A concentric dual-axis differential structure according to claim 1, characterized in that: Each driven assembly comprises a spur gear G (11) and a bevel gear H (12) coaxially fixedly connected to the spur gear G (11); the bevel gear H (12) is meshed with a bevel gear I (13); the bevel gear I (13) transmits input torque to a drive wheel (14) via an output shaft (16).

3. A concentric dual-axis differential structure according to claim 2, characterized in that: The spur gear G (11) and the bevel gear H (12) are sleeved together on a fixed shaft, so that the spur gear G (11) and the bevel gear H (12) can rotate around the fixed shaft J.

4. The concentric dual-axis differential structure according to claim 1, characterized in that: It also includes a differential lock (15), which is connected between the spur gear F (9) and the transmission rod N (5).

5. The concentric dual-axis differential structure according to claim 4, characterized in that: The differential lock (15) is either an electromagnetic differential lock (15) or a mechanical differential lock (15).

6. The concentric dual-axis differential structure according to claim 1, characterized in that: The transmission rods Q (10) are provided in plurality and are distributed in an array around the axis of the transmission rod N (5).

7. The concentric dual-axis differential structure according to claim 1, characterized in that: A connecting shaft is rotatably sleeved on the axes of the bevel gear B (3) and the bevel gear C (4), and the connecting shaft is fixed on the U-shaped portion.

8. The concentric dual-axis differential structure according to claim 2, characterized in that: The bevel spur gear component comprises a bevel gear E (8) and a spur gear F (9) which are fixedly connected, and the bevel gear E (8) and the spur gear F (9) are fixedly connected via a transmission rod Q (10).

9. The concentric dual-axis differential structure according to claim 8, characterized in that: The bevel gear E (8) meshes with the bevel gear B (3) and the bevel gear C (4) at the same time, and the spur gear F (9) meshes with the spur gear G (11) of another driven component.

10. A vehicle comprising a driving wheel (14), characterized in that: The driving wheel (14) is connected to a driven component of a concentric dual-axis differential structure according to any one of claims 1 to 9, so as to transmit the torque received from the driven component to the corresponding driving wheel (14).

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