Differential assembly, transmission structure, power system and automobile

Abstract

The utility model provides a differential assembly, a transmission structure, a power system and an automobile. The differential assembly comprises a first gear, a differential mechanism and a differential clutch lock. The first gear is used for being connected with a power input mechanism; the differential mechanism is used for being installed on a power output shaft and connected with the first gear. And the differential clutch lock is used for being combined with or disconnected from the differential mechanism so as to switch the differential assembly to a conventional differential mode or a disengagement mode. According to the differential mechanism, the differential clutch lock is integrated on the differential mechanism, and when the differential clutch lock is disconnected from the differential mechanism, a differential assembly can be in a conventional differential mode; when the differential clutch lock is combined with the differential mechanism, the differential assembly can be in the escape mode, so that the differential assembly can meet the actual requirements of a conventional differential mode and the escape mode, the escape function is achieved through the combination of the differential clutch lock and the differential mechanism in a special scene where trafficability needs to be improved, and the actual requirements are met.

Description

Technical Field

[0001] The utility model relates to the technical field of differential assemblies, in particular to a differential assembly, a transmission structure, a power system and a car. Background Art

[0002] At present, the differential assembly plays a vital role in the car. It has the functions of realizing differential function, transmitting and distributing torque, reducing speed and increasing torque, and carrying the weight of the whole vehicle, providing stable and reliable power transmission and driving performance guarantee for the vehicle. However, the functional modes of the existing differential assembly are limited and cannot take into account the actual needs of the conventional differential mode and the escape mode. Utility Model Content

[0003] The utility model provides a differential assembly, a transmission structure, a power system and a car, so as to solve the problem that the existing differential assembly has limited functional modes and cannot take into account the actual needs of a conventional differential mode and an escape mode.

[0004] A differential assembly includes a first gear, a differential and a differential clutch lock;

[0005] The first gear is used to connect with the power input mechanism;

[0006] The differential is used to be installed on the power output shaft and connected to the first gear;

[0007] The differential clutch lock is used to engage with or disengage from the differential to switch the differential assembly to a normal differential mode or a get-out-of-traffic mode.

[0008] Preferably, the differential assembly further includes a reduction mechanism; the reduction mechanism is used to be installed on the power output shaft and is connected to the first gear and the differential.

[0009] Preferably, the reduction mechanism includes a first reduction mechanism; the first reduction mechanism includes a first planetary carrier, a first planetary gear, a first sun gear and a first ring gear; the first planetary carrier is connected to the differential; the first planetary gear is mounted on the first planetary carrier, the first sun gear is used to be mounted on the power output shaft, one end of the first sun gear is used to be connected to the housing, and the other end of the first sun gear is meshed with the inner side of the first planetary gear; the inner side of the first ring gear is meshed with the outer side of the first planetary gear, and the outer side of the first ring gear is meshed with the first gear.

[0010] Preferably, the speed reduction mechanism includes a second speed reduction mechanism; the second speed reduction mechanism includes a second planet carrier, second planet gears, a second sun gear, and a second ring gear; the second planet carrier is connected to the differential, the second planet gears are mounted on the second planet carrier, the second sun gear is sleeved on the power output shaft and meshes with the inner sides of the second planet gears, and the inner side of the second ring gear meshes with the outer sides of the second planet gears;

[0011] The outer side of the second ring gear is connected to the first gear;

[0012] The differential assembly further includes a brake and a clutch;

[0013] One end of the brake is connected to the housing, and the other end of the brake engages or disengages with the second sun gear;

[0014] One end of the clutch is connected to the second planet carrier, and the other end of the clutch engages or disengages with the second sun gear.

[0015] Preferably, the speed reduction mechanism includes a third speed reduction mechanism; the third speed reduction mechanism includes a third ring gear, a third planet carrier, a third sun gear, third planet gears, and fourth planet gears; the third ring gear is connected to the differential;

[0016] The third sun gear is sleeved on the power output shaft and connected to the first gear;

[0017] The third planet carrier is mounted inside the third ring gear; the third planet gears and the fourth planet gears are sequentially mounted on the third planet carrier in the radial direction, the outer sides of the third planet gears mesh with the inner sides of the fourth planet gears, the inner sides of the third planet gears mesh with the third sun gear, and the outer sides of the fourth planet gears mesh with the third ring gear;

[0018] The differential assembly further includes a brake and a clutch;

[0019] One end of the brake is connected to the housing, and the other end of the brake engages or disengages with the third planet carrier;

[0020] One end of the clutch is connected to the third planet carrier, and the other end of the clutch engages or disengages with the third sun gear.

[0021] A transmission structure includes a power output shaft, a power input mechanism, and the differential assembly as described above;

[0022] The power output shaft and the power input mechanism are arranged in parallel at an interval;

[0023] The differential assembly is mounted on the power output shaft and connected to the power input mechanism.

[0024] Preferably, the power input mechanism comprises a power input shaft and a second gear;

[0025] The power input shaft and the power output shaft are arranged in parallel and spaced apart, the second gear is mounted on the power input shaft, and the second gear is drivingly connected to the first gear.

[0026] Preferably, the power input mechanism further includes an intermediate shaft, a third gear and a fourth gear;

[0027] The intermediate shaft is arranged parallel to the power input shaft and the power output shaft and spaced apart from each other;

[0028] The third gear and the fourth gear are installed on the intermediate shaft at an interval, the third gear is meshed with the second gear, and the fourth gear is meshed with the first gear.

[0029] A power system comprises a motor and the transmission structure; the output shaft of the motor is connected to the power input shaft of the transmission structure.

[0030] A car comprises the power system.

[0031] The differential assembly provided by the embodiment of the utility model includes a first gear, a differential and a differential clutch lock; when installed, the first gear is used to connect with the power input mechanism, and the differential is used to be installed on the power output shaft and connected with the first gear; the power input mechanism transmits power to the differential through the first gear, and the differential can transmit power to the power output shaft, and can flexibly distribute the torque transmitted from the first gear to the two driving wheels of the power output shaft, ensuring that the vehicle can run smoothly. The differential clutch lock is integrated into the differential. When the differential clutch lock is disconnected from the differential, the differential assembly can be in the normal differential mode; when the differential clutch lock is combined with the differential, the differential assembly can be in the escape mode, so that the differential assembly can take into account the actual needs of the normal differential mode and the escape mode. When faced with special scenarios where improved passability is required (such as muddy country roads or off-road venues where vehicles are prone to getting stuck in the mud and unable to extricate themselves), the escape function is achieved by combining the differential clutch lock with the differential to meet actual needs; and the structure is simple, the structural stability is improved, and the cost of parts is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] To more clearly illustrate the technical solutions of the embodiments of the present utility model, the accompanying drawings required for the description of the embodiments of the present utility model will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on these drawings.

[0033] Figure 1 is the first structure diagram of the transmission structure in an embodiment of the present utility model;

[0034] Figure 2 is the second structure diagram of the transmission structure in an embodiment of the present utility model;

[0035] Figure 3 is the third structure diagram of the transmission structure in an embodiment of the present utility model;

[0036] Figure 4 is the fourth structure diagram of the transmission structure in an embodiment of the present utility model.

[0037] Wherein, 1, the first gear; 2, the differential; 3, the differential clutch lock; 4, the power output shaft; 5, the first reduction mechanism; 51, the first planet carrier; 52, the first planet gear; 53, the first sun gear; 54, the first ring gear; 6, the second reduction mechanism; 61, the second planet carrier; 62, the second planet gear; 63, the second sun gear; 64, the second ring gear; 7, the brake; 8, the clutch; 9, the third reduction mechanism; 91, the third ring gear; 92, the third planet carrier; 93, the third sun gear; 94, the third planet gear; 95, the fourth planet gear; 10, the power input shaft; 11, the second gear; 12, the intermediate shaft; 13, the third gear; 14, the fourth gear; 15, the motor; 16, the controller. Specific embodiments

[0038] In order to make the technical problems, technical solutions and beneficial effects solved by the present utility model more clearly understood, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0039] In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention 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 cannot be understood as a limitation on the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0040] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] The utility model embodiment provides a differential assembly, referring to Figure 1 The differential assembly includes a first gear 1, a differential 2 and a differential clutch lock 3; the first gear 1 is used to be connected to a power input mechanism; the differential 2 is used to be installed on a power output shaft 4 and connected to the first gear 1; the differential clutch lock 3 is used to engage or disengage with the differential 2 to switch the differential assembly to a normal differential mode or a relief mode.

[0042] Among them, the differential assembly is applied to the car, and the conventional differential mode is a driving mode based on the speed difference to achieve power distribution and steering control between the drive wheels or wheels. The conventional differential mode is widely used in various cars, especially in scenarios that require high flexibility and high stability. For example, whether it is a front-wheel drive car, a rear-wheel drive car or a four-wheel drive car, a differential 2 is used to achieve differential movement of the wheels on both sides. The escape mode is a driving mode designed to cope with complex or difficult road conditions. This mode usually helps the vehicle to get out of trouble smoothly by adjusting the vehicle's suspension system, power output, and tire grip. For example, in muddy country roads or off-road venues, vehicles are prone to getting stuck in the mud and unable to extricate themselves. At this time, the escape mode can significantly improve the vehicle's ability to get out of trouble.

[0043] As an example, the differential assembly includes a first gear 1, a differential 2 and a differential clutch lock 3; during installation, the first gear 1 is used to connect with the power input mechanism, and the differential 2 is used to be installed on the power output shaft 4 and connected with the first gear 1; the power input mechanism transmits power to the differential 2 through the first gear 1, and the differential 2 can transmit power to the power output shaft 4, and can flexibly distribute the torque transmitted from the first gear 1 to the two driving wheels of the power output shaft 4, ensuring that the vehicle can run smoothly. The differential clutch lock 3 is integrated into the differential 2. When the differential clutch lock 3 is disconnected from the differential 2, the differential assembly can be placed in a conventional differential mode; when the differential clutch lock 3 is combined with the differential 2, the differential assembly can be placed in an escape mode, so that the differential assembly can take into account the actual needs of both the conventional differential mode and the escape mode. When faced with special scenarios where improved passability is required (such as muddy country roads or off-road venues where vehicles are prone to getting stuck in the mud and unable to extricate themselves), the escape function is achieved by combining the differential clutch lock 3 with the differential 2 to meet actual needs. In addition, the structure is simple, the structural stability is improved, and the cost of parts is reduced.

[0044] In one embodiment, referring to Figure 1 and Figure 2 The differential assembly also includes a reduction mechanism; the reduction mechanism is used to be installed on the power output shaft 4 and is connected to the first gear 1 and the differential 2.

[0045] As an example, the differential assembly also includes a reduction mechanism; when installed, the reduction mechanism is used on the power output shaft 4, connected to the first gear 1 and the differential 2, so that the speed ratio between the first gear 1 and the differential 2 can be changed only through the reduction mechanism, and the differential assembly can be replaced from a small speed ratio differential structure to a large speed ratio differential structure, thereby realizing the standardization and scale of parts, reducing parts costs and management costs, and improving structural stability.

[0046] In one embodiment, referring to Figure 2 The reduction mechanism includes a first reduction mechanism 5; the first reduction mechanism 5 includes a first planetary carrier 51, a first planetary gear 52, a first sun gear 53 and a first ring gear 54; the first planetary carrier 51 is connected to the differential 2; the first planetary gear 52 is installed on the first planetary carrier 51; the first sun gear 53 is used to be mounted on the power output shaft 4, one end of the first sun gear 53 is used to be connected to the housing, and the other end of the first sun gear 53 is meshed with the inner side of the first planetary gear 52; the inner side of the first ring gear 54 is meshed with the outer side of the first planetary gear 52; the outer side of the first ring gear 54 is meshed with the first gear 1.

[0047] As an example, the speed reduction mechanism includes a first speed reduction mechanism 5; the first speed reduction mechanism 5 includes a first planet carrier 51, first planet gears 52, a first sun gear 53, and a first ring gear 54; during installation, the first planet carrier 51 is connected to the differential 2; the first planet gears 52 are installed on the first planet carrier 51, the first sun gear 53 is sleeved on the power output shaft 4, one end of the first sun gear 53 is used to connect to the housing, and the other end of the first sun gear 53 meshes with the inner side of the first planet gears 52; the inner side of the first ring gear 54 meshes with the outer side of the first planet gears 52; the outer side of the first ring gear 54 meshes with the first gear 1. In this example, the first sun gear 53 is connected to the housing of the differential assembly, making the first sun gear 53 unable to rotate, providing support for other parts of the first speed reduction mechanism 5; the first gear 1 can drive the first ring gear 54 to rotate, the first ring gear 54 can drive the first planet gears 52 to rotate, and the first planet carrier 51 rotates accordingly, inputting the power transmitted by the power input mechanism through the first gear 1 from the first ring gear 54 of the first speed reduction mechanism 5 and outputting it from the first planet carrier 51 of the first speed reduction mechanism 5, and then delivering it to the differential 2, thus changing the speed ratio between the first gear 1 and the differential 2, replacing the differential assembly from a small speed ratio differential structure to a large speed ratio differential structure, achieving the generalization and scale of parts, reducing part costs and management costs, and improving structural stability.

[0048] In one embodiment, referring to Figure 3 , the speed reduction mechanism includes a second speed reduction mechanism 6; the second speed reduction mechanism 6 includes a second planet carrier 61, second planet gears 62, a second sun gear 63, and a second ring gear 64; the second planet carrier 61 is connected to the differential 2, the second planet gears 62 are installed on the second planet carrier 61, the second sun gear 63 is used to be sleeved on the power output shaft 4 and meshes with the inner side of the second planet gears 62; the inner side of the second ring gear 64 meshes with the outer side of the second planet gears 62; the outer side of the second ring gear 64 is connected to the first gear 1; the differential assembly further includes a brake 7 and a clutch 8; one end of the brake 7 is used to connect to the housing, and the other end of the brake 7 engages or disengages with the second sun gear 63; one end of the clutch 8 is connected to the second planet carrier 61, and the other end of the clutch 8 engages or disengages with the second sun gear 63.

[0049] As an example, the reduction mechanism includes a second reduction mechanism 6; the second reduction mechanism 6 includes a second planetary carrier 61, a second planetary gear 62, a second sun gear 63 and a second ring gear 64; when installed, the second planetary carrier 61 is used to connect with the differential 2; the second planetary gear 62 is installed on the second planetary carrier 61, and the second sun gear 63 is mounted on the power output shaft 4 and meshes with the inner side of the second planetary gear 62; the inner side of the second ring gear 64 meshes with the outer side of the second planetary gear 62; in this way, the outer side of the second ring gear 64 is connected to the first gear 1, specifically by welding or integrated design, and the first gear 1 can drive the second planetary gear through the second ring gear 64 62 rotates, the second planetary gear 62 can directly drive the second planetary carrier 61 to rotate; at the same time, the second planetary gear 62 can also drive the second sun gear 63 to rotate, and the second sun gear 63 drives the second planetary carrier 61 to rotate, so as to realize that the power transmitted by the power input mechanism through the first gear 1 is input from the second ring gear 64 of the second reduction mechanism 6, output from the second planetary carrier 61 of the second reduction mechanism 6, and then transmitted to the differential 2, so as to change the speed ratio between the first gear 1 and the differential 2, and replace the differential assembly from a small speed ratio differential structure to a large speed ratio differential structure, so as to realize the commonality and scale of parts, reduce the cost of parts and management costs, and improve the structural stability.

[0050] In this example, the differential assembly also includes a brake 7 and a clutch 8; during installation, one end of the brake 7 is connected to the housing of the differential assembly, and the other end of the brake 7 is engaged with or disconnected from the second sun gear 63; one end of the clutch 8 is connected to the second planetary carrier 61, and the other end of the clutch 8 is engaged with or disconnected from the second sun gear 63; this setting can determine the gear requirement according to the actual driving state of the vehicle, and then adjust the working states of the brake 7 and the clutch 8 to achieve the gear shifting requirement, specifically adjust the brake 7 to engage and the clutch 8 to disconnect, at this time it is the first gear mode; adjust the brake 7 to disconnect and the clutch 8 to engage, at this time it is the second gear mode. The functional mode of the differential assembly can also be adjusted by controlling the engagement or disengagement of the differential clutch lock 3; in the first gear mode, the differential clutch lock 3 is adjusted to be disengaged, and it is now the first gear normal mode; the differential clutch lock 3 is adjusted to be engaged, and it is now the first gear escape mode; in the second gear mode, the differential clutch lock 3 is adjusted to be disengaged, and it is now the second gear normal mode; the differential clutch lock 3 is adjusted to be engaged, and it is now the second gear escape mode, so as to realize the switching of gears and functional modes according to the actual vehicle speed and escape requirements.

[0051] The differential assembly in this example realizes a single-speed and two-speed platform development sharing mode. The single-speed and two-speed realize the sharing of power input mechanism, first gear 1, differential 2 and differential clutch lock 3. Only the reduction mechanism is replaced for the single-speed and two-speed, and brake 7 and clutch 8 are added to realize parts sharing to the greatest extent, reduce scale cost and improve product quality stability. The shift mechanism of brake 7 and clutch 8 is coupled with different reduction mechanisms, and the coaxial arrangement, high power density and large speed ratio of the planetary gear are fully utilized to realize the small speed ratio and large speed ratio gear switching respectively. The differential lock function and the gear switching function are parallel decoupling control, and the switch control of the differential clutch lock 3 is completely decoupled from the gear switching. The gear mode and escape mode can be combined at will, increasing the combination function and improving the driving quality.

[0052] In this embodiment, the vehicle gear position is controlled by controlling the brake 7 and the clutch 8 according to the actual vehicle driving state and the driver's intention. For example, the vehicle is in the second gear and high speed gear at this time. When the accelerator pedal is deeply stepped on, the vehicle needs extreme acceleration performance. At this time, the brake 7 is engaged, the clutch 8 is disconnected and switched to the first gear with a large speed ratio, and the vehicle obtains the ultimate acceleration performance. At the same time, if the vehicle is in a condition of climbing a steep slope, if the vehicle is in the second gear and high speed gear at this time, the brake 7 is engaged, the clutch 8 is disconnected and switched to the first gear with a large speed ratio to obtain the required climbing torque. If the vehicle needs to enter the escape mode at this time, the escape function mode of the differential 2 can be activated by controlling the differential clutch lock 3 to achieve the escape. If a large torque escape is required at this time, the brake 7 is engaged, the clutch 8 is disconnected and switched to the first gear with a large speed ratio, and the differential clutch lock 3 is engaged at the same time to achieve the large torque escape function.

[0053] In one embodiment, referring to Figure 4 The reduction mechanism includes a third reduction mechanism 9; the third reduction mechanism 9 includes a third ring gear 91, a third planetary carrier 92, a third sun gear 93, a third planetary gear 94 and a fourth planetary gear 95; the third ring gear 91 is connected to the differential 2; the third sun gear 93 is used to be mounted on the power output shaft 4 and is connected to the first gear 1; the third planetary carrier 92 is mounted on the inner side of the third ring gear 91; the third planetary gear 94 and the fourth planetary gear 95 are sequentially mounted on the third planetary carrier 92 in the radial direction, the outer side of the third planetary gear 94 is meshed with the inner side of the fourth planetary gear 95, the inner side of the third planetary gear 94 is meshed with the third sun gear 93, and the outer side of the fourth planetary gear 95 is meshed with the third ring gear 91; the differential assembly also includes a brake 7 and a clutch 8; one end of the brake 7 is used to be connected to the housing, and the other end of the brake 7 is engaged with or disconnected from the third planetary carrier 92; one end of the clutch 8 is connected to the third planetary carrier 92, and the other end of the clutch 8 is engaged with or disconnected from the third sun gear 93.

[0054] As an example, the reduction mechanism includes a third reduction mechanism 9; the third reduction mechanism 9 includes a third ring gear 91, a third planetary carrier 92, a third sun gear 93, a third planetary gear 94 and a fourth planetary gear 95; during installation, the third ring gear 91 is connected to the differential 2; the third sun gear 93 is mounted on the power output shaft 4 and is connected to the first gear 1; the third planetary carrier 92 is installed on the inner side of the third ring gear 91; the third planetary gear 94 and the fourth planetary gear 95 are installed on the third planetary carrier 92 in sequence along the radial direction, the outer side of the third planetary gear 94 is meshed with the inner side of the fourth planetary gear 95, the inner side of the third planetary gear 94 is meshed with the third sun gear 93, and the outer side of the fourth planetary gear 95 is meshed with the third ring gear 91; in this way, the third sun gear 93 is connected to the first gear 1 by welding or an integrated design, and the first gear 1 is connected to the third sun gear 93 by welding. The third sun gear 93 drives the third planetary gear 94 to rotate, the third planetary gear 94 drives the fourth planetary gear 95 to rotate, and the fourth planetary gear 95 drives the third ring gear 91 to rotate; or, the third sun gear 93 drives the third planet carrier 92 and the third planetary gear 94 to rotate, the third planet carrier 92 and the third planetary gear 94 cooperate to drive the fourth planetary gear 95 to rotate, and the fourth planetary gear 95 drives the third ring gear 91 to rotate; thereby, the power transmitted by the power input mechanism through the first gear 1 is input from the third sun gear 93 of the third reduction mechanism 9, output from the third ring gear 91 of the third reduction mechanism 9, and then transmitted to the differential 2, so as to change the speed ratio between the first gear 1 and the differential 2, and replace the differential assembly from a small speed ratio differential structure to a large speed ratio differential structure, so as to realize the commonality and scale of parts, reduce the cost of parts and management costs, and improve the structural stability.

[0055] In this example, the differential assembly also includes a brake 7 and a clutch 8; during installation, one end of the brake 7 is connected to the housing, specifically to the housing of the differential assembly, and the other end of the brake 7 is engaged or disconnected with the third planetary carrier 92; one end of the clutch 8 is connected to the third planetary carrier 92, and the other end of the clutch 8 is engaged or disconnected with the third sun gear 93; this setting can determine the gear position requirement according to the actual driving state of the vehicle, and then adjust the working state of the brake 7 and the clutch 8 to achieve the gear shifting requirement. Specifically, the brake 7 is adjusted to be engaged and the clutch 8 is disconnected, which is the first gear mode; the brake 7 is adjusted to be disconnected and the clutch 8 is engaged, which is the second gear mode. The functional mode of the differential assembly can also be adjusted by controlling the engagement or disengagement of the differential clutch lock 3; in the first gear mode, the differential clutch lock 3 is adjusted to be disengaged, and it is now the first gear normal mode; the differential clutch lock 3 is adjusted to be engaged, and it is now the first gear escape mode; in the second gear mode, the differential clutch lock 3 is adjusted to be disengaged, and it is now the second gear normal mode; the differential clutch lock 3 is adjusted to be engaged, and it is now the second gear escape mode; the final gear result can be based on the actual vehicle speed and escape requirements to switch gears and modes, and integrating the differential clutch lock 3 in the differential 2 enhances the vehicle's escape ability on a variety of extreme road surfaces.

[0056] The utility model embodiment provides a transmission structure, referring to Figures 1-4 , including a power output shaft 4, a power input mechanism and a differential assembly; the power output shaft 4 is arranged in parallel and spaced apart from the power input mechanism; the differential assembly is installed on the power output shaft 4 and connected to the power input mechanism.

[0057] As an example, the transmission structure includes a power output shaft 4, a power input mechanism and a differential assembly; during installation, the power output shaft 4 is arranged parallel to the power input mechanism, and the transmission structure is designed as a parallel shaft type, which is convenient for arranging parts, making the parts arrangement more reasonable and convenient for installing and disassembling parts. The differential assembly is installed on the power output shaft 4 and connected to the power input mechanism; specifically, the first gear 1 is connected to the power input mechanism, and the differential 2 is installed on the power output shaft 4 and connected to the first gear 1; the power input mechanism transmits power to the differential 2 through the first gear 1, and the differential 2 can transmit power to the power output shaft 4, and can flexibly distribute the torque transmitted from the first gear 1 to the two driving wheels of the power output shaft 4 to ensure that the vehicle can run smoothly. The differential clutch lock 3 is integrated into the differential 2. When the differential clutch lock 3 is disconnected from the differential 2, the differential assembly can be placed in a conventional differential mode; when the differential clutch lock 3 is combined with the differential 2, the differential assembly can be placed in an escape mode, so that the differential assembly can take into account the actual needs of both the conventional differential mode and the escape mode. When faced with special scenarios where improved passability is required (such as muddy country roads or off-road venues where vehicles are prone to getting stuck in the mud and unable to extricate themselves), the escape function is achieved by combining the differential clutch lock 3 with the differential 2 to meet actual needs. In addition, the structure is simple, the structural stability is improved, and the cost of parts is reduced.

[0058] In one embodiment, referring to Figures 1-4 The power input mechanism includes a power input shaft 10 and a second gear 11; the power input shaft 10 is arranged parallel to the power output shaft 4 and spaced apart, the second gear 11 is installed on the power input shaft 10, and the second gear 11 is transmission-connected to the first gear 1.

[0059] As an example, the power input mechanism includes a power input shaft 10 and a second gear 11; during installation, the power input shaft 10 is arranged parallel to the power output shaft 4, and the second gear 11 is installed on the power input shaft 10, and the second gear 11 is connected to the first gear 1 in transmission. This arrangement designs the transmission structure as a two-axis parallel structure, which is convenient for arranging parts, making the parts layout more reasonable and facilitating the installation and disassembly of parts; the power of the power input shaft 10 is transmitted to the power output shaft 4 through the second gear 11 and the first gear 1, more parts are involved in the transmission, the adjustability is greater, and the transmission effect is better.

[0060] In one embodiment, referring toFigures 1-4 The power input mechanism also includes an intermediate shaft 12, a third gear 13 and a fourth gear 14; the intermediate shaft 12 is arranged in parallel with the power input shaft 10 and the power output shaft 4; the third gear 13 and the fourth gear 14 are installed on the intermediate shaft 12 at intervals, the third gear 13 is meshed with the second gear 11, and the fourth gear 14 is meshed with the first gear 1.

[0061] As an example, the power input mechanism also includes an intermediate shaft 12, a third gear 13 and a fourth gear 14; during installation, the intermediate shaft 12 is arranged in parallel with the power input shaft 10 and the power output shaft 4, and specifically the intermediate shaft 12 is arranged between the power input shaft 10 and the power output shaft 4. This arrangement realizes the design of the transmission structure as a three-axis parallel structure, which is convenient for arranging parts, making the parts arrangement more reasonable, and facilitating the installation and disassembly of parts. The third gear 13 and the fourth gear 14 are installed on the intermediate shaft 12 at intervals, the third gear 13 is meshed with the second gear 11, and the fourth gear 14 is meshed with the first gear 1. The power of the power input shaft 10 is transmitted to the power output shaft 4 through the second gear 11, the third gear 13, the fourth gear 14 and the first gear 1, and more parts are involved in the transmission, the adjustability is greater, and the transmission effect is better.

[0062] The utility model embodiment provides a power system, referring to Figures 1-4 , including a motor 15 and the transmission structure in the above embodiment; the output shaft of the motor 15 is connected to the power input shaft 10 of the transmission structure.

[0063] As an example, the power system includes a motor 15 and a transmission structure; the output shaft of the motor 15 is connected to the power input shaft 10 of the transmission structure; the power input mechanism is provided with power by the motor 15, specifically, the motor 15 drives the power input shaft 10 to rotate, and transmits the power to the power output shaft 4 through the gears, the reduction mechanism and the differential 2.

[0064] As an example, the power system also includes a controller 16. When installed, the controller 16 is connected to the motor, the brake 7, the clutch 8 and the differential clutch lock 3 in the transmission structure. The controller 16 can control the working status of the brake 7, the clutch 8 and the differential clutch lock 3 according to the vehicle's driving gear requirements, the differential assembly function requirements and the actual speed of the power input shaft 10 collected by the sensor, thereby realizing the ability to switch the driving mode to a conventional differential mode or an escape mode according to actual conditions.

[0065] An embodiment of the utility model provides a car, comprising the power system in the above embodiment.

[0066] As an example, the transmission structure includes a power output shaft 4, a power input mechanism and a differential assembly; during installation, the power output shaft 4 is arranged parallel to the power input mechanism, and the transmission structure is designed as a parallel shaft type, which is convenient for arranging parts, making the parts arrangement more reasonable and convenient for installing and disassembling parts. The differential assembly is installed on the power output shaft 4 and connected to the power input mechanism; specifically, the first gear 1 is connected to the power input mechanism, and the differential 2 is installed on the power output shaft 4 and connected to the first gear 1; the power input mechanism transmits power to the differential 2 through the first gear 1, and the differential 2 can transmit power to the power output shaft 4, and can flexibly distribute the torque transmitted from the first gear 1 to the two driving wheels of the power output shaft 4 to ensure that the vehicle can run smoothly. The differential clutch lock 3 is integrated into the differential 2. When the differential clutch lock 3 is disconnected from the differential 2, the differential assembly can be placed in a conventional differential mode; when the differential clutch lock 3 is combined with the differential 2, the differential assembly can be placed in an escape mode, so that the differential assembly can take into account the actual needs of both the conventional differential mode and the escape mode. When faced with special scenarios where improved passability is required (such as muddy country roads or off-road venues where vehicles are prone to getting stuck in the mud and unable to extricate themselves), the escape function is achieved by combining the differential clutch lock 3 with the differential 2 to meet actual needs. In addition, the structure is simple, the structural stability is improved, and the cost of parts is reduced.

[0067] The transmission structure in this example is a two-speed electric drive structure that integrates a deceleration mechanism, a brake 7, a clutch 8, and a differential clutch lock 3 in a differential 2, in order to meet the diverse needs of different users for the electric drive system under different driving environments, reflecting the innovation and platform commonality of the new energy electric drive assembly; it can be used in electric drive devices of hybrid vehicles, pure electric vehicles, and extended-range vehicles, especially for vehicles with high requirements for large torque, handling performance, and passing performance. This design not only takes into account the economy and comfort of users' urban driving, but also takes into account acceleration and power, and also takes into account users' needs for large torque, passability, and escape from extreme roads on complex roads when driving off-road. Among them, in single-speed electric drive and two-speed small-speed ratio electric drive, the transmission ratio is generally 8 to 13, and is usually designed to take into account daily acceleration performance, maximum vehicle speed, optimal efficiency range, etc. The large speed ratio of the two-speed electric drive may reach 20 to 25, which is in special scenarios, such as off-road, large torque, etc., which can improve the vehicle's adaptation to complex terrain and overcome mud and obstacles, and improve the vehicle's passability.

[0068] The above-described embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A differential assembly, characterized in that, including a first gear, a differential and a differential clutch lock; The first gear is used to connect with the power input mechanism; The differential is used to be installed on the power output shaft and connected to the first gear; The differential clutch lock is used to engage with or disengage from the differential to switch the differential assembly to a normal differential mode or a get-out-of-traffic mode.

2. The differential assembly according to claim 1, wherein The differential assembly also includes a reduction mechanism; the reduction mechanism is used to be installed on the power output shaft and is connected to the first gear and the differential.

3. The differential assembly according to claim 2, characterized in that, The reduction mechanism includes a first reduction mechanism; the first reduction mechanism includes a first planetary carrier, a first planetary gear, a first sun gear and a first ring gear; the first planetary carrier is connected to the differential; the first planetary gear is mounted on the first planetary carrier, the first sun gear is used to be mounted on the power output shaft, one end of the first sun gear is used to be connected to the housing, and the other end of the first sun gear is meshed with the inner side of the first planetary gear; the inner side of the first ring gear is meshed with the outer side of the first planetary gear, and the outer side of the first ring gear is meshed with the first gear.

4. The differential assembly according to claim 2, characterized in that, The reduction mechanism includes a second reduction mechanism; the second reduction mechanism includes a second planet carrier, a second planetary gear, a second sun gear and a second ring gear; the second planet carrier is connected to the differential, the second planetary gear is mounted on the second planet carrier, the second sun gear is used to be mounted on the power output shaft and meshed with the inner side of the second planetary gear, and the inner side of the second ring gear is meshed with the outer side of the second planetary gear; The outer side of the second gear ring is connected to the first gear; The differential assembly also includes a brake and a clutch; One end of the brake is used to be connected to the housing, and the other end of the brake is connected to or disconnected from the second sun gear; One end of the clutch is connected to the second planet carrier, and the other end of the clutch is connected to or disconnected from the second sun gear.

5. The differential assembly according to claim 2, wherein The reduction mechanism includes a third reduction mechanism; the third reduction mechanism includes a third ring gear, a third planet carrier, a third sun gear, a third planet gear and a fourth planet gear; the third ring gear is connected to the differential; The third sun gear is used to be mounted on the power output shaft and connected to the first gear; The third planet carrier is mounted on the inner side of the third gear ring; the third planetary gear and the fourth planetary gear are sequentially mounted on the third planet carrier along the radial direction, the outer side of the third planetary gear is meshed with the inner side of the fourth planetary gear, the inner side of the third planetary gear is meshed with the third sun gear, and the outer side of the fourth planetary gear is meshed with the third gear ring; The differential assembly also includes a brake and a clutch; One end of the brake is connected to the housing, and the other end of the brake is connected to or disconnected from the third planet carrier; One end of the clutch is connected to the third planet carrier, and the other end of the clutch is connected to or disconnected from the third sun gear.

6. A transmission structure, characterized in that, It comprises a power output shaft, a power input mechanism and a differential assembly as claimed in any one of claims 1 to 5; The power output shaft is arranged in parallel and spaced apart from the power input mechanism; The differential assembly is installed on the power output shaft and is connected to the power input mechanism.

7. The drive structure according to claim 6, characterized in that, The power input mechanism includes a power input shaft and a second gear; The power input shaft is arranged parallel and at an interval from the power output shaft. The second gear is installed on the power input shaft, and the second gear is in transmission connection with the first gear.

8. The drive structure according to claim 7, characterized in that, The power input mechanism further includes an intermediate shaft, a third gear, and a fourth gear; The intermediate shaft is arranged parallel and at an interval from the power input shaft and the power output shaft; The third gear and the fourth gear are installed on the intermediate shaft at an interval. The third gear meshes with the second gear, and the fourth gear meshes with the first gear.

9. A power system, characterized in that, It includes a motor and the transmission structure according to any one of claims 6-8; the output shaft of the motor is connected to the power input shaft of the transmission structure.

10. A vehicle, characterized in that, It includes the power system according to claim 9.

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