Differential system and vehicle

Abstract

The utility model provides a differential system and a vehicle, and relates to the technical field of automobiles, and the differential system comprises a differential shell, a transmission structure, a transmission mechanism and a transmission mechanism, the adapter is connected with the output end of the transmission structure; the half shaft, the differential mechanism shell and the adapter piece are coaxially arranged; the locking disengaging mechanism comprises a stator coil assembly and a rotor shaft sleeve assembly. The rotor shaft sleeve assembly is arranged on the half shaft in a sliding and sleeving mode in the axial direction. The rotor shaft sleeve assembly comprises a permanent magnet structure. The stator coil assembly sleeves the rotor shaft sleeve assembly and is used for generating a magnetic field and driving the rotor shaft sleeve assembly to slide in the axial direction of the half shaft. According to the differential system, the connecting state among the differential shell, the adapter and the half shaft can be changed by controlling the moving position of the rotor shaft sleeve assembly, so that three working modes are achieved, the structural integration degree is high, the occupied space is small, and the driving requirements of various working conditions can be met at the same time.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a differential system and a vehicle. Background Art

[0002] The current mainstream differential systems in new energy four-wheel drive vehicles in the industry include two types: one that decouples the non-driven axle from the wheels. This decouples the P4 electric drive axle and half-axles, or the front drive motor and front axle half-axles, during high-speed two-wheel drive. This prevents the drive axle from being dragged by the non-driven axle, thereby reducing fuel consumption and improving economy. The other type features a differential lock function to address the escape requirements of everyday moderate and light off-road driving, enhancing escape capabilities and improving customer satisfaction. These two types of differential systems are adapted to different driving modes and have certain functional limitations and singleness, making them unable to simultaneously meet the driving needs of multiple daily driving conditions. Utility Model Content

[0003] In view of this, the present application aims to propose a differential system to solve the problem in the prior art that the differential system has a single function and cannot simultaneously meet the driving needs of multiple working conditions.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0005] A differential system includes: a differential housing having a transmission structure disposed therein; an adapter connected to an output end of the transmission structure; a half shaft coaxially arranged with the differential housing and the adapter; and a locking and releasing mechanism including a stator coil assembly and a mover shaft sleeve assembly.

[0006] The mover sleeve assembly is axially slidably sleeved on the half-shaft, and the mover sleeve assembly includes a permanent magnet structure; the stator coil assembly is sleeved on the outside of the mover sleeve assembly, and is used to generate a magnetic field and drive the mover sleeve assembly to slide axially along the half-shaft;

[0007] The differential system includes a first state, a second state, and a third state;

[0008] In the first state, the mover shaft sleeve assembly is in the first position, the mover shaft sleeve assembly is connected to the half-shaft, and is disconnected from the adapter and the differential case;

[0009] In the second state, the mover sleeve assembly is in the second position, the mover sleeve assembly is connected to the adapter and the half-shaft at the same time, and is disconnected from the differential case;

[0010] In the third state, the mover shaft sleeve assembly is in a third position, and the mover shaft sleeve assembly is connected to the differential housing, the adapter and the half-shaft at the same time.

[0011] Optionally, the mover shaft sleeve assembly also includes a mover housing, which is slidingly connected to the half-shaft; the permanent magnet structure includes a plurality of permanent magnet units axially spaced apart along the mover housing, and the magnetic properties of two adjacent permanent magnet units are opposite; the stator coil assembly includes a stator housing and a coil assembly arranged inside the stator housing; the coil assembly includes a plurality of coil units axially spaced apart along the stator housing, and the plurality of coil units and the plurality of permanent magnet units are not one-to-one corresponding in axial position.

[0012] Optionally, the interval between two adjacent coil units is greater than the interval between two adjacent permanent magnet units.

[0013] Optionally, the coil unit includes a plurality of energized coils spaced apart along the circumference of the mover housing.

[0014] Optionally, the coil unit further includes a plurality of iron cores spaced apart along the circumference of the mover housing, and the energized coil is wound around the iron cores.

[0015] Optionally, the differential system further includes a switch assembly, the switch assembly includes a plurality of switch units, the plurality of switch units correspond one-to-one to a plurality of coil units, and the switch units are used to control the magnitude and direction of the current flowing into the corresponding coil units.

[0016] Optionally, the differential system also includes a control module and a sensor; the sensor is connected to the mover shaft sleeve assembly for detecting the current position of the mover shaft sleeve assembly; the control module is respectively connected to the sensor and the switch assembly for controlling the magnitude and direction of the current passed through each switch unit to the corresponding coil unit according to the detected current position, so as to move the mover shaft sleeve assembly to the target position.

[0017] Optionally, the transmission structure includes a sun gear, a first planetary gear, a second planetary gear and a planetary carrier; an inner ring gear is provided on the inner periphery of the differential housing, and the sun gear is coaxially arranged inside the inner ring gear; the first planetary gear and the second planetary gear are mounted on the planetary carrier and are both located between the sun gear and the inner ring gear; the first planetary gear is meshed with the sun gear, and the second planetary gear is meshed with the first planetary gear and the inner ring gear at the same time; the planetary carrier is connected to the adapter.

[0018] Optionally, the differential system further includes a transmission, an outer ring gear is provided on the outer periphery of the differential housing, and an output gear of the transmission is engaged with the outer ring gear.

[0019] Compared with the prior art, the differential system described in this application has the following advantages:

[0020] (1) The differential system described in the present application is provided with a locking and disengaging mechanism, which includes a stator coil assembly and a rotor shaft sleeve assembly; the rotor shaft sleeve assembly includes a permanent magnet structure, and the stator coil assembly can generate a magnetic field after being energized, and the interaction between the magnetic field and the permanent magnet structure is utilized to realize the sliding of the rotor shaft sleeve assembly in the axial direction of the half-shaft, and the connection state between the differential housing, the adapter and the half-shaft can be changed by controlling the moving position of the rotor shaft sleeve assembly, thereby realizing three working modes: when the rotor shaft sleeve assembly is only connected to the half-shaft and is disconnected from the differential housing and the adapter, it is a half-shaft disconnection mode; when the rotor shaft sleeve assembly is simultaneously connected to the adapter and the half-shaft and is disconnected from the differential housing, it is a normal differential mode; when the rotor shaft sleeve assembly is simultaneously connected to the differential housing, the adapter and the half-shaft, it is a differential locking mode. The differential system described in this application integrates three working modes in the same structure, which solves the limitations and singleness of conventional differential products, improves the additional performance of the product, and can adapt to driving needs under various working conditions such as daily commuting, high speed, and off-road, and has a driving significance in the integrated design of the entire vehicle.

[0021] (2) The differential system described in the present application has a coaxial nested design for the stator coil assembly and the mover shaft sleeve assembly of the locking and disengaging mechanism, which reduces the spatial volume of the mechanism and meets the requirements for the position layout of the differential. This is an improvement over the large-volume, single-function structures currently available in the market.

[0022] Another object of the present application is to provide a vehicle comprising the differential system as described above.

[0023] Compared with the prior art, the vehicle described in this application has the following advantages:

[0024] Since the vehicle is equipped with the above-mentioned differential system, it can realize three different working modes, namely conventional differential mode, high-speed two-wheel drive mode and off-road escape mode, which can cover the current customers' urban commuting and off-road needs, and improve driving experience and customer satisfaction. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of this application. The exemplary embodiments and descriptions of this application are intended to explain this application and do not constitute an improper limitation on this application. In the accompanying drawings:

[0026] Figure 1 This is a schematic structural diagram of the differential system according to an embodiment of the present application;

[0027] Figure 2 This is an exploded view of the differential system according to an embodiment of the present application;

[0028] Figure 3This is a schematic diagram of the coordination between the mover shaft sleeve assembly and the stator coil assembly in the differential system according to an embodiment of the present application;

[0029] Figure 4 This is a schematic structural diagram of the transmission structure in the differential system according to an embodiment of the present application;

[0030] Figure 5 This is a schematic diagram of the position of the mover sleeve assembly of the differential system according to an embodiment of the present application in the first state;

[0031] Figure 6 Schematic diagram of the power transmission path of the differential system in the first state according to an embodiment of the present application;

[0032] Figure 7 This is a schematic diagram of the position of the mover sleeve assembly of the differential system according to an embodiment of the present application in the second state;

[0033] Figure 8 Schematic diagram of the power transmission path of the differential system in the second state according to an embodiment of the present application;

[0034] Figure 9 This is a schematic diagram of the position of the mover sleeve assembly of the differential system in the third state according to an embodiment of the present application;

[0035] Figure 10 Schematic diagram of the power transmission path of the differential system in the third state according to an embodiment of the present application.

[0036] Description of reference numerals:

[0037] 1. Differential case; 11. Inner ring gear; 12. Outer ring gear; 2. Adapter; 3. Locking release mechanism; 31. Pulse shaft sleeve assembly; 311. Permanent magnet; 32. Stator coil assembly; 321. Power coil; 322. Iron core; 41. Left half shaft; 42. Right half shaft; 51. Sun gear; 52. First planetary gear; 53. Second planetary gear; 54. Planet carrier; 6. Transmission output gear; 7. End cover. DETAILED DESCRIPTION

[0038] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0039] In addition, the directions or positional relationships indicated by "upper", "lower", "left", "right", "front", "back", etc. mentioned in the embodiments of the present application are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present application. In addition, relational terms such as "first" and "second" are merely used to distinguish one entity from another, and do not necessarily require or imply any actual relationship or order between these entities, nor can they be understood as indicating or implying relative importance.

[0040] The present application will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0041] In the relevant technology, the differential systems of mainstream new energy four-wheel drive vehicles in the industry currently have two types: one is equipped with a decoupling mechanism that disengages the non-driven axle from the wheels. The purpose is to disengage the P4 electric drive axle and the half-shafts, or the front drive motor and the front axle half-shafts, during high-speed two-wheel drive. This prevents the driven axle from being dragged back by the non-driven axle, reduces fuel consumption, and improves economy. The other type is equipped with a differential locking function to cope with the escape conditions caused by daily moderate and light off-road driving, improving escape capabilities and enhancing customer satisfaction. These two types of differential systems are adapted to different driving modes and have certain functional limitations and singleness. They cannot simultaneously meet the driving needs of multiple daily conditions.

[0042] In view of this, an embodiment of the present application provides a differential system.

[0043] See also Figure 1 and Figure 2 A differential system includes: a differential housing 1, which is provided with a transmission structure; an adapter 2, which is connected to the output end of the transmission structure; a half-shaft, which is coaxially arranged with the differential housing 1 and the adapter 2; a locking and disengaging mechanism 3, which includes a stator coil assembly 32 and a mover sleeve assembly 31; the mover sleeve assembly 31 is axially slidably mounted on the half-shaft, and the mover sleeve assembly 31 includes a permanent magnet structure; the stator coil assembly 32 is mounted on the outside of the mover sleeve assembly 31, and is used to generate a magnetic field and drive the mover sleeve assembly 31 to slide axially along the half-shaft.

[0044] The differential system includes a first state, a second state and a third state; in the first state, the mover sleeve assembly 31 is in a first position, the mover sleeve assembly 31 is connected to the half-shaft, and is disconnected from the adapter 2 and the differential housing 1; in the second state, the mover sleeve assembly 31 is in a second position, the mover sleeve assembly 31 is simultaneously connected to the adapter 2 and the half-shaft, and is disconnected from the differential housing 1; in the third state, the mover sleeve assembly 31 is in a third position, the mover sleeve assembly 31 is simultaneously connected to the differential housing 1, the adapter 2 and the half-shaft.

[0045] Specifically, in this embodiment, the locking and disengaging mechanism 3 is mounted on the right half-shaft 42. The transmission structure within the differential housing 1 has two output terminals: the first terminal is connected to the left half-shaft 41, and the second terminal is connected to the adapter 2. The differential housing 1, adapter 2, and right half-shaft 42 are coaxially arranged. The movable shaft sleeve assembly 31 of the locking and disengaging mechanism 3 is sleeved on the right half-shaft 42 and can slide axially relative to the right half-shaft 42. The stator coil assembly 32 of the locking and disengaging mechanism 3 is sleeved on the exterior of the movable shaft sleeve assembly 31, with a clearance fit therebetween. When energized, the stator coil assembly 32 generates a magnetic field that acts on the permanent magnet structure in the movable shaft sleeve assembly 31, thereby driving the movable shaft sleeve assembly 31 to slide on the right half-shaft 42. By controlling the magnitude and direction of the current flowing into the stator coil assembly 32, the movable shaft sleeve assembly 31 can be moved to a target position.

[0046] See also Figure 5 When the mover shaft sleeve assembly 31 moves to the first position, the mover shaft sleeve assembly 31 is connected to the right half-shaft 42, and is disconnected from the differential case 1 and the adapter 2. At this time, the right half-shaft 42 and the adapter 2 are in a disconnected state. After the rotation of the right wheel is transmitted to the right half-shaft 42, it cannot continue to be transmitted to the transmission structure in the differential case 1. The differential system is in the first state, which is the half-shaft disconnection mode, which can prevent the auxiliary drive axle from dragging the movement of the main drive axle and meet the fuel saving requirements under high-speed conditions.

[0047] See also Figure 7 When the mover shaft sleeve assembly 31 moves to the second position, the mover shaft sleeve assembly 31 is connected to the adapter 2 and the right half-shaft 42 at the same time, and is disconnected from the differential case 1. At this time, the right half-shaft 42 and the adapter 2 are in a connected state. After the power output from the second output end of the transmission structure is transmitted to the adapter 2, it can continue to be transmitted to the right half-shaft 42. At this time, the differential system is in the second state, which is the normal differential mode, which can ensure the power transmission and the speed difference requirements between the left and right sides.

[0048] See also Figure 9When the mover shaft sleeve assembly 31 moves to the third position, the mover shaft sleeve assembly 31 is connected to the differential case 1, the adapter 2, and the right half-shaft 42 at the same time, and the right half-shaft 42 is locked with the differential case 1. At this time, the power is directly transmitted from the differential case 1 to the right half-shaft 42. The differential system is in the third state, which is the differential lock mode, which can help the vehicle get out of trouble.

[0049] In other embodiments, the locking and releasing mechanism 3 may also be provided on the left half-shaft 41 .

[0050] Through the above scheme, the connection state between the differential housing 1, the adapter 2 and the half-shaft can be changed by controlling the moving position of the movable shaft sleeve assembly 31, thereby realizing three working modes. The structural integration is high and can simultaneously meet the driving needs under various daily working conditions.

[0051] Optionally, the mover shaft sleeve assembly 31 also includes a mover housing, which is slidingly connected to the half-shaft; the permanent magnet structure includes a plurality of permanent magnet units axially spaced apart along the mover housing, and the magnetic properties of two adjacent permanent magnet units are opposite; the stator coil assembly 32 includes a stator housing and a coil assembly arranged inside the stator housing; the coil assembly includes a plurality of coil units axially spaced apart along the stator housing, and the plurality of coil units and the plurality of permanent magnet units are not one-to-one corresponding in axial position.

[0052] See also Figure 2 and Figure 3 The mover shaft sleeve assembly 31 includes a mover housing. In this embodiment, internal splines are provided on the inner wall of the mover housing, and external splines are provided on the outer wall of the right half-shaft 42, thereby achieving a sliding connection between the mover housing and the right half-shaft 42. At the same time, external splines are also provided on the outer peripheries of the differential housing 1 and the adapter 2, and are capable of mating with the internal splines of the mover housing. This allows the mover housing to selectively engage with the differential housing 1 and the adapter 2 when sliding to different positions on the right half-shaft 42. In other embodiments, end face tooth structures, dog tooth structures, or other methods may be used to achieve mating between the mover housing, the differential housing 1, the adapter 2, and the half-shafts.

[0053] The permanent magnet structure is arranged on the periphery of the mover housing, and includes a plurality of permanent magnet units spaced apart along the axial direction of the mover housing. In this embodiment, the permanent magnet units are annular permanent magnets 311 , and the magnetic poles of two adjacent annular permanent magnets 311 are opposite.

[0054] The stator coil assembly 32 includes a stator housing, which is sleeved onto the exterior of the mover housing. The coil assembly is mounted on the inner wall of the stator housing. The coil assembly comprises multiple coil units spaced axially along the stator housing. When energized, these coil units generate a magnetic field that interacts with the internal permanent magnet units. The multiple coil units and the multiple permanent magnet units are not aligned axially, preventing the magnetic poles of the magnetic field generated by the multiple coil units from being fully aligned with the magnetic poles of the multiple permanent magnet units, which would otherwise prevent the mover sleeve assembly 31 from moving.

[0055] An end cover 7 is also provided on the right half shaft 42 for sealing the stator housing to protect the coil assembly and the rotor shaft sleeve assembly 31 inside and avoid exposure. Specifically, bolts can be used to fix the end cover 7 to the right half shaft 42 and the stator housing.

[0056] Optionally, the interval between two adjacent coil units is greater than the interval between two adjacent permanent magnet units.

[0057] For details, see Figure 3 In order to ensure that the multiple coil units and the multiple permanent magnet units are not one-to-one corresponding in axial position during use, in this embodiment, the interval between two adjacent coil units is slightly larger than the interval between two adjacent permanent magnet units, which can effectively avoid the multiple coil units and the multiple permanent magnet units being completely aligned.

[0058] Optionally, the coil unit includes a plurality of energized coils 321 spaced apart along the circumference of the mover housing.

[0059] See also Figure 3 In this embodiment, for ease of arrangement, multiple energized coils 321 are spaced apart along the circumference of the mover housing. Multiple energized coils 321 on the same circumference constitute a single group, known as a coil unit. By controlling the direction and intensity of the magnetic field generated by each coil unit, the thrust or suction force exerted on the inner permanent magnet unit can be adjusted, thereby controlling the movement of the mover sleeve assembly 31.

[0060] Optionally, the coil unit further includes a plurality of iron cores 322 spaced apart along the circumference of the mover housing, and the energized coil 321 is wound around the iron cores 322 .

[0061] To further increase the magnetic field strength, multiple iron cores 322 are provided inside the mover housing. Each of the iron cores 322 corresponds to a plurality of energized coils 321, which are wound around the iron cores 322. The addition of the iron cores 322 improves the magnetic field distribution, concentrating the magnetic lines of force around the energized coils 321 and thereby increasing the strength and stability of the electromagnetic induction.

[0062] Optionally, the differential system further includes a switch assembly, the switch assembly includes a plurality of switch units, the plurality of switch units correspond one-to-one to a plurality of coil units, and the switch units are used to control the magnitude and direction of the current flowing into the corresponding coil units.

[0063] Furthermore, in order to facilitate the control of the direction and strength of the magnetic field generated by the coil unit, each coil unit is correspondingly provided with a switch unit. By setting the switch unit, the magnitude and direction of the current flowing into the corresponding coil unit can be controlled, thereby adjusting the strength and direction of the magnetic field generated by the coil unit.

[0064] Optionally, the differential system also includes a control module and a sensor; the sensor is connected to the mover shaft sleeve assembly 31 for detecting the current position of the mover shaft sleeve assembly 31; the control module is respectively connected to the sensor and the switch assembly for controlling the magnitude and direction of the current passed through each switch unit to the corresponding coil unit according to the detected current position, so as to move the mover shaft sleeve assembly 31 to the target position.

[0065] Furthermore, to achieve closed-loop control, the differential system also includes a control module and a sensor. The sensor can detect the current actual position of the mover sleeve assembly 31. After receiving the current position information of the mover sleeve assembly 31, the control module can control each switch unit to pass a current of a specific magnitude and direction to the corresponding coil unit based on this information, thereby ensuring that the mover sleeve assembly 31 can accurately move to the target position.

[0066] When the sensor detects that the mover shaft sleeve assembly 31 reaches the target position, the control module can control the switch unit to reduce the power current or reduce the number of energized coil units, so that the mover shaft sleeve assembly 31 can remain in the current position, which is conducive to appropriately reducing the consumption of electrical energy.

[0067] Optionally, the transmission structure includes a sun gear 51, a first planetary gear 52, a second planetary gear 53 and a planetary carrier 54; an inner ring gear 11 is provided on the inner periphery of the differential housing 1, and the sun gear 51 is coaxially arranged inside the inner ring gear 11; the first planetary gear 52 and the second planetary gear 53 are mounted on the planetary carrier 54, and are both located between the sun gear 51 and the inner ring gear 11; the first planetary gear 52 is meshed with the sun gear 51, and the second planetary gear 53 is meshed with the first planetary gear 52 and the inner ring gear 11 at the same time; the planetary carrier 54 is connected to the adapter 2.

[0068] Optionally, the differential system further includes a transmission, an outer ring gear 12 is provided on the outer periphery of the differential housing 1 , and the output gear 6 of the transmission is engaged with the outer ring gear 12 .

[0069] In this embodiment, the transmission structure inside the differential housing 1 adopts a planetary gear set, specifically, including a sun gear 51, a first planetary gear 52, a second planetary gear 53 and a planet carrier 54, see Figure 2 and Figure 4 The outer periphery of the differential housing 1 is provided with an outer ring gear 12, and the output gear 6 of the transmission meshes with the outer ring gear 12. The inner periphery of the differential is provided with an inner ring gear 11. The sun gear 51 is coaxially arranged inside the inner ring gear 11. The sun gear 51 serves as the first output end of the transmission structure and is splined to the left half-shaft 41. The first planetary gear 52 and the second planetary gear 53 are arranged between the sun gear 51 and the inner ring gear 11. The first planetary gear 52 meshes with the sun gear 51, and the second planetary gear 53 meshes with the first planetary gear 52. The second planetary gear 53 also meshes with the inner ring gear 11. The planet carrier 54 is used to mount the first planetary gear 52 and the second planetary gear 53. It also serves as the second output end of the transmission structure and is splined to the adapter 2.

[0070] The differential system described in the embodiment of the present application has three working modes. The principles of the three working modes are as follows:

[0071] (1) Axle disconnect mode: When the customer requires a high-speed fuel-saving setting, the half-axle of the auxiliary drive axle needs to be disconnected to avoid dragging the entire transmission, which will increase the drag torque and reduce the economic performance. For details, see Figure 5 and Figure 6 By passing current of different directions and magnitudes through each coil unit, the permanent magnet unit on the outer surface of the rotor housing generates axial thrust, causing the rotor sleeve assembly 31 to move to the first position in the direction of disengagement of the right half-shaft 42. At this point, the sleeve assembly 31 is connected only to the right half-shaft 42, which is disengaged from the adapter 2 and becomes free. The movement of the right wheel is not transmitted to the interior of the reducer. The left half-shaft 41 is connected to the sun gear 51, so the rotation of the left wheel will drive the sun gear 51 and the first planetary gear 52 to rotate, and no power can be transmitted to the interior of the reducer. In this way, both left and right half-shafts are disconnected, and the movement of the main drive axle will not be affected by the drag of the auxiliary drive axle. The half-shaft disengagement action is completed. At this time, the sleeve assembly 31 can be maintained in its current position by reducing the current flowing through the coil unit or reducing the number of energized coil units.

[0072] (2) Normal differential mode: Figure 7 As shown, when the car driver needs daily use and commuting, a small current is passed into the coil unit to keep the mover shaft sleeve assembly 31 in the second position. At this time, the mover shaft sleeve assembly 31 connects the adapter 2 and the right half shaft 42 at the same time. The power transmission path is as shown in FIG. Figure 8As shown, the power output by the transmission is transmitted to the outer ring gear 12 and the inner ring gear 11 of the differential, and then divided into two paths. One path is transmitted to the planetary carrier 54 through the second planetary gear 53, output from the planetary carrier 54, and transmitted to the right half-shaft 42 through the adapter 2; the other path is transmitted to the sun gear 51 through the second planetary gear 53 and the first planetary gear 52, and output from the sun gear 51 is transmitted to the left half-shaft 41; at this time, the left and right half-shafts are consistent with the conventional differential state, ensuring the power transmission and speed difference requirements.

[0073] (3) When the customer needs to escape from an off-road situation, it is necessary to lock the left and right half-axles in the four-wheel drive mode to ensure smooth passage through the cross-axle road conditions. At this time, it is necessary to fix the left and right half-axles of the differential together to achieve escape. Figure 9 , currents of different directions and magnitudes are passed through each coil unit, and the permanent magnet unit on the outer surface of the mover housing generates axial thrust, so that the mover sleeve assembly 31 moves to the third position. At this time, the mover sleeve assembly 31 connects the differential housing 1, the adapter 2 and the right half shaft 42 at the same time, realizing the locking and fixation of the differential housing 1, the planetary carrier 54, the adapter 2 and the right half shaft 42. The power transmission path is as follows Figure 10 As shown, the power output by the transmission is transmitted to the differential outer ring gear 12, the differential case 1, and the differential inner ring gear 11. One path is directly transmitted to the right half-shaft 42 through the differential case 1, and the other path is transmitted to the left half-shaft 41 through the inner ring gear 11, the second planetary gear 53, the first planetary gear 52, and the sun gear 51, thereby achieving a fixed connection between the left and right half-shafts and helping the vehicle to get out of trouble.

[0074] The differential system provided in the embodiment of the present application utilizes a set of structures to realize three power transmission modes of the vehicle. It has a high degree of structural integration and occupies a small space volume. It can meet the driving needs under various working conditions such as daily commuting, high speed, and off-road. It solves the limitations and singleness of the existing technology, improves the additional performance of the product, and helps to improve customer satisfaction.

[0075] An embodiment of the present application further provides a vehicle, comprising the differential system as described above.

[0076] Since the vehicle is equipped with the above-mentioned differential system, it can realize three different working modes, namely conventional differential mode, high-speed two-wheel drive mode and off-road escape mode, which can cover the current customers' urban commuting and off-road needs, and improve driving experience and customer satisfaction.

[0077] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A differential system, characterized in that: include: A differential housing having a transmission structure disposed therein; an adapter connected to an output end of the transmission structure; a half-shaft coaxially arranged with the differential housing and the adapter; a locking and disengaging mechanism comprising a stator coil assembly and a mover sleeve assembly; the mover sleeve assembly being axially slidably sleeved on the half-shaft, the mover sleeve assembly comprising a permanent magnet structure; the stator coil assembly being sleeved on the outside of the mover sleeve assembly for generating a magnetic field and driving the mover sleeve assembly to slide axially along the half-shaft; The differential system includes a first state, a second state, and a third state; In the first state, the mover shaft sleeve assembly is in the first position, the mover shaft sleeve assembly is connected to the half-shaft, and is disconnected from the adapter and the differential case; In the second state, the mover sleeve assembly is in the second position, the mover sleeve assembly is connected to the adapter and the half-shaft at the same time, and is disconnected from the differential case; In the third state, the mover shaft sleeve assembly is in a third position, and the mover shaft sleeve assembly is connected to the differential housing, the adapter and the half-shaft at the same time.

2. The differential system according to claim 1, wherein: The mover sleeve assembly further comprises a mover housing, wherein the mover housing is slidably connected to the half-shaft; the permanent magnet structure comprises a plurality of permanent magnet units spaced apart along the axial direction of the mover housing, and the magnetic properties of two adjacent permanent magnet units are opposite; The stator coil assembly includes a stator housing and a coil assembly arranged inside the stator housing; the coil assembly includes a plurality of coil units arranged at intervals along the axial direction of the stator housing, and the plurality of coil units and the plurality of permanent magnet units do not correspond one to one in axial position.

3. The differential system according to claim 2, characterized in that: The interval between two adjacent coil units is greater than the interval between two adjacent permanent magnet units.

4. The differential system according to claim 2, wherein: The coil unit includes a plurality of energized coils distributed at intervals along the circumference of the mover housing.

5. The differential system according to claim 4, characterized in that: The coil unit further includes a plurality of iron cores spaced apart from each other along the circumference of the mover housing, and the energized coil is wound around the iron cores.

6. The differential system according to claim 2, wherein: It also includes a switch component, which includes a plurality of switch units. The plurality of switch units correspond one-to-one to the plurality of coil units. The switch units are used to control the magnitude and direction of the current flowing into the corresponding coil units.

7. The differential system according to claim 6, characterized in that: Also included are control modules and sensors; The sensor is connected to the mover shaft sleeve assembly and is used to detect the current position of the mover shaft sleeve assembly; The control module is connected to the sensor and the switch assembly respectively, and is used to control the magnitude and direction of the current passed from each switch unit to the corresponding coil unit according to the detected current position, so as to move the mover shaft sleeve assembly to the target position.

8. The differential system according to claim 1, wherein: The transmission structure includes a sun gear, a first planetary gear, a second planetary gear and a planet carrier; An inner gear ring is provided on the inner periphery of the differential housing, and the sun gear is coaxially arranged inside the inner gear ring; The first planetary gear and the second planetary gear are mounted on the planetary carrier and are both located between the sun gear and the inner ring gear; the first planetary gear is meshed with the sun gear, and the second planetary gear is meshed with the first planetary gear and the inner ring gear at the same time; the planetary carrier is connected to the adapter.

9. The differential system according to claim 1, wherein: A transmission is also included. An outer ring gear is provided on the outer periphery of the differential housing, and an output gear of the transmission is meshed with the outer ring gear.

10. A vehicle, characterized in that: Comprising a differential system as claimed in any one of claims 1 to 9.

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