Differential device with torque vectoring and differential lock function
By designing a differential device with torque vectoring and differential lock functions, and utilizing a mechanically controlled dual planetary gear structure, three control states are achieved. This solves the negative impact of ESP on vehicle performance and economy, as well as the problem of slow differential lock response, and improves the vehicle's ability to get out of trouble and its safety on rough roads.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SUZHOU YUANCHI TECHNOLOGY CO LTD
- Filing Date
- 2025-07-02
- Publication Date
- 2026-07-24
AI Technical Summary
In the existing technology, when the Electronic Stability Program (ESP) uses differential braking for vehicle dynamics control, it leads to a decrease in vehicle driving performance and economy. Furthermore, the software control method of the differential lock is slow to respond and prone to failure, making it unable to effectively deal with the problem of vehicle getting out of trouble under adverse road conditions.
Design a differential device with torque vectoring and differential lock functions. Through mechanical control, using an integrated double planetary gear structure and coupling components, three control states are achieved: torque vectoring, differential lock, and speed difference state, to adapt to different driving conditions and improve the vehicle's handling stability and safety.
This device improves a vehicle's ability to get out of trouble and its stability under harsh road conditions, while balancing energy consumption and driving experience. It has a fast response speed, requires minimal modification and is low in cost, avoids motor overspeed damage, and improves overall safety and compatibility.
Smart Images
Figure CN224550731U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive power chassis technology, and more specifically, to a differential device with torque vectoring distribution and differential lock functions. Background Technology
[0002] Vehicle safety performance is a crucial topic in automotive research. Electronic Stability Program (ESP), as one of the representative active safety technologies, improves vehicle handling stability by applying braking force to one side of the wheels to generate additional yaw torque and thus controlling the vehicle's dynamics. However, because ESP uses differential braking to control the vehicle, it negatively impacts driving performance and fuel economy during operation, resulting in power loss. Therefore, researchers have proposed torque vectoring technology to address the energy consumption and driving experience issues in vehicle yaw dynamics control.
[0003] For example, CN119928554A discloses a coaxial torque vectoring distribution system, including a differential and a vector motor. The motor shaft of the vector motor is loosely fitted onto the left half-shaft of the differential. The motor shaft, the left half-shaft, and the differential are connected by a transmission assembly. The transmission assembly includes a first planetary gear set and a second planetary gear set, which share the same planetary carrier. The first ring gear of the first planetary gear set is fixedly connected to the left half-shaft, and the second ring gear of the second planetary gear set is fixedly connected to the differential housing. The sun gear of either the first or second planetary gear set is selectively fixed at the distal end of the motor shaft. Although this technology provides torque distribution functionality and can selectively enhance the torque of the vehicle to meet the needs of driving on roads with high cornering or poor traction conditions or in adverse conditions, it cannot guarantee the effectiveness of getting out of trouble on even more difficult road surfaces (such as ice).
[0004] In addition, there are also existing differential lock control methods in the technology, such as the technical solutions disclosed in publication numbers CN118274093A and CN111853226A. These methods are all implemented using software control methods, which have risks such as slow response and easy failure, and have significant limitations. Utility Model Content
[0005] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a differential device with torque vector distribution and differential lock functions.
[0006] The objective of this utility model is achieved through the following technical solution:
[0007] A differential device with torque vectoring and differential lock functions includes a differential housing and a left half-shaft and a right half-shaft located on both sides thereon. The differential housing receives external power to enable tires respectively mounted on the left half-shaft and the right half-shaft to rotate at different speeds.
[0008] The left half-shaft is fitted with a vector drive source and a torque transfer component, the torque transfer component being an integrated double planetary gear structure formed by the cooperation of the first planetary gear and the second planetary gear;
[0009] The first planetary gear set has at least a first sun gear and a first output end. The first sun gear is fixed on the torque transfer mechanism housing, and the first output end is fixedly connected to the differential housing.
[0010] The second planetary gear set has at least a second sun gear and a second output end. A coupling component is provided on the second sun gear. The coupling component can be selectively and fixedly connected to the housing of the vector drive source or torque transfer mechanism. The second output end is fixedly mounted on the left half-shaft.
[0011] The coupling component has at least two position control states: torque vector distribution position and differential lock position.
[0012] When the coupling component is in the torque vector distribution position, the vector drive source is mechanically fixed to the second sun gear and provides torque to the second sun gear. The torque transfer component makes a speed difference and a torque difference exist between the left half shaft and the right half shaft.
[0013] When the coupling assembly is in the differential lock position, the first sun gear and the second sun gear are mechanically fixed, so that the left half shaft and the right half shaft always operate at the same speed and torque.
[0014] Preferably, the coupling component also has a third position control state, in which the vector drive source and the torque transfer component are in a disconnected position, and only a speed difference exists between the left half-shaft and the right half-shaft.
[0015] Preferably, the left half-axis, right half-axis, first planetary gear set, second planetary gear set, and the central axis of the coupling assembly are all coaxial.
[0016] Preferably, the first planetary gear set further includes a first planetary gear, which meshes with both the first sun gear and the first ring gear, with the first ring gear serving as the first output end; the second planetary gear set further includes a second planetary gear, which meshes with both the second sun gear and the second ring gear, with the second ring gear serving as the second output end; the first planetary gear and the second planetary gear share a common planet carrier and rotate synchronously.
[0017] Preferably, the first planetary gear set further comprises a first planetary gear and a third planetary gear meshing with each other. The first planetary gear meshes with the first sun gear, and the third planetary gear meshes with a first gear ring fitted thereon. The first gear ring is a first output end. The second planetary gear set further comprises a second planetary gear, which is mounted on a second planetary carrier. The second planetary carrier is a second output end. A second gear ring meshes with the second planetary gear, and a first planetary carrier is mounted on the second gear ring. The first planetary carrier is respectively mounted with the first planetary gear and the third planetary gear.
[0018] Preferably, the first planetary gear set further includes a first planet carrier and a first planet gear disposed thereon, the first planet carrier being a first output end; the second planetary gear set further includes a second planet carrier and a second planet gear disposed thereon, the second planet carrier being a second output end, the first planet gear and the second planet gear sharing the same common gear ring and meshing with it.
[0019] Preferably, the coupling component is a synchronizer, which includes a gear sleeve and synchronizer gear rings I and II disposed on both sides thereof. The gear sleeve can be coupled to either synchronizer gear ring I or synchronizer gear ring II. Synchronizer gear ring I is fixed on the output side of the vector drive source, and synchronizer gear ring II is fixed on the torque transfer mechanism housing. Alternatively, the coupling component is a dog clutch.
[0020] Preferably, the vector drive source includes a motor, and a reducer is fixed on the motor shaft of the motor.
[0021] The beneficial effects of this utility model are mainly reflected in:
[0022] 1. The device is ingeniously designed and has three control states, which can be adjusted in real time according to the vehicle's driving status, thereby maximizing driving comfort and safety. It is also highly compatible and has a wide range of applications.
[0023] 2. On roads with poor adhesion or in adverse conditions, when the device is in the differential lock position, the vehicle's driving stability and ability to get out of trouble are enhanced, which can better deal with problems such as vehicle slippage and sideslip, and improve safety. When the device is in the torque vector distribution position, it has a torque distribution function, which takes into account the energy consumption problem in yaw dynamics control and driving experience. When one tire of the vehicle slips, the coupling component is disengaged from the vector drive source to protect the motor, which can prevent the motor from being dragged to overspeed operation and causing damage, thus greatly improving safety.
[0024] 3. The present invention makes minimal changes to the traditional differential, resulting in low modification costs; the structure that achieves the differential lock and differential torque effects is a mechanical control method, which has a fast response speed, maximizes control accuracy, and eliminates risks such as failure. Attached Figure Description
[0025] The technical solution of this utility model will be further described below with reference to the accompanying drawings:
[0026] Figure 1 : A schematic diagram of the structure of the first embodiment of this utility model;
[0027] Figure 2 : A schematic diagram of the structure of the second embodiment of this utility model;
[0028] Figure 3 : A schematic diagram of the structure of the third embodiment of this utility model. Detailed Implementation
[0029] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the protection scope of the present invention.
[0030] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0031] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.
[0032] like Figures 1 to 3 As shown, this utility model discloses a differential device with torque vectoring and differential lock functions, including a differential housing 1. Similar to existing technologies, the differential is powered by a main drive mechanism, which can be electric or hybrid, or any other implementation scheme, all of which fall within the protection scope of this utility model. Preferably, the differential housing 1 has a left half-shaft 11 and a right half-shaft 12 on both sides. The differential housing 1 receives external power to enable the tires 10, respectively mounted on the left half-shaft 11 and the right half-shaft 12, to rotate at different speeds.
[0033] In this application, a vector drive source 2 and a torque transfer assembly are mounted on the left half-shaft 11. The vector drive source 2 includes a motor 21, and a reducer 22 is fixed on the motor shaft of the motor 21. The reducer 22 reduces the rotational speed and increases the torque. The torque transfer assembly is an integrated double planetary gear structure formed by the cooperation of a first planetary gear set 3 and a second planetary gear set 4. The above is a preferred embodiment of this utility model. Of course, in other embodiments, the vector drive source 2 and the torque transfer assembly can also be mounted on the right half-shaft 12, all of which fall within the scope of protection of this application.
[0034] Specifically, the first planetary gear set 3 has at least a first sun gear 31 and a first output end. The first sun gear 31 is fixed to the torque transfer mechanism housing, and the first output end is fixedly connected to the differential housing 1. The second planetary gear set 4 has at least a second sun gear 41 and a second output end. The second output end is fixedly mounted on the left half-shaft 11. A coupling component 5 is provided on the second sun gear 41, and the coupling component 5 can be selectively and fixedly connected to either the vector drive source 2 or the torque transfer mechanism housing.
[0035] In this application, when the coupling component 5 is fixed relative to the output side of the vector drive source 2, the coupling component 5 is in the torque vector distribution position.
[0036] That is, the motor shaft of the motor 21 is mechanically fixed to the second sun gear 41 and provides torque to the second sun gear 41. After receiving the power, the second sun gear 41 transmits the power to the first output end and the second output end through the torque transfer component, thereby making the torque of the left half shaft 11 and the differential housing 1 different, forming a "differential torque" effect, so that there is a speed difference and a torque difference between the left half shaft 11 and the right half shaft 12.
[0037] When a vehicle is traveling on the road, if one of the tires slips, the speed ratio increases due to the reducer and torque transfer component, causing the motor 21 to rotate at a higher speed, even exceeding its rated speed. At this time, when the resolver signal of motor 21 detects that the motor speed is too high, the vector drive source 2 and the torque transfer component are disconnected, and the coupling component is in a third position control state. That is, the coupling component is disengaged from the vector drive source 2, and only a speed difference exists between the left half-shaft 11 and the right half-shaft 12. This protects the device, preventing the motor from being dragged to excessive speed and causing damage, extending the device's service life, and greatly improving safety.
[0038] When the coupling component 5 is fixed relative to the housing of the torque transfer mechanism, the coupling component 5 is in the differential lock position.
[0039] That is, the motor shaft of the motor 21 is separated from the second sun gear 41, and the second sun gear 41 and the first sun gear 31 are fixed relative to each other on the torque transfer mechanism housing. Since the first planetary gear 3 and the second planetary gear 4 have the same characteristic value, that is, the characteristic value of the first planetary gear 3 is k1 and the characteristic value of the second planetary gear is k2, then there must be a relationship that k1=k2. Therefore, the first output end and the second output end have the same speed, so that the left half shaft 11 and the right half shaft 12 always operate in the same torque and speed state.
[0040] The aforementioned design is ingenious. On roads with poor traction or in adverse conditions (such as rain or snow), when the device is in the differential lock position, vehicle stability and traction are enhanced, better addressing issues like skidding and sideslip, thus improving safety. Simultaneously, when in torque vectoring control, the device provides torque distribution, balancing energy consumption in yaw dynamics control with driving experience. Furthermore, this design requires minimal modification to traditional differentials, resulting in low conversion costs and broad applicability.
[0041] In a preferred embodiment of this utility model, the central axes of the left half-shaft 11, right half-shaft 12, first planetary gear set 3, second planetary gear set 4, and coupling assembly 5 are all coaxial. This design can significantly reduce radial dimensions, lower the overall vehicle height, maximize both vehicle power and economy, and also make the structure more compact and the layout more rational. Of course, the first planetary gear set 3 and second planetary gear set 4 can also be arranged parallel to the central axes of the left half-shaft 11 and right half-shaft 12, both of which fall within the protection scope of this utility model.
[0042] In this invention, the coupling component 5 is a synchronizer, specifically comprising a gear sleeve 51 and synchronizer gear rings I 52 and II 53 disposed on both sides thereof. The gear sleeve 51 can be coupled to either synchronizer gear ring I 52 or synchronizer gear ring II 53. Synchronizer gear ring I 52 is fixedly disposed on the output side of the vector drive source 2, and synchronizer gear ring II 53 is fixedly disposed on the torque transfer mechanism housing. Of course, the coupling component 5 can also be a dog clutch, a sliding clutch, or a friction clutch, etc., all of which fall within the protection scope of this invention.
[0043] like Figure 1As shown in the first embodiment of this application, the first planetary gear set 3 further includes a first planetary gear 33, which meshes with both the first sun gear 31 and the first ring gear 32. The first ring gear 32 serves as the first output end. The second planetary gear set 4 further includes a second planetary gear 43, which meshes with both the second sun gear 41 and the second ring gear 42. The second ring gear 42 serves as the second output end. The first planetary gear 33 and the second planetary gear 43 share a common planet carrier 30 and rotate synchronously. In the above embodiment, the dual planetary gear set system sharing a single planet carrier can result in lower drag torque and stronger performance. Simultaneously, it can reduce the number of parts, further reduce weight, and enhance heat dissipation, achieving overall lightweighting. Furthermore, since the first sun gear and the synchronous ring gear 1 are on the same side, the components can be integrated into a single design, increasing layout advantages and reducing the number of components, thereby reducing costs and space requirements.
[0044] The working process of the first embodiment is briefly described below:
[0045] When the vehicle is traveling in a straight line, the gear sleeve 51 is located between the synchronous gear ring I 52 and the synchronous gear ring II 53, both of which are in a separated state, and the left half shaft 11 and the right half shaft 12 are running at the same speed.
[0046] When the vehicle is in rainy or snowy weather with poor road surface adhesion, the gear sleeve 51 couples with the synchronous gear ring II 53 and enters the differential lock position control state, and the left half shaft 11 and the right half shaft 12 always operate at the same speed.
[0047] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The gear sleeve 51 couples with the synchronous ring gear I 52, entering a torque vector distribution position control state. The motor 21 starts, transmitting power to the second sun gear 41. After receiving power, the second sun gear 41 transmits power to the second ring gear 42 and the common planetary carrier 30 via the second planetary gears 43. The second ring gear 42 then transmits power to the left half-shaft. Simultaneously, the common planetary carrier 30 transmits power to the differential housing 1 via the first planetary gears 33 and the first ring gear 32, creating a "differential torque" effect between the left and right half-shafts.
[0048] In this first embodiment, the torque transfer assembly shares a single planetary carrier, which can reduce the drag torque and improve performance. Simultaneously, it reduces the number of parts, further lightens the weight, and enhances heat dissipation, achieving overall weight reduction. The first sun gear and the synchronizer ring gear I are on the same side, allowing for integrated component design, increasing layout advantages and reducing the number of parts, thereby lowering costs and space requirements.
[0049] like Figure 2As shown in the second embodiment of this application, the first planetary gear set 3 further includes a first planetary gear 33 and a third planetary gear 39 meshing with each other. The first planetary gear 33 meshes with the first sun gear 31, and the third planetary gear 39 meshes with a first gear ring 32 sleeved thereon. The first gear ring 32 is the first output end. The second planetary gear set 4 further includes a second planetary gear 43, which is mounted on a second planetary carrier 44. The second planetary carrier 44 is the second output end. A second gear ring 42 meshes with the second planetary gear 43, and a first planetary carrier 34 is mounted on the second gear ring 42. The first planetary carrier 34 is respectively equipped with the first planetary gear 33 and the third planetary gear 39. This design allows for a larger speed ratio of the entire assembly without increasing the radial dimension, enabling the wheel ends to obtain greater differential torque and effectively solving the problem of insufficient differential torque at the wheel ends. Furthermore, this design achieves increased power of the device without requiring a larger motor or increased current, effectively improving the economic efficiency of the device. Furthermore, since the first sun gear and the synchronizer ring gear I are on the same side, the number of components can be reduced through integrated design, thereby lowering costs and space requirements. At the same time, the double planetary gear design allows for a larger speed ratio compared to the first embodiment within the same envelope space, further enhancing differential torque capability.
[0050] The working process of the second embodiment is briefly described below:
[0051] When the vehicle is traveling in a straight line, the gear sleeve 51 is located between the synchronous gear ring I 52 and the synchronous gear ring II 53, both of which are in a separated state, and the left half shaft 11 and the right half shaft 12 are running at the same speed.
[0052] When the vehicle is in rainy or snowy weather with poor road surface adhesion, the gear sleeve 51 is coupled with the synchronous gear ring II 53 to enter the differential lock position control state, and the left half shaft 11 and the right half shaft 12 always operate at the same speed.
[0053] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The gear sleeve 51 couples with the synchronous ring gear 152, entering a torque vector distribution position control state. The motor 21 starts, transmitting power to the second sun gear 41. After receiving power, the second sun gear 41 transmits power to the second planetary carrier 44 and the second ring gear 42 via the second planetary gear 43. The second planetary carrier 44 then transmits power to the left half-shaft. Simultaneously, the second ring gear 42 transmits power to the third planetary gear 39 via the first planetary carrier 34, driving the meshing first ring gear 32 to transmit power to the differential housing 1, thus creating a "differential torque" effect between the left and right half-shafts.
[0054] In this second embodiment, the torque transfer component has a similar arrangement to that in the first embodiment, with the first sun gear and the synchronous ring gear I on the same side. This integrated design reduces the number of components, thereby lowering costs and space requirements. Furthermore, the dual planetary gear design allows for a larger speed ratio within the same envelope space compared to the first embodiment, further enhancing differential torque capability.
[0055] like Figure 3 As shown in the third embodiment of this application, the first planetary gear set 3 further includes a first planet carrier 34 and a first planet gear 33 disposed thereon, the first planet carrier 34 being the first output end; the second planetary gear set 4 further includes a second planet carrier 44 and a second planet gear 43 disposed thereon, the second planet carrier 44 being the second output end. The first planet gear 33 and the second planet gear 43 share the same common ring gear 40 and mesh with it. By sharing a common ring gear, the number of parts in the dual planetary gear set is reduced. As the planet carrier is an output element, the speed ratio can be made larger, further reducing weight and enhancing differential torque capability, achieving overall lightweighting, and also reducing costs.
[0056] The working process of the third embodiment is briefly described below:
[0057] When the vehicle is traveling in a straight line, the gear sleeve 51 is located between the synchronous gear ring I 52 and the synchronous gear ring II 53, both of which are in a separated state, and the left half shaft 11 and the right half shaft 12 are running at the same speed.
[0058] When the vehicle is in rainy or snowy weather with poor road surface adhesion, the gear sleeve 51 couples with the synchronous gear ring II 53 and enters the differential lock position control state, and the left half shaft 11 and the right half shaft 12 always operate at the same speed.
[0059] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The gear sleeve 51 couples with the synchronous ring gear I 52, entering a torque vector distribution position control state. The motor 21 starts, transmitting power to the second sun gear 41. After receiving power, the second sun gear 41 transmits power to the second planetary carrier 44 and the common ring gear 40 via the second planetary gears 43. The second planetary carrier 44 then transmits power to the left half-shaft. Simultaneously, the common ring gear 40 transmits power to the differential housing 1 via the first planetary gears 33 and the first planetary carrier 34, creating a "differential torque" effect between the left and right half-shafts.
[0060] In this third embodiment, the torque transfer assembly reduces the number of parts by sharing a common gear ring. The planetary carrier, as the output element, can have a larger speed ratio, further reducing weight and enhancing differential torque capability, achieving overall lightweighting, and also reducing costs.
[0061] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
[0062] The detailed descriptions listed above are merely specific descriptions of feasible implementations of this utility model, and are not intended to limit the scope of protection of this utility model. All equivalent implementations or modifications made without departing from the spirit of this utility model should be included within the scope of protection of this utility model.
Claims
1. A differential device with torque vectoring and differential lock functions, comprising a differential housing (1) and a left half-shaft (11) and a right half-shaft (12) located on both sides thereof, wherein the differential housing (1) receives external power to enable the tires (10) respectively mounted on the left half-shaft (11) and the right half-shaft (12) to achieve different speeds; Its features are: The left half-shaft (11) is fitted with a vector drive source (2) and a torque transfer assembly. The torque transfer assembly is an integrated double planetary gear structure formed by the cooperation of the first planetary gear (3) and the second planetary gear (4). The first planetary gear set (3) has at least a first sun gear (31) and a first output end. The first sun gear (31) is fixed on the torque transfer mechanism housing, and the first output end is fixedly connected to the differential housing (1). The second planetary gear (4) has at least a second sun gear (41) and a second output end. A coupling component (5) is provided on the second sun gear (41). The coupling component (5) can be selectively fixedly connected to the vector drive source (2) or the torque transfer mechanism housing. The second output end is fixedly disposed on the left half shaft (11). The coupling component (5) has at least two position control states: torque vector distribution position and differential lock position. When the coupling component (5) is in the torque vector distribution position, the vector drive source (2) is mechanically fixed to the second sun gear (41) and provides torque to the second sun gear (41). Through the torque transfer component, there is a speed difference and a torque difference between the left half shaft (11) and the right half shaft (12). When the coupling component (5) is in the differential lock position, the first sun gear (31) and the second sun gear (41) are mechanically fixed, so that the left half shaft (11) and the right half shaft (12) always operate at the same speed and torque.
2. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The coupling component (5) also has a third position control state, in which the vector drive source (2) and the torque transfer component are in a disconnected position, and only a speed difference can exist between the left half-shaft (11) and the right half-shaft (12).
3. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The central axes of the left half-axis (11), right half-axis (12), first planetary gear (3), second planetary gear (4) and coupling assembly (5) are all coaxial.
4. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The first planetary gear set (3) also has a first planetary gear (33), which meshes with the first sun gear (31) and the first ring gear (32), and the first ring gear (32) is the first output end; the second planetary gear set (4) also has a second planetary gear (43), which meshes with the second sun gear (41) and the second ring gear (42), and the second ring gear (42) is the second output end. The first planetary gear (33) and the second planetary gear (43) share a common planet carrier (30) and rotate synchronously.
5. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The first planetary gear set (3) also has a first planetary gear (33) and a third planetary gear (39) meshing with each other. The first planetary gear (33) meshes with the first sun gear (31), and the third planetary gear (39) meshes with a first gear ring (32) sleeved thereon. The first gear ring (32) is the first output end. The second planetary gear set (4) also has a second planetary gear (43). The second planetary gear (43) is mounted on a second planetary carrier (44), and the second planetary carrier (44) is the second output end. The second planetary gear (43) is mounted on a second gear ring (42) meshing with it. The second gear ring (42) is mounted on a first planetary carrier (34), and the first planetary gear (33) and the third planetary gear (39) are respectively mounted on the first planetary carrier (34).
6. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The first planetary gear set (3) also has a first planet carrier (34) and a first planet gear (33) disposed thereon, the first planet carrier (34) being the first output end; the second planetary gear set (4) also has a second planet carrier (44) and a second planet gear (43) disposed thereon, the second planet carrier (44) being the second output end, the first planet gear (33) and the second planet gear (43) sharing the same common gear ring (40) and meshing with it.
7. The differential device with torque vectoring and differential lock functions according to any one of claims 1 to 6, characterized in that: The coupling component (5) is a synchronizer, which includes a gear sleeve (51) and a synchronizer gear ring I (52) and a synchronizer gear ring II (53) disposed on both sides thereon. The gear sleeve (51) can be coupled with the synchronizer gear ring I (52) or the synchronizer gear ring II (53). The synchronizer gear ring I (52) is fixed on the output side of the vector drive source (2), and the synchronizer gear ring II (53) is fixed on the torque transfer mechanism housing.
8. The differential device with torque vectoring and differential lock functions according to any one of claims 1 to 6, characterized in that: The coupling component (5) is a dog clutch.
9. The differential device with torque vectoring and differential lock functions according to claim 1, characterized in that: The vector drive source (2) includes a motor (21), and a reducer (22) is fixed on the motor shaft of the motor (21).