Differential device and vehicle

Abstract

This utility model discloses a differential device and a vehicle. The differential device of this utility model includes a transmission assembly, a differential assembly, and a locking assembly. The transmission assembly includes two spaced-apart half-shaft gears. The differential assembly is configured to revolve around the axis of the half-shaft gears. The differential assembly includes a planetary gear shaft and planetary gears sleeved on the planetary gear shaft. The planetary gear shaft is configured to rotate around its own axis. The locking assembly includes a locking member and a driving member. The locking member has a first state and a second state. The driving member is used to drive the locking member to switch between the first and second states. In the first state, the locking member directly acts on the planetary gear shaft to restrict its rotation. In the second state, the locking member separates from the planetary gear shaft to allow the planetary gear shaft to rotate. The locking assembly of the differential device of this utility model directly acts on the planetary gear shaft, resulting in a more compact structure and reduced space occupation.

Description

Technical Field

[0001] This utility model relates to the field of vehicle component technology, and in particular to a differential device and a vehicle. Background Technology

[0002] The differential is a key component in a car's transmission system, enabling the speed difference between the left and right drive wheels to ensure vehicle stability when turning or driving on uneven surfaces. However, when driving on complex road surfaces such as mud, rough terrain, or ice and snow, if one wheel slips, a traditional differential will cause the other wheel to lose driving force, thus reducing the vehicle's overall passability.

[0003] Therefore, related technologies have added a differential lock to the differential to manually or automatically lock the differential in complex road conditions, so that the wheels on both sides rotate synchronously and improve the vehicle's ability to get out of trouble. However, existing differential locks often lock the half-shaft gears to the differential housing, which takes up a lot of space and is costly. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a differential device in which the locking component acts directly on the planetary gear shaft, resulting in a more compact structure and reduced space occupation.

[0005] This utility model also proposes a vehicle having the above-mentioned differential device.

[0006] The differential device according to a first aspect embodiment of the present invention includes: A transmission assembly, comprising two spaced-apart half-shaft gears; A differential assembly configured to revolve around the axis of the half-shaft gears, the differential assembly including a planetary gear shaft and planetary gears sleeved on the planetary gear shaft, the planetary gears being disposed between the two half-shaft gears and meshing with the two half-shaft gears respectively, the planetary gear shaft being configured to rotate around its own axis; A locking assembly includes a locking member and a driving member. The locking member has a first state and a second state. The driving member is used to drive the locking member to switch between the first state and the second state. In the first state, the locking member acts directly on the planetary gear shaft to restrict the rotation of the planetary gear shaft. In the second state, the locking member is separated from the planetary gear shaft to allow the planetary gear shaft to rotate.

[0007] The differential device according to the embodiments of the present invention has at least the following beneficial effects: When the locking assembly is in its first state, the planetary gear shaft's rotation is restricted, preventing the planetary gears from rotating. Consequently, the half-shaft gears on both sides can only rotate at the same speed, achieving the differential locking function. In complex road conditions, such as when one wheel slips, power can be fully transferred to the wheel with traction on the other side, improving the vehicle's ability to get out of trouble. Compared to existing technologies, this locking assembly acts directly on the planetary gear shaft, eliminating the need to lock the half-shaft gears to the differential housing. This results in a more compact structure, reduced space occupation, and lower manufacturing costs.

[0008] According to some embodiments of the present invention, the locking member is rotatably connected to the driving member, the driving member is fixedly disposed relative to the differential assembly, and in the first state, the locking member can revolve synchronously with the planetary gear shaft.

[0009] According to some embodiments of the present invention, the locking member is a ring-shaped structure, and a plurality of limiting grooves are provided circumferentially at intervals on the end face of the locking member facing the planetary gear shaft. The planetary gear shaft includes an abutting portion for abutting the locking member. The abutting portion has at least one abutting plane. In the first state, the abutting portion is inserted into any one of the limiting grooves, and the abutting plane abuts against the groove wall of the limiting groove to limit the rotation of the planetary gear shaft.

[0010] According to some embodiments of the present invention, the locking member includes a plurality of limiting protrusions spaced apart along its circumference, and a limiting groove is defined between adjacent limiting protrusions. The locking member also has a third state between the first state and the second state, in which the end face of the limiting protrusion abuts against the planetary gear shaft.

[0011] According to some embodiments of the present invention, the abutting part includes two parallel abutting planes. Along the circumference of the abutting part, the two ends of any abutting plane are respectively connected to the other abutting plane through an abutting arc surface. The width of the limiting groove is greater than the distance between the two abutting planes and less than the distance between the two abutting arc surfaces.

[0012] According to some embodiments of the present invention, the driving member is hydraulically driven, the driving member has a ring structure, the driving member defines a hydraulic cavity and an opening for the locking member to be inserted, the locking member is inserted into the driving member and divides the hydraulic cavity into a first hydraulic cavity and a second hydraulic cavity, and the locking member is driven in response to pressure changes in the first hydraulic cavity and the second hydraulic cavity.

[0013] According to some embodiments of the present invention, the driving member can drive the locking member to move along the axial direction of the half-shaft gear, wherein: either the outer peripheral surface of the planetary gear shaft or the locking member is provided with an insertion protrusion, and the other is provided with an insertion groove. In the first state, the insertion protrusion is inserted into the insertion groove. Alternatively, the outer circumferential surface of the planetary gear shaft is provided with an abutting plane, and in the first state, the locking member abuts against the abutting plane; or, the locking member includes an arc-shaped friction part, which is used to abut against the outer circumferential surface of the planetary gear shaft. Alternatively, the driving member can drive the locking member to move axially along the planetary gear shaft, wherein: either the end face of the planetary gear shaft or the locking member is provided with an insertion protrusion, and the other is provided with an insertion groove, and in the first state, the insertion protrusion is inserted into the insertion groove; or, the locking member includes a friction part for abutting against the end face of the planetary gear shaft.

[0014] The vehicle according to a second aspect embodiment of the present invention includes: The differential device as described in the above embodiments A transmission, the transmission including an oil pump, the oil pump being connected to the first hydraulic chamber and the second hydraulic chamber respectively.

[0015] The vehicle according to a third aspect of the present invention includes the differential device mentioned in any of the foregoing embodiments.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 This is a schematic diagram of the differential device according to an embodiment of the present invention (in the second state); Figure 2 This is a schematic diagram of the differential device according to an embodiment of the present invention (in the first state); Figure 3 This is a schematic diagram of the locking component according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of the structure of the planetary gear shaft according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the abutment part and the limiting groove in an embodiment of the present utility model; Figure 6This is a schematic diagram illustrating the process of the abutting part and the limiting groove cooperating in an embodiment of the present utility model; Figure 7 This is a schematic diagram of the structure of the abutment portion and the limiting groove in another embodiment of the present invention; Figure 8 This is a schematic diagram illustrating the engagement between the locking element and the planetary gear shaft according to another embodiment of the present invention. Figure 9 This is a schematic diagram illustrating the engagement between the locking element and the planetary gear shaft according to another embodiment of the present invention.

[0018] Figure label: Transmission assembly 100; Half-shaft gear 110; Differential assembly 200; planetary gear shaft 210; abutment part 211; abutment plane 212; abutment arc surface 213; insertion groove 214; planetary gear 220; front housing 230; rear housing 240; main reduction gear 250; first fixing member 260; Locking assembly 300; locking member 310; limiting protrusion 311; limiting groove 312; driving member 320; first hydraulic chamber 321; second hydraulic chamber 322; insertion protrusion 330; friction part 340; pressure plate 350; second fixing member 360. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0021] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0022] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0023] In the description of this utility model, the terms "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0024] The differential is a key component in a car's transmission system, enabling the speed difference between the left and right drive wheels to ensure vehicle stability when turning or driving on uneven surfaces. However, when driving on complex road surfaces such as mud, rough terrain, or ice and snow, if one wheel slips, a traditional differential will cause the other wheel to lose driving force, thus reducing the vehicle's overall passability.

[0025] Therefore, related technologies have added a differential lock to the differential to manually or automatically lock the differential in complex road conditions, so that the wheels on both sides rotate synchronously and improve the vehicle's ability to get out of trouble. However, existing differential locks often lock the half-shaft gears to the differential housing, which takes up a lot of space and is costly.

[0026] To address the aforementioned problems, this application proposes a differential device with a differential lock function, such as... Figure 1 and Figure 2 As shown, the differential device includes a transmission assembly 100, a differential assembly 200, and a locking assembly 300. The transmission assembly 100 includes two spaced-apart half-shaft gears 110, each connected to the left and right wheels via a drive shaft. The differential assembly 200 includes a planetary gear shaft 210 and planetary gears 220 mounted on the planetary gear shaft 210. The planetary gears 220 are positioned between the two half-shaft gears 110 and mesh with each of the two half-shaft gears 110.

[0027] Specifically, for example Figure 1 and Figure 2Taking the differential device structure shown as an example, in this embodiment, the differential assembly 200 further includes a main reduction gear 250, a rear housing 240, and a front housing 230. The main reduction gear 250 is used to mesh with the output gear of the transmission, enabling power transmission to the differential assembly 200. The rear housing 240 is fixedly connected to the main reduction gear 250 via a first fixing member 260, thereby enabling it to rotate synchronously with the main reduction gear 250. The first fixing member 260 can be a connection structure such as a screw or bolt.

[0028] The rear housing 240 is fixedly connected to the front housing 230, and the front housing 230 and the rear housing 240 together form a cavity to accommodate the planetary gear 220 and the half-shaft gear 110. The planetary gear shaft 210 is disposed through the front housing 230. When the rear housing 240 and the front housing 230 of the differential assembly 200 rotate, they drive the planetary gear shaft 210 and the planetary gear 220 thereon to rotate around the axis of the half-shaft gear 110. Thus, the entire differential assembly 200 can revolve around the axis of the half-shaft gear 110. In addition, the planetary gear shaft 210 can also rotate around its own axis, driving the planetary gear 220 thereon to rotate. For example, if the wheels on both sides rotate at the same speed, the planetary gear shaft 210 only revolves around the axis and does not rotate on its own axis, driving the half-shaft gears 110 on both sides to rotate synchronously; when the vehicle turns or travels on uneven roads, the planetary gear 220 rotates on its own axis while revolving around the axis, thereby allowing the half-shaft gears 110 on both sides to rotate at different speeds to achieve the differential function.

[0029] To achieve the differential lock function, the locking assembly 300 in this embodiment includes a locking member 310 and a driving member 320. The locking member 310 has a first state and a second state, and the driving member 320 is used to drive the locking member 310 to switch between the first state and the second state. In the first state, the locking member 310 is driven to move to directly abut against the planetary gear shaft 210, so that the locking member 310 directly acts on the planetary gear shaft 210 and restricts the rotation of the planetary gear shaft 210. Correspondingly, in the second state, the locking member 310 is driven to move to separate from the planetary gear shaft 210, so that the planetary gear shaft 210 can rotate.

[0030] Understandably, when the locking assembly 300 is in its first state, the rotation of the planetary gear shaft 210 is restricted, thus preventing the planetary gear 220 from rotating as well. Consequently, the half-shaft gears 110 on both sides can only rotate at the same speed, achieving the differential locking function. In this state, under complex road conditions, such as when one wheel slips, the vehicle can fully transfer power to the other wheel with traction, improving its ability to get out of trouble. Compared to existing technologies, this locking assembly 300 acts directly on the planetary gear shaft 210, eliminating the need to lock the half-shaft gears 110 to the rear housing 240 or front housing 230 of the differential assembly 200. This results in a more compact structure, reduced space occupation, and lower manufacturing costs.

[0031] In some embodiments, the drive member 320 is fixed relative to the differential assembly 200, that is, the drive member 320 does not rotate with the rotation of the differential assembly 200, and the locking member 310 is rotatably connected to the drive member 320. For example, refer to... Figure 1 As shown, the locking assembly 300 also includes a pressure plate 350, which is fixedly mounted on the transmission housing via a second fastener 360. The pressure plate 350 serves as a mounting and limiting base for the drive component, thereby fixing the drive component 320 to the transmission housing. The second fastener 360 can be a connection structure such as a screw or bolt.

[0032] It should be noted that in this design structure, the locking member 310 is required to rotate relative to the driving member 320. Therefore, after the locking member 310 abuts and is limited by contact with the planetary gear shaft 210, the locking member 310 can restrict the rotation of the planetary gear shaft 210 while simultaneously revolving with it, thus avoiding interference with the revolution of the planetary gear shaft 210. Because the driving member 320 does not need to rotate synchronously, this structure simplifies the installation of the driving member 320, reduces assembly difficulty and manufacturing costs, and improves the overall stability of the locking assembly 300.

[0033] Furthermore, the locking member 310 has a ring-shaped structure, and a plurality of limiting grooves 312 are provided on the end face of the locking member 310 facing the planetary gear shaft 210. The limiting grooves 312 are spaced apart circumferentially along the end face. For example, as shown... Figure 3 As shown, the end face of the locking member 310 has multiple limiting protrusions 311 evenly distributed circumferentially. It can be understood that the number of limiting protrusions 311 can be 20, 30, or other numbers, depending on factors such as the diameter of the locking member 310 and the diameter of the planetary gear shaft 210. Thus, a limiting groove 312 is defined between adjacent limiting protrusions 311.

[0034] Understandably, since the planetary gear shaft 210 is constantly revolving around the axis of the half-shaft gear 110, the locking member 310 is set as an annular structure with multiple limiting grooves 312, thereby increasing the probability that the planetary gear shaft 210 falls into the limiting grooves 312.

[0035] Understandably, when the planetary gear shaft 210 falls into the limiting groove 312, in order to prevent the planetary gear shaft 210 from rotating in the limiting groove 312, the planetary gear shaft 210 is provided with an abutment portion 211 for abutting against the locking member 310, see reference. Figure 4 and Figure 5 As shown, the abutment portion 211 is provided with at least one abutment surface 212, which can abut against the groove wall of the limiting groove 312, thereby effectively preventing the planetary gear shaft 210 from rotating in the limiting groove 312 through surface-to-surface contact. For example, in... Figure 7 In the illustrated embodiment, the abutment portion 211 is disposed at the end of the planetary gear shaft 210. The abutment portion 211 includes an abutment plane 212, and the remaining portion is a circumferential surface. When the abutment plane 212 of the planetary gear shaft 210 coincides with or is parallel to the groove wall of the limiting groove 312, the planetary gear shaft 210 is inserted into the limiting groove 312. Alternatively, in... Figure 5 In the embodiment shown, the abutment portion 211 is provided with two parallel abutment planes 212, thereby forming a flat structure. This flat structure can be more stably embedded in the limiting groove 312, and the abutment of the two sides can enhance the locking effect.

[0036] It should be explained that when the differential device of this application switches between the first and second states, the vehicle must remain stationary to avoid impact from the high-speed rotating planetary gear shaft 210 on the locking member 310. Furthermore, considering the rotation of the planetary gear shaft 210, during the contact between the locking member 310 and the planetary gear shaft 210, there is a possibility that the planetary gear shaft 210 may not directly fall into the limiting groove 312. That is, the locking member 310 also has a third state between the first and second states. In the third state, the end face of the limiting protrusion 311 abuts against the outer contour surface of the planetary gear shaft 210. After the vehicle restarts, the planetary gear shaft 210 rotates to a suitable angle during its rotation and can smoothly enter the limiting groove 312, thus transitioning the locking member 310 from the third state to the first state.

[0037] For example Figure 4 Taking the flat structure with two abutment surfaces 212 at the end of the planetary gear shaft 210 as an example, the planetary gear shaft 210 can only be smoothly inserted into the limiting groove 312 when it is rotated until the abutment surface 212 is aligned with the groove wall of the limiting groove 312. If, upon receiving the locking command, the abutment surface 212 of the planetary gear shaft 210 is not aligned with the limiting groove 312, or even if something else occurs... Figure 6 When the abutting plane 212 abuts against the limiting protrusion 311, the planetary gear shaft 210 cannot be directly inserted into the limiting groove 312. At this time, the limiting protrusion 311 of the locking member 310 will remain in contact with the abutting plane 212. After the vehicle starts moving again, the planetary gear shaft 210 slowly rotates and pushes the locking member 310 backward (under the hydraulic action of the driving member 320, the planetary gear shaft 210 and the limiting protrusion 311 of the locking member 310 remain in contact during this process, but the hydraulic pressure is small, so the locking member 310 can move backward). After the planetary gear shaft 210 rotates to a suitable angle, the locking member 310 moves forward again under the hydraulic action, finally allowing the planetary gear shaft 210 to be inserted into the limiting groove 312 to complete the locking.

[0038] Based on the aforementioned flat structure of the contact portion 211, in order to improve the alignment efficiency between the contact plane 212 and the limiting groove 312, a guide slope or transition fillet can be provided on the limiting protrusion 311 of the locking member 310 to guide the planetary gear shaft 210 to adjust its angle when approaching the limiting groove 312. Furthermore, the flat structure of the planetary gear shaft 210 also includes a contact arc surface 213, such as... Figure 5 and Figure 6 As shown, along the circumference of the planetary gear shaft 210, both ends of any abutment plane 212 are connected to another abutment plane 212 via an abutment arc surface 213. That is, along the circumference of the planetary gear shaft 210, abutment planes 212 and abutment arc surfaces 213 are alternately arranged. Therefore, when the locking member 310 contacts the planetary gear shaft 210, the abutment arc surface 213 can guide the abutment plane 212 to align with the limiting groove 312, thereby improving locking efficiency. Furthermore, this abutment arc surface 213 design can also reduce the frictional resistance between the two during locking, reduce wear, and increase service life.

[0039] Furthermore, to prevent the abutment portion 211 from rotating within the limiting groove 312, the width of the limiting groove 312 must be greater than the distance between the two abutment planes 212 and less than the distance between the two abutment arc surfaces 213. It should be noted that the distance between the two abutment arc surfaces 213 refers to the minimum distance between any points on the two abutment arc surfaces 213, that is... Figure 5 The width of the middle abutting plane 212 in the left and right directions.

[0040] In some embodiments, the driver 320 may be as follows: Figure 1 and Figure 2 In the hydraulic drive structure shown in this embodiment, the locking member 310 is an annular structure, and the drive member 320 is also an annular structure. The drive member 320 defines a hydraulic chamber and an opening communicating with the hydraulic chamber. One end of the locking member 310 extends into the drive member 320 through the opening and separates the first hydraulic chamber 321 and the second hydraulic chamber 322. The movement direction of the locking member 310 is controlled by supplying oil to the first hydraulic chamber 321 or the second hydraulic chamber 322. For example, when oil is supplied to the second hydraulic chamber 322, the hydraulic pressure pushes the locking member 310 toward the planetary gear shaft 210 until it abuts against the planetary gear shaft 210, thereby entering the first state; conversely, when oil is supplied to the first hydraulic chamber 321, the locking member 310 disengages from the planetary gear shaft 210 and enters the second state. This hydraulic drive method has a simple structure and precise control, and is suitable for complex vehicle operating conditions. In addition, the hydraulic circuit of the drive member 320 can also be integrated with the hydraulic circuit of the transmission, further reducing system complexity and cost.

[0041] Alternatively (not shown in the figure), the drive member 320 can also be a motor drive, air pump drive, etc. The locking member 310 is connected to the output shaft of the drive member 320 and can be driven by the drive member 320 to extend or retract along the axial direction of the half shaft gear 110. Furthermore, the locking member 310 can rotate relative to the output shaft of the drive member 320, so that in the first state the locking member 310 can also revolve together with the planetary gear shaft 210.

[0042] In such Figure 1 In the illustrated embodiment, the differential assembly 200 includes two planetary gears 220, which are respectively fitted onto both ends of the planetary gear shaft 210 along its axial direction. One planetary gear 220 is connected to the planetary gear shaft 210 by spline connection, welding, integral molding, or other means, so that the rotation of the planetary gear shaft 210 can drive the planetary gear 220 to rotate synchronously. The other planetary gear 220 is rotatably connected to the planetary gear shaft 210, allowing it to rotate freely on the planetary gear shaft 210. This avoids interference between the two planetary gears 220 when both ends of the planetary gear shaft 210 are fixedly connected to it, which would otherwise occur when the planetary gear shaft 210 rotates.

[0043] Unlike embodiments where the drive member 320 is fixedly mounted, in other embodiments, the drive member 320 is configured to rotate synchronously with the revolution of the planetary gear shaft 210. That is, regardless of the first or second state, both the drive member 320 and the locking member 310 rotate synchronously with the planetary gear shaft 210. For example, the drive member 320 is fixedly connected to the rear housing 240 or the front housing 230 of the differential assembly 200. The advantage of this configuration is that it avoids the influence of the planetary gear shaft 210's revolution on the locking of the locking member 310, making the locking process simpler and more intuitive, and reducing interference problems caused by relative motion. The drive member 320 can be powered during revolution via a structure such as brushes. Since rotating power supply structures such as brushes are existing technology, they will not be described in detail here.

[0044] Since the influence of the planetary gear shaft 210's revolution need not be considered, the design of the locking element 310 can be simplified, eliminating the need for a ring-shaped structure. For example, as Figure 8 As shown, the driving component 320 can drive the locking component 310 to move axially along the half-shaft gear 110, so that the locking component 310 engages with the outer circumferential contour of the planetary gear shaft 210 to achieve locking. Alternatively, as... Figure 9 As shown, the driving member 320 can also drive the locking member 310 to move axially along the planetary gear shaft 210 so that the locking member 310 engages with the end face of the planetary gear shaft 210 to achieve locking.

[0045] Specifically, the fitting scheme between the locking element 310 and the outer circumferential contour of the planetary gear shaft 210 is as follows: Figure 8As shown in (a), either the outer circumferential surface of the planetary gear shaft 210 or the locking member 310 is provided with an insertion groove 214, and the other is provided with an insertion protrusion 330. In the first state, the insertion groove 214 and the insertion protrusion 330 are inserted to achieve locking. Alternatively, as... Figure 8 As shown in (b), the outer circumferential surface of the planetary gear shaft 210 is provided with an abutment plane 212. The locking member 310 can be a block structure. In the first state, the side or end face of the locking member 310 abuts against the abutment plane 212 to achieve locking. Alternatively, the locking member 310 includes an arc-shaped friction part 340. The friction part 340 can fit tightly against the outer circumferential surface of the planetary gear shaft 210. During the locking process, the friction force is used to achieve deceleration or fixation. This method can not only achieve locking or unlocking, but also adjust the rotation speed of the planetary gear shaft 210 to achieve differential control and achieve anti-slip and other functions.

[0046] The scheme for the end face fit between the locking element 310 and the planetary gear shaft 210 is as follows: (e.g.) Figure 9 As shown in (a), either the end face of the planetary gear shaft 210 or the locking member 310 is provided with an insertion groove 214, and the other is provided with an insertion protrusion 330. In the first state, the insertion groove 214 and the insertion protrusion 330 are engaged to achieve locking. It should be noted that if the insertion groove 214 and the insertion protrusion 330 are circular, then both the insertion groove 214 and the insertion protrusion 330 need to be eccentrically positioned relative to the axis of the planetary gear shaft 210 in order to achieve the effect of restricting the axial rotation of the planetary gear shaft 210. If the insertion groove 214 and the insertion protrusion 330 are non-circular structures, locking can be achieved through shape matching. Or, as... Figure 9 As shown in (b), the locking member 310 includes a friction part 340, which can be tightly fitted with the end face of the planetary gear shaft 210, and restricts the rotation of the planetary gear shaft 210 by friction in the locked state.

[0047] The second aspect of this application provides a vehicle that includes the differential device mentioned in the above embodiments. In addition, the vehicle also includes a transmission. It is understood that the transmission is equipped with a hydraulic system, which includes an oil pump. The drive component 320 of the differential device is hydraulically driven, so that the hydraulic chamber of the drive component 320 can be connected to the oil pump of the transmission to realize oil supply and improve the overall integration and response speed of the hydraulic system.

[0048] A third aspect of this application provides a vehicle that includes the differential device mentioned in any of the above embodiments. It should be noted that the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle. Since the vehicle in this aspect of the embodiment includes the differential device of the above embodiments, it has the beneficial effects of the above embodiments, which will not be repeated here.

[0049] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention. Furthermore, the embodiments of the present invention and the features thereof can be combined with each other unless otherwise specified.

Claims

1. A differential device, characterized in that, include: A transmission assembly, comprising two spaced-apart half-shaft gears; A differential assembly configured to revolve around the axis of the half-shaft gears, the differential assembly including a planetary gear shaft and planetary gears sleeved on the planetary gear shaft, the planetary gears being disposed between the two half-shaft gears and meshing with the two half-shaft gears respectively, the planetary gear shaft being configured to rotate around its own axis; A locking assembly includes a locking member and a driving member. The locking member has a first state and a second state. The driving member is used to drive the locking member to switch between the first state and the second state. In the first state, the locking member acts directly on the planetary gear shaft to restrict the rotation of the planetary gear shaft. In the second state, the locking member is separated from the planetary gear shaft to allow the planetary gear shaft to rotate.

2. The differential device according to claim 1, characterized in that, The locking member is rotatably connected to the driving member, the driving member is fixedly disposed relative to the differential assembly, and in the first state, the locking member can revolve synchronously with the planetary gear shaft.

3. The differential device according to claim 2, characterized in that, The locking member is a ring-shaped structure, and multiple limiting grooves are provided circumferentially at intervals on the end face of the locking member facing the planetary gear shaft. The planetary gear shaft includes an abutting portion for abutting the locking member. The abutting portion has at least one abutting plane. In the first state, the abutting portion is inserted into any one of the limiting grooves, and the abutting plane abuts against the groove wall of the limiting groove to limit the rotation of the planetary gear shaft.

4. The differential device according to claim 3, characterized in that, The locking member includes a plurality of limiting protrusions spaced apart along its circumference, and a limiting groove is defined between adjacent limiting protrusions. The locking member also has a third state between the first state and the second state, in which the end face of the limiting protrusion abuts against the planetary gear shaft.

5. The differential device according to claim 3, characterized in that, The abutting part includes two parallel abutting planes. Along the circumference of the abutting part, the two ends of each abutting plane are connected to the other abutting plane through an abutting arc surface. The width of the limiting groove is greater than the distance between the two abutting planes and less than the distance between the two abutting arc surfaces.

6. The differential device according to claim 1, characterized in that, The driving component is hydraulically driven, and both the driving component and the locking component are annular structures. The driving component defines a hydraulic chamber and an opening for the locking component to be inserted. The locking component is inserted into the driving component and divides the hydraulic chamber into a first hydraulic chamber and a second hydraulic chamber. The locking component is driven in response to pressure changes in the first hydraulic chamber and the second hydraulic chamber.

7. The differential device according to claim 1, characterized in that, In the first state and the second state, the driving member and the locking member rotate synchronously with the revolution of the planetary gear shaft.

8. The differential device according to claim 7, characterized in that, The driving member can drive the locking member to move along the axial direction of the half-shaft gear, wherein: either the outer peripheral surface of the planetary gear shaft or the locking member is provided with an insertion protrusion, and the other is provided with an insertion groove. In the first state, the insertion protrusion is inserted into the insertion groove. Alternatively, the outer circumferential surface of the planetary gear shaft is provided with an abutting plane, and in the first state, the locking member abuts against the abutting plane; or, the locking member includes an arc-shaped friction part, which is used to abut against the outer circumferential surface of the planetary gear shaft. Alternatively, the driving member can drive the locking member to move axially along the planetary gear shaft, wherein: either the end face of the planetary gear shaft or the locking member is provided with an insertion protrusion, and the other is provided with an insertion groove, and in the first state, the insertion protrusion is inserted into the insertion groove; or, the locking member includes a friction part for abutting against the end face of the planetary gear shaft.

9. A vehicle, characterized in that, include: The differential device as described in claim 6; A transmission, the transmission including an oil pump, the oil pump being connected to the first hydraulic chamber and the second hydraulic chamber respectively.

10. A vehicle, characterized in that, include: The differential device as described in any one of claims 1 to 8.

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