DIFFERENTIAL, DRIVETRAIN AND VEHICLE

Abstract

A differential is specified. The differential includes an integrated wheel-end decoupler (840) and differential lock (850). The wheel-end decoupler (840) and differential lock (850) are configured to implement coupling with a wheel end (100), decoupling from a wheel end (100), differential rotation with a wheel end (100), and synchronous rotation with a wheel end (100). A drivetrain is specified. The drivetrain includes a reduction gear (600). The reduction gear (600) includes the differential. Additionally, a vehicle is specified. The vehicle includes the drivetrain. The differential, the drivetrain, and the vehicle implement functions of coupling or decoupling with a wheel end and differential or synchronous rotation with a wheel end. Furthermore, the level of integration is high and the space requirement is small.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present disclosure is based on Chinese patent application No. 2023214967433, filed on June 12, 2023, and claims priority of that Chinese patent application, which is incorporated herein in its entirety by reference. TECHNICAL AREA

[0002] The present disclosure relates to the field of vehicle design technologies, in particular a differential, a powertrain and a vehicle. BACKGROUND

[0003] In a related technology, a vehicle's differential has only the function of implementing differential rotation with one wheel end and synchronous rotation with the other wheel end by disengaging or locking a differential lock. Therefore, the problem is that of a single function. SUMMARY

[0004] The present disclosure aims to solve at least one of the technical problems of existing technologies. Therefore, the present disclosure provides a differential, a drivetrain, and a vehicle to implement functions of coupling or decoupling with a wheel end and differential or synchronous rotation with the wheel end. Furthermore, the level of integration is high and the space requirement is small.

[0005] According to a first aspect, the present revelation provides a differential, comprising: a wheel end decoupler and a differential lock that are integrated; wherein the wheel end decoupler and the differential lock are configured to implement coupling with a wheel end, to implement decoupling from the wheel end, to implement differential rotation with the wheel end, and to implement synchronous rotation with the wheel end.

[0006] According to the differential provided in embodiments of the present disclosure, functions of coupling or decoupling with the wheel end and coupling or decoupling with a differential housing can be implemented, and the level of integration is high and the space requirement is small.

[0007] According to one embodiment of the present disclosure, the differential comprises: a differential gear, wherein the wheel end decoupler and the differential lock are arranged on two sides of the differential gear.

[0008] According to one embodiment of the present disclosure, the differential comprises: a differential gear wherein the wheel end decoupler and the differential lock are arranged on the same side of the differential gear.

[0009] According to one embodiment of the present disclosure, the differential comprises: a differential housing, wherein the differential housing comprises a first sub-housing and a second sub-housing; the wheel end decoupler is housed in the first sub-housing and the differential lock is housed in the second sub-housing.

[0010] According to one embodiment of the present disclosure, the differential housing is connected to the differential gear, and the differential comprises: a first half-shaft, wherein a first end of the wheel end decoupler is connected to the first half-shaft and a second end of the wheel end decoupler can be selectively connected to the differential gear; and a second half-shaft, wherein the second half-shaft is connected to the differential gear.

[0011] According to one embodiment of the present disclosure, the differential lock is configured to implement a connection between the second half-shaft and the differential housing, and to implement a separation between the second half-shaft and the differential housing.

[0012] According to one embodiment of the present disclosure, the differential gear comprises: a first half-shaft wheel and a second half-shaft wheel, wherein the second half-shaft wheel is connected to the second half-shaft and the wheel end decoupler can be selectively connected to the first half-shaft wheel.

[0013] According to one embodiment of the present disclosure, the wheel end decoupler comprises: a first engagement section, wherein the first engagement section is configured to be connected to the first half-wave; and a decoupling mechanism, wherein the decoupling mechanism is configured to drive the first engagement section and can be selectively connected to the first half-shaft wheel.

[0014] According to one embodiment of the present disclosure, the first engagement section is located in the differential housing and the decoupling mechanism is located on a first side of the differential housing.

[0015] According to one embodiment of the present disclosure, the decoupling mechanism comprises: a decoupling drive disk, wherein the decoupling drive disk has a first working surface and distances between different positions located on the first working surface and in the circumferential direction and the first half-shaft wheel are different; a push rod, wherein the push rod lies between the first working surface and the first engagement section; and a first actuator, wherein the first actuator is configured to switch a synchronization state between the first half-shaft wheel and the first engagement section.

[0016] According to one embodiment of the present disclosure, the decoupling drive disk is movably mounted on the differential housing, and the first actuator is an attraction device configured to attract the decoupling drive disk.

[0017] According to one embodiment of the present disclosure, the differential further comprises: a first restoring element, wherein the first restoring element is elastically connected between the first half-shaft wheel and the first engagement section.

[0018] According to one embodiment of the present disclosure, the differential lock comprises: a second engagement section, wherein the second engagement section is connected to the differential housing; and a locking mechanism, wherein the locking mechanism is configured to drive the second engagement section and can be selectively connected to the second half-shaft wheel.

[0019] According to one embodiment of the present disclosure, a main body part of the second engagement section is located in the differential housing, and the locking mechanism is located on a second side of the differential housing.

[0020] According to one embodiment of the present disclosure, the locking mechanism comprises: a differential lock drive disc, wherein the differential lock drive disc has a second working surface, wherein distances between different positions located on the second working surface and in the circumferential direction and the second half-shaft gear are different, wherein the second engagement section bears against the second working surface; and a second actuator, wherein the second actuator is configured to switch a synchronization state between the differential lock drive disc and the differential housing.

[0021] According to one embodiment of the present disclosure, the differential lock drive disc is movably mounted on the differential housing, and the second actuator is a pulling device configured to pull the differential lock drive disc.

[0022] According to one embodiment of the present disclosure, the second engagement section has a rod body, and the rod body projects through the differential housing and rests against the second working surface.

[0023] According to one embodiment of the present disclosure, the differential further comprises: a second restoring element, wherein the second restoring element is elastically connected between the second half-shaft wheel and the second engagement section.

[0024] According to a second aspect, the present disclosure provides a powertrain, the powertrain comprising: a reduction gear, wherein the reduction gear comprises the differential according to one of the preceding embodiments.

[0025] According to the drive train provided in this embodiment of the present disclosure, coupling or decoupling functions with a wheel end and coupling or decoupling with a differential housing can be implemented using the differential according to one of the preceding embodiments. Furthermore, the level of integration is high and the space requirement is small.

[0026] According to one embodiment of the present disclosure, the drive train comprises: a drive motor, wherein the drive motor is connected to the reduction gearbox; and a control unit, wherein the control unit is electrically connected to the drive motor and the reduction gear.

[0027] According to a third aspect, the present disclosure provides a vehicle, the vehicle comprising the following: the drive train according to one of the above embodiments.

[0028] According to the vehicle provided in this embodiment of the present disclosure, coupling or decoupling functions with a wheel end and coupling or decoupling with a differential housing can be implemented using the drivetrain according to one of the preceding embodiments. Furthermore, the level of integration is high and the space requirement is small.

[0029] Further aspects and advantages of the present disclosure are partly provided in the following descriptions and partly become apparent from the following descriptions or are understandable through the practical application of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The aforementioned and / or additional aspects and advantages of this disclosure will become clear and easily understandable from the following description of the embodiments in conjunction with the accompanying drawings. These show: Fig. 1 a first schematic structural diagram of a drive train according to an embodiment of the present disclosure; Fig. 2 a first schematic structure diagram of a differential according to an embodiment of the present disclosure; Fig. 3 a second schematic structure diagram of a differential according to an embodiment of the present disclosure; Fig. 4 a third schematic structure diagram of a differential according to an embodiment of the present disclosure; Fig. 5 a first schematic structure diagram of a differential in a normal mode according to an embodiment of the present disclosure; Fig. 6 a sectional view of Fig. 5 towards AA; Fig. 7 a first schematic structure diagram of a differential in an energy-saving mode according to an embodiment of the present disclosure; Fig. 8 a sectional view of Fig. 7 towards BB; Fig. 9 a first schematic structure diagram of a differential in a escape mode according to an embodiment of the present disclosure; Fig. 10 a sectional view of Fig. 9 towards CC; Fig. 11 a fourth schematic structure diagram of a differential according to an embodiment of the present disclosure and Fig. 12 a fifth schematic structure diagram of a differential according to an embodiment of the present disclosure. Reference symbol:

[0031] Wheel end 100, control unit 200, drive motor 300, first half-shaft 400, second half-shaft 500; Reduction gear 600, primary reduction drive gear 610, primary reduction output gear 620, secondary reduction drive gear 630, secondary reduction output gear 640; Differential 700, differential housing 710, first sub-housing 711, second sub-housing 712, planet gear 720, first half-shaft gear 730, second half-shaft gear 740, planet gear pin shaft 750, first bearing 760, decoupling half-shaft gear spacer 770, spiral pin 780, planet gear half-shaft 790, planet gear spacer 810, differential lock half-shaft gear spacer 820, second bearing 830; Wheel end decoupler 840, decoupling drive disc 841, first actuator 842, recess 843, first working surface 8431, first engagement section 844, decoupling spacer 845, push rod 846, first return element 847; Differential lock 850, second return element 851, second engagement section 852, rod body 853, differential lock drive disc 854, second actuator 855. DESCRIPTION OF EXECUTION FORMS

[0032] The following describes in detail embodiments of the present disclosure. Examples of the embodiments are shown in the accompanying drawings, where identical or similar reference numerals throughout denote identical or similar elements or elements with identical or similar functions. The embodiments described below with reference to the accompanying drawings are examples that serve only to illustrate this disclosure and cannot be understood as limiting it.

[0033] In the following, a differential, a drivetrain and a vehicle according to the embodiments of the present disclosure are described with reference to Fig. 1 to Fig. 12 described.

[0034] The embodiments of the present disclosure provide for a differential 700. As in Fig. 1 to Fig. As shown in Figure 10, the differential 700 includes a wheel end decoupler 840 and a differential lock 850, which are integrated.

[0035] The wheel end decoupler 840 and the differential lock 850 are designed to implement coupling with a wheel end 100, decoupling from the wheel end 100, differential rotation with the wheel end 100, and synchronous rotation with the wheel end 100.

[0036] As in Fig. 1 to Fig. As shown in Figure 10, the differential 700 can further comprise a differential gear, a first bearing 760, a decoupling spacer 845, a decoupling half-shaft gear spacer 770, a spiral pin 780, a planet gear half-shaft 790, a planet gear spacer 810, a planet gear 720, a differential lock half-shaft gear spacer 820, a planet gear pin shaft 750, a first half-shaft 400, a second half-shaft 500, and a second bearing 830. The differential gear can comprise a first half-shaft gear 730 and a second half-shaft gear 740.

[0037] As in Fig. 1 to Fig. As shown in Figure 10, four planet gears are arranged in pairs opposite each other, and two adjacent planet gears mesh with each other. The first half-shaft gear 730 and the second half-shaft gear 740 are arranged opposite each other, and each of the first half-shaft gear 730 and the second half-shaft gear 740 meshes with each of the four planet gears.

[0038] As in Fig. 1 to Fig. As shown in Figure 10, a differential housing 710 is connected to the differential gear. The differential housing 710 can comprise a first sub-housing 711 and a second sub-housing 712. The first half-shaft gear 730 is mounted within the first sub-housing 711, and the second half-shaft gear 740 is mounted within the second sub-housing 712. The first sub-housing 711 and the second sub-housing 712 can be connected as a whole using a screw or in some other way.

[0039] As in Fig. 1 to Fig. As shown in Figure 10, a first end of the wheel end decoupler 840 is connected to the first half-shaft 400, and a second end of the wheel end decoupler 840 can be selectively connected to the differential gear. For example, the wheel end decoupler 840 can be selectively connected to the first half-shaft gear 730, and the first half-shaft 400 is connected to the wheel end 100.

[0040] The differential lock 850 is configured to implement a connection between the second half-shaft 500 and the differential housing 710, and is also configured to implement a disconnection between the second half-shaft 500 and the differential housing 710. The differential lock 850 is connected to the differential housing 710 and can be selectively connected to the second half-shaft 500. One end of the differential lock 850 can be connected to the second sub-housing 712, and the other end of the differential lock 850 can be selectively connected to the second half-shaft 500. The second half-shaft 500 is connected to the differential gear. For example, the second half-shaft gear 740 is connected to the second half-shaft 500. The second half-shaft gear 740 is configured to be connected to the differential housing 710 and is connected to the second half-shaft 500 by means of a splined connection.The second half-shaft 500 is connected to the wheel end 100.

[0041] In an actual implementation process, the first half-shaft 400 is connected to the first half-shaft wheel 730 when the wheel end decoupler 840 decides to connect to the first half-shaft wheel 730. In this case, the force generated by the first half-shaft wheel 730 can be transmitted via the first half-shaft 400 to the wheel end 100 connected to the first half-shaft 400.

[0042] If the wheel end decoupler 840 decides not to be connected to the first half-shaft wheel 730, the force generated by the first half-shaft wheel 730 cannot be transmitted via the first half-shaft 400 to the wheel end 100 connected to the first half-shaft 400. In this case, the wheel end 100 connected to the first half-shaft 400 receives no power input.

[0043] When the differential lock 850 decides to be connected to the second half-shaft 500, the second half-shaft wheel 740 is connected to the differential housing 710, and the rotational speed of the second half-shaft wheel 740 corresponds to the rotational speed of the differential housing 710.

[0044] If the differential lock 850 decides not to be connected to the second half-shaft 500, the rotational speed of the second half-shaft 500 differs from that of the differential housing 710.

[0045] According to the differential 700 provided in this embodiment of the present disclosure, functions of coupling or decoupling with the wheel end 100 and differential rotation or synchronous rotation with the wheel end 100 can be implemented. Furthermore, the level of integration is high and the space requirement is small.

[0046] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the wheel end decoupler 840 and the differential lock 850 are arranged on two sides of the differential gear.

[0047] As in Fig. 1 to Fig. As shown in Figure 10, the wheel end decoupler 840 and the differential lock 850 are each arranged on two sides of the planet gear half shaft 790 of the differential 700.

[0048] Two planet gear half-shafts 790 are connected to each other in a direction perpendicular to an axis of the first half-shaft gear 730. The first half-shaft gear 730 and the second half-shaft gear 740 are each arranged axially on two sides of the planet gear half-shaft 790.

[0049] One end of the first half-shaft 400 is configured to be connected to the gear end 100, and a second end of the first half-shaft 400 is selectively connected to the first half-shaft gear 730 using the gear end decoupler 840. In other words, the gear end decoupler 840 is located on one side of the planetary gear half-shaft 790. The differential lock 850 is attached to one end belonging to the second sub-housing 712, which is located on the second half-shaft gear 740. In other words, the differential lock 850 is located on the other side of the planetary gear half-shaft 790.

[0050] The wheel end decoupler 840 and the differential lock 850 are each arranged on two sides of the differential gear of the differential 700, so that the wheel end decoupler 840 and the differential lock 850 can separately perform the locking or unlocking of the first half-shaft wheel 730 with the first half-shaft 400 and the second half-shaft 500 with the differential housing 710, thereby fully utilizing the interior space of the differential 700 and maintaining the overall balance of the differential 700.

[0051] In some embodiments, the wheel end decoupler 840 and the differential lock 850 are arranged on the same side of the differential gear.

[0052] The wheel end decoupler 840 and the differential lock 850 can be arranged on a left side of the differential gear, and the wheel end decoupler 840 and the differential lock 850 can alternatively be arranged on a right side of the differential gear.

[0053] The wheel end decoupler 840 and the differential lock 850 are located on the same side of the differential gear, so that the interior space of one side of the differential 700 can be fully utilized, resulting in a simple design and a relatively small space requirement.

[0054] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the wheel end decoupler 840 comprises a first engagement section 844 and a decoupling mechanism.

[0055] As in Fig. 1 to Fig. As shown in Figure 10, the first engagement section 844 is configured to be connected to the first half-shaft 400, and the decoupling mechanism is configured to drive the first engagement section 844 and can be selectively connected to the first half-shaft wheel 730.

[0056] As in Fig. 1 to Fig. As shown in Figure 10, the first engagement section 844 can be engaged with or disengaged from the first half-shaft gear 730 using a meshing tooth, a synchronizer, a splined connection, or a multi-plate clutch. For example, a plurality of first engagement teeth are arranged circumferentially at intervals on an end face belonging to the first engagement section 844 and located near the first half-shaft gear 730, and a plurality of second engagement teeth are arranged circumferentially at intervals on an end face belonging to the first half-shaft gear 730 and located near the first engagement section 844. When the disengagement mechanism drives the first engagement section 844 to engage with the first half-shaft gear 730, each of the first engagement teeth is inserted into a gap between two corresponding second engagement teeth.In other words, each of the first engagement teeth and each of the second engagement teeth are arranged alternately to establish the connection between the first engagement section 844 and the first half-shaft gear 730.

[0057] In an actual execution process, if the first engagement section 844 is not connected to the first half-shaft wheel 730, a certain gap exists between the first engagement section 844 and the first half-shaft wheel 730. If the first engagement section 844 needs to be connected to the first half-shaft wheel 730, the decoupling mechanism drives the first engagement section 844 to move towards the first half-shaft wheel 730 until the first engagement section 844 is connected to the first half-shaft wheel 730.

[0058] The arrangement of the first engagement section 844 and the decoupling mechanism results in a suitable structural layout and a clear functional zoning, which allows for a small size and low weight of the overall structure and thus saves further space for the arrangement of the decoupling mechanism and the first engagement section 844 in the differential 700.

[0059] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the wheel end decoupler 840 is housed in the first sub-housing 711.

[0060] As in Fig. 1 to Fig. As shown in Figure 10, the first engagement section 844 is located in the differential housing 710, and the decoupling mechanism is located on a first side of the differential housing 710.

[0061] The first partial housing 711 is located outside the first half-shaft gear 730 and at one end belonging to the first half-shaft 400, which is situated near the first half-shaft gear 730. The first engagement section 844 is connected to the end belonging to the first half-shaft 400, which is situated near the first half-shaft gear 730. In other words, the first engagement section 844 is located between the first half-shaft gear 730 and the first half-shaft 400, and the first engagement section 844 is also located within the first partial housing 711.

[0062] As in Fig. 1 to Fig. As shown in Figure 10, part of the decoupling mechanism is located outside a first side of the first sub-housing 711, and the other part of the decoupling mechanism passes through the first sub-housing 711 and is connected to the first engagement section 844 inside the first sub-housing 711.

[0063] The first engagement section 844 is installed in the differential housing 710, so that the interior of the differential 700 can be fully utilized, thereby further improving the level of integration between the wheel end decoupler 840 and the differential 700 and reducing the space occupied by the wheel end decoupler 840 inside the vehicle.

[0064] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 11, the decoupling mechanism comprises a decoupling drive disk 841, a push rod 846 and a first actuator 842. The decoupling drive disk 841 has a first working surface 8431, and distances between different positions located on the first working surface 8431 and in the circumferential direction, and the first half-shaft wheel 730 are different.

[0065] As in Fig. 1 to Fig. As shown in Figure 11, the first engagement section 844, the push rod 846, the decoupling drive disk 841, and the first actuator 842 are arranged sequentially in the axial direction towards the wheel end 100. The first partial housing 711 is located outside the first engagement section 844 and is provided with a plurality of guide bores in the circumferential direction. A plurality of push rods 846 are provided, and these push rods are mounted in a one-to-one correspondence within the plurality of guide bores. The push rods 846 are located between the first working surface 8431 and the first engagement section 844, and they are free to move axially relative to the guide bores.

[0066] As in Fig. 1 to Fig. As shown in Figure 11, the decoupling drive disk 841 is mounted outside the first side of the first partial housing 711. An end face belonging to the decoupling drive disk 841, located near the push rods 846, is provided with a plurality of first recesses 843 that are recessed axially inwards. A bottom surface of each of the first recesses 843 can be an inclined plane, i.e., the bottom surface of the first recess 843 is the first working surface 8431. The distances between the first half-shaft gear 730 and different positions on the bottom surface of the first recess 843 are different. The plurality of push rods 846 each abut the plurality of first recesses 843 in a one-to-one correspondence.A first end of each of the pushrods 846 rests against an end surface belonging to the first engagement section 844 and located away from the first half-shaft wheel 730, and a second end of the pushrod 846 rests against the bottom surface of the first recess 843.

[0067] As in Fig. 1 to Fig. As shown in Figure 11, the first actuator 842 is mounted outside the first side of the first sub-housing 711. The differential housing 710 rotates relative to the first actuator 842, and the first actuator 842 is configured to switch a synchronization state between the first half-shaft gear 730 and the first engagement section 844.

[0068] In an actual operation, when the first engagement section 844 is not connected to the first half-shaft gear 730, an end belonging to the push rod 846, which rests against the first working surface 8431, is in a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively large. In this case, the decoupling drive disk 841 and the first partial housing 711 are in a synchronized state. In other words, the first half-shaft gear 730 and the first engagement section 844 are in a synchronized state.

[0069] When the first engagement section 844 needs to be connected to the first half-shaft gear 730, the first actuator 842 switches a state between the first half-shaft gear 730 and the first engagement section 844 to a non-synchronized state. Since the differential housing 710 rotates about an axis driven by the vehicle's force, the decoupling drive disk 841 and the differential housing 710 rotate relative to each other. During one rotation, the differential housing 710 drives the pushrod 846 to move from a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively large to a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively small.More precisely, the pushrod 846 moves axially relative to the guide bore towards the first half-shaft gear 730 under the action of the first working surface 8431, and the first engagement section 844 moves towards the first half-shaft gear 730 under the action of the pushrod 846 until the first engagement section 844 is connected to the first half-shaft gear 730. When the first engagement section 844 is connected to the first half-shaft gear 730, the pushrod 846 rests against a side wall surface of the first recess 843. As the differential housing 710 continues to rotate, a contact force between the pushrod 846 and the side wall surface of the first recess 843 gradually increases until the contact force is greater than a contact force between the first actuator 842 and the decoupling drive disk 841.In this case, the decoupling drive disc 841 rotates under the impulse force of the push rod 846 with the differential housing 710, and there is no relative movement between the push rod 846 and the decoupling drive disc 841 in the circumferential direction. In other words, the push rod 846 is always in the position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively small.

[0070] With the configuration of the decoupling drive disc 841, the push rod 846, and the first actuator 842 described above, the first actuator 842 can be used to switch a synchronization state between the decoupling drive disc 841 and the differential housing 710. This enables a connection between the first engagement section 844 and the first half-shaft gear 730 using the push rod 846, without adding a separate drive source. This saves interior space in the vehicle and further improves the integration level of the differential. Furthermore, the decoupling mechanism has a simple design, which facilitates manufacturing.

[0071] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the decoupling drive disk 841 is movably mounted on the differential housing 710, and the first actuator 842 is a attracting device designed to attract the decoupling drive disk 841.

[0072] The first actuator 842 can be an electromagnet, and the decoupling drive disk 841 can be an element made of a metallic material.

[0073] In an actual operating process, when the first actuator 842 is not engaged, a certain gap exists between the first actuator 842 and the decoupling drive disc 841. A suitable value for the size of the gap can be selected based on different vehicle models. The first engagement section 844 and the first half-shaft gear 730 are in a disengaged state. The decoupling drive disc 841 rotates with the differential housing 710, and there is no relative movement between the decoupling drive disc 841 and the pushrod 846 in the circumferential direction.

[0074] When the first actuator 842 is switched on, the first actuator 842 attracts the decoupling drive disk 841. In this case, the frictional force between the decoupling drive disk 841 and the differential housing 710 is less than the attractive force between the decoupling drive disk 841 and the first actuator 842. Therefore, the first actuator 842 locks the decoupling drive disk 841, and the differential housing 710 rotates relative to the decoupling drive disk 841. As the differential housing 710 rotates the pushrod 846 into the position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively small, the pushrod 846 abuts the side wall surface of the first recess 843. The differential housing 710 continues to rotate, and the impact force between the pushrod 846 and the first recess 843 gradually increases.If the contact force between the push rod 846 and the first recess 843 is greater than the attractive force between the decoupling drive disk 841 and the first actuator 842, the push rod 846 forces the decoupling drive disk 841 into rotation, and the decoupling drive disk 841 is separated from the first actuator 842. The push rod 846 is always located in the position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively small.

[0075] It should be noted that the connection or disconnection between the wheel end decoupler 840 and the first half-shaft wheel 730 can alternatively be implemented by motor control or hydraulic control.

[0076] The decoupling drive disc 841 is movably mounted on the differential housing 710, allowing it to rotate with the differential housing 710 when the first engagement section 844 and the first half-shaft gear 730 are in a disengaged state. This avoids a problem caused by the connection between the first engagement section 844 and the first half-shaft gear 730 due to relative rotation between the decoupling drive disc 841 and the differential housing 710, which occurs when no connection is required.

[0077] The first actuator 842 is arranged as an attraction device which helps the first actuator 842 to switch a synchronization state between the decoupling drive disk 841 and the differential housing 710, and the construction of the attraction device is simple.

[0078] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the differential 700 further comprises a first restoring element 847. The first restoring element 847 is elastically connected between the first half-shaft gear 730 and the first engagement section 844.

[0079] As in Fig. 1 to Fig. As shown in Figure 10, the first restoring element 847 can be a wave spring, and one end of the first restoring element 847 is connected to the end face belonging to the first half-shaft wheel 730, which is located near the first engagement section 844.

[0080] In an actual operating process, when the first half-shaft gear 730 and the first engagement section 844 are in a connected state, the first return element 847 is located between the first half-shaft gear 730 and the first engagement section 844 and is in a compressed state. When the first half-shaft gear 730 needs to be disconnected from the first engagement section 844, the power supply to the first actuator 842 is interrupted. In this case, the first actuator 842 cannot engage and lock the decoupling drive disk 841, and the decoupling drive disk 841 rotates with the differential housing 710. The pushrod 846 moves axially towards the decoupling drive disk 841 under an elastic restoring force of the first return element 847 and moves gradually until it reaches its lowest position in the first recess 843.

[0081] By arranging the first reset element 847, the push rod 846 can be reset when a state between the first half-shaft wheel 730 and the first engagement section 844 is switched from a connected state to a separated state, so that the first half-shaft wheel 730 can be completely separated from the first engagement section 844.

[0082] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the differential lock 850 comprises a second engagement section 852 and a locking mechanism.

[0083] As in Fig. 1 to Fig. As shown in Figure 10, the second engagement section 852 is configured to be connected to the differential housing 710, and the locking mechanism is configured to drive the second engagement section 852 and can be selectively connected to the second half-shaft gear 740.

[0084] As in Fig. 1 to Fig. As shown in Figure 10, the second engagement section 852 can be engaged with or disengaged from the second half-shaft gear 740 using a meshing tooth, a synchronizer, a splined connection, or a multi-plate clutch. For example, a plurality of third-gear meshing teeth are arranged circumferentially at intervals on an end face belonging to the second engagement section 852 and located near the second half-shaft gear 740, and a plurality of fourth-gear meshing teeth are arranged circumferentially at intervals on an end face belonging to the second half-shaft gear 740 and located near the second engagement section 852. When the locking mechanism drives the second engagement section 852 to engage with the second half-shaft gear 740, each of the third-gear meshing teeth is inserted into a gap between two corresponding fourth-gear meshing teeth.In other words, the third engagement teeth and the fourth engagement teeth are arranged alternately to establish the connection between the second engagement section 852 and the second half-shaft gear 740.

[0085] In an actual execution process, if the second engagement section 852 is not connected to the second half-shaft wheel 740, a certain gap exists between the second engagement section 852 and the second half-shaft wheel 740. If the second engagement section 852 needs to be connected to the second half-shaft wheel 740, the locking mechanism drives the second engagement section 852 to move towards the second half-shaft wheel 740 until the second engagement section 852 is connected to the second half-shaft wheel 740.

[0086] The arrangement of the second engagement section 852 and the locking mechanism results in a suitable structural layout and a clear functional zoning, which allows for a small size and low weight of the overall structure and thus saves further space for the arrangement of the locking mechanism and the second engagement section 852 in the differential 700.

[0087] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the differential lock 850 is housed in the second sub-housing 712.

[0088] As in Fig. 1 to Fig. As shown in Figure 10, a main body part of the second engagement section 852 is located in the differential housing 710, and the locking mechanism is located on a second side of the differential housing 710.

[0089] The second sub-housing 712 is located outside the second half-shaft gear 740 and at one end belonging to the second half-shaft 500, which is located near the second half-shaft gear 740, and the main body part of the second engagement section 852 is located between the second half-shaft gear 740 and the second half-shaft 500. In other words, the second engagement section 852 is also located inside the second sub-housing 712.

[0090] As in Fig. 1 to Fig. As shown in Figure 10, the locking mechanism is located outside a second side of the second sub-housing 712, and a non-main body part of the second engagement section 852 passes through the second sub-housing 712 and is connected to the locking mechanism.

[0091] The second engagement section 852 is installed in the differential housing 710, so that the interior of the differential 700 can be fully utilized, thereby further improving the level of integration between the differential lock 850 and the differential 700 and reducing the space occupied by the differential lock 850 inside the vehicle.

[0092] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the locking mechanism comprises a differential lock drive disc 854 and a second actuator 855. The differential lock drive disc 854 has a second working surface, and the distances between different positions located on the second working surface and the second half-shaft gear 740 are different. The second engagement section 852 bears against the second working surface.

[0093] The second engagement section 852, the differential lock drive disc 854, and the second actuator 855 are arranged sequentially in the axial direction towards the wheel end 100. The second sub-housing 712 is located outside the main body part of the second engagement section 852.

[0094] As in Fig. 1 to Fig. As shown in Figure 10, the differential lock drive disc 854 is mounted outside the second side of the second sub-housing 712. An end face belonging to the differential lock drive disc 854, located close to the second engagement section 852, is provided with a plurality of second recesses 843 that are axially recessed inwards. A bottom surface of each of the second recesses 843 can be an inclined plane, i.e., the bottom surface of the second recess 843 is the second working surface. The distances between the second half-shaft gear 740 and different positions on the bottom surface of the second recess 843 are different. The second engagement section 852 abuts the plurality of second recesses 843 in a one-to-one correspondence.

[0095] As in Fig. 1 to Fig. As shown in Figure 10, the second actuator 855 is mounted outside the second side of the second sub-housing 712. The differential housing 710 rotates relative to the second actuator 855, and the second actuator 855 is configured to switch a synchronization state between the differential lock drive disc 854 and the differential housing 710.

[0096] In an actual operation, when the second engagement section 852 is not connected to the second half-shaft gear 740, one end of the second engagement section 852, which rests against the second working surface, is in a position where the distance between the second working surface and the second half-shaft gear 740 is relatively large. In this case, the differential lock drive disc 854 and the second sub-housing 712 are in a synchronized state.

[0097] When the second engagement section 852 needs to be connected to the second half-shaft gear 740, the second actuator 855 switches the differential lock drive disc 854 and the second sub-housing 712 to a non-synchronized state. Since the differential housing 710 rotates about an axis driven by the vehicle's power, the differential lock drive disc 854 and the differential housing 710 rotate relative to each other. In one rotation, the differential housing 710 drives the second engagement section 852 to move from a position where the distance between the second working surface and the second half-shaft gear 740 is relatively large to a position where the distance between the second working surface and the second half-shaft gear 740 is relatively small.More precisely, the second engagement section 852 moves axially towards the second half-shaft gear 740 under the influence of the second working surface until it is engaged with the gear. When the second engagement section 852 is engaged with the gear, an end belonging to the second engagement section 852 and bearing against the second working surface abuts a side wall surface of the second recess 843. As the differential housing 710 continues to rotate, the contact force between the second engagement section 852 and the side wall surface of the recess 843 gradually increases until it exceeds the engagement force between the second actuator 855 and the differential lock drive disc 854.In this case, the differential lock drive disc 854 rotates with the differential housing 710 under the impulse force of the second engagement section 852, and there is no relative movement between the second engagement section 852 and the differential lock drive disc 854 in the circumferential direction. In other words, the second engagement section 852 is always in the position where the distance between the second working surface and the second half-shaft gear 740 is relatively small.

[0098] With the configuration of the differential lock drive disc 854 and the second actuator 855 described above, the second actuator 855 can be used to switch a synchronization state between the differential lock drive disc 854 and the differential housing 710. This enables a connection between the second engagement section 852 and the second half-shaft gear 740 without adding a separate drive source, thereby saving interior space in the vehicle and further improving the integration level of the differential 700. Furthermore, the design of the locking mechanism is simple, which facilitates manufacturing.

[0099] In some embodiments, such as in Fig. As shown in Figure 12, the second engagement section 852 has a rod body 853. The rod body 853 projects through the differential housing 710 and rests against the second working surface.

[0100] As in Fig. 1 to Fig. 10 and Fig. As shown in Figure 12, a plurality of mounting holes are arranged circumferentially at intervals on the second side of the second partial housing 712. A plurality of rod bodies 853 are arranged circumferentially at intervals at one end belonging to the second engagement section 852 and located near the differential lock drive disc 854. One end of each rod body 853 is located within the differential housing 710, and the other end passes through each of the mounting holes and rests against the differential lock drive disc 854.

[0101] The arrangement of the rod bodies 853 supports the movement of the second engagement section 852 in the circumferential direction in the second recess 843.

[0102] In some embodiments, such as in Fig. 1 to Fig. As shown in Figure 10, the differential lock drive disc 854 forms a transition fit with the differential housing 710, and the second actuator 855 is a tightening device designed to tighten the differential lock drive disc 854.

[0103] As in Fig. 1 to Fig. As shown in Figure 10, an inner wall surface of the differential lock drive disc 854 forms a transition fit with an outer circumferential surface of the second sub-housing 712. The second actuator 855 can be an electromagnet, and the differential lock drive disc 854 can be an element made of a metallic material.

[0104] In an actual operating process, when the second actuator 855 is not engaged, a certain gap exists between the second actuator 855 and the differential lock drive disc 854. A suitable value for the size of the gap can be selected based on different vehicle models. The second engagement section 852 and the second half-shaft gear 740 are in a disengaged state. The differential lock drive disc 854 rotates with the differential housing 710, and there is no relative movement between the differential lock drive disc 854 and the rod body 853 in the circumferential direction.

[0105] When the second actuator 855 is switched on, the second actuator 855 pulls the differential lock drive disc 854. In this case, the frictional force between the differential lock drive disc 854 and the differential housing 710 is less than the attractive force between the differential lock drive disc 854 and the second actuator 855. Therefore, the second actuator 855 locks the differential lock drive disc 854, and the differential housing 710 rotates relative to the differential lock drive disc 854. As the differential housing 710 rotates the rod body 853 into the position where the distance between the second working surface and the second half-shaft gear 740 is relatively small, the rod body 853 abuts the side wall surface of the second recess 843. The differential housing 710 continues to rotate, and the impact force between the rod body 853 and the second recess 843 gradually increases.If the impact force between the rod body 853 and the second recess 843 is greater than the attractive force between the differential lock drive disc 854 and the second actuator 855, the rod body 853 forces the differential lock drive disc 854 into rotation, and the differential lock drive disc 854 is disengaged from the second actuator 855. The rod body 853 is always located in the position where the distance between the second working surface and the second half-shaft gear 740 is relatively small.

[0106] It should be noted that the connection or disconnection between the differential lock 850 and the second half-shaft gear 740 can alternatively be implemented by engine control or hydraulic control.

[0107] The differential lock drive disc 854 forms a transition fit with the differential housing 710, allowing the differential lock drive disc 854 to rotate with the differential housing 710 when the second engagement section 852 and the second half-shaft gear 740 are in a disengaged state. This avoids a problem caused by the connection between the second engagement section 852 and the second half-shaft gear 740 due to relative rotation between the differential lock drive disc 854 and the differential housing 710, which occurs when no connection is required.

[0108] The second actuator 855 is arranged as an attraction device which helps the second actuator 855 to switch a synchronization state between the differential lock drive disc 854 and the differential housing 710, and the construction of the attraction device is simple.

[0109] In some embodiments, such as in Fig. 1 to Fig. Figure 10 shows a second restoring element 851. The second restoring element 851 is elastically connected between the second half-shaft gear 740 and the second engagement section 852.

[0110] The second restoring element 851 can be a wave spring, and one end of the second restoring element 851 is connected to the end face belonging to the second half-shaft wheel 740 and located near the second engagement section 852.

[0111] In an actual operating process, when the second half-shaft gear 740 and the second engagement section 852 are in a connected state, the second return element 851 is located between the second half-shaft gear 740 and the second engagement section 852 and is in a compressed state. When the second half-shaft gear 740 needs to be disconnected from the second engagement section 852, the power supply to the second actuator 855 is interrupted. In this case, the second actuator 855 cannot engage and lock the differential lock drive disc 854, and the differential lock drive disc 854 rotates with the differential housing 710. The rod body 853 moves axially towards the differential lock drive disc 854 under an elastic restoring force of the second return element 851 and moves gradually until it reaches its lowest position in the second recess 843.

[0112] By arranging the second reset element 851, the second engagement section 852 can be reset when a state between the second half-shaft wheel 740 and the second engagement section 852 is switched from a connected state to a separated state, so that the second half-shaft wheel 740 can be completely separated from the second engagement section 852.

[0113] One embodiment of the present disclosure further provides a drive train.

[0114] As in Fig. As shown in Figure 1, the drive train comprises a reduction gear 600, and the reduction gear 600 comprises the differential 700 according to one of the preceding embodiments.

[0115] According to the drive train provided in this embodiment of the present disclosure, functions of coupling or decoupling with a wheel end 100 and synchronous or differential rotation with the wheel end 100 using the differential 700 can be implemented according to one of the preceding embodiments. Furthermore, the level of integration is high and the space requirement is small.

[0116] In some embodiments, the drive train further comprises a drive motor 300 and a control unit. The drive motor 300 is connected to the reduction gear 600, and the control unit is electrically connected to the drive motor 300 and the reduction gear 600.

[0117] As in Fig. As shown in Figure 1, an input end of the reduction gear 600 is connected to an output end of the drive motor 300, and the differential housing 710 of the differential 700 is connected to an output end of the reduction gear 600. The first half-shaft 400 is connected to the wheel end decoupler 840 of the differential 700, and the second half-shaft 500 is connected to the second half-shaft gear 740 of the differential 700.

[0118] The control unit 200 is electrically connected to each of the wheel end 100, the drive motor 300, the differential lock 850 and the wheel end decoupler 840.

[0119] As in Fig. As shown in Figure 1, the reduction gear 600 can be a single-stage reduction gear 600, a two-stage reduction gear 600, a parallel-shaft reduction gear 600, a planetary gear reduction gear 600, or a reduction gear 600 of another type. The reduction gear 600 can comprise a primary reduction input gear 610, a primary reduction output gear 620, a secondary reduction input gear 630, and a secondary reduction output gear 640.

[0120] One embodiment of the present disclosure further provides for a vehicle.

[0121] As in Fig. As shown in Figure 1, the vehicle comprises the powertrain according to one of the foregoing embodiments.

[0122] The vehicle can have at least one of the following driving modes:

[0123] First, as in Fig. 5 and Fig. As shown in Figure 6, in a normal mode the wheel end decoupler 840 is connected and the differential lock 850 is disconnected.

[0124] After being switched on, the first actuator 842 attracts and locks the decoupling drive disk 841, and the decoupling drive disk 841 rotates relative to the differential housing 710, causing the push rod 846 to undergo an axial displacement and slide from a deeper position in the first recess 843 on the decoupling drive disk 841 to a shallower position in the first recess 843. The push rod 846 presses the first engagement section 844 into contact with the first half-shaft gear 730. In this case, the first return element 847 is in a compressed state, and the gear end decoupler 840 is engaged.

[0125] When the second actuator 855 is not engaged, the differential lock drive disc 854 can rotate with the differential housing 710, and the second half-shaft gear 740 and the second engagement section 852 are in a disengaged state under the action of the second return element 851. Therefore, the second half-shaft gear 740 is not rigidly connected to the differential housing 710. In this case, the differential lock 850 is in a disengaged state, and the differential 700 can normally perform a straight-ahead driving function or a differential function during cornering.

[0126] As in Fig. 7 and Fig. Figure 8 shows that in an energy-saving mode the wheel end decoupler 840 and the differential lock 850 are disconnected.

[0127] When the first actuator 842 is not engaged, the decoupling drive disk 841 rotates with the differential housing 710, and the first half-shaft gear 730 and the first engagement section 844 are in a disengaged state under the action of the first return element 847. In this case, the wheel end decoupler 840 is disengaged.

[0128] The differential lock 850 is in a disengaged state, and the differential 700 can normally perform a differential function.

[0129] Thirdly, as in Fig. 9 and Fig. As shown in Figure 10, the wheel end decoupler 840 is connected in an escape mode, and the differential lock 850 is locked.

[0130] The wheel end decoupler 840 receives a signal, the first engagement section 844 is connected to the first half-shaft wheel 730, and the first half-shaft 400 can normally output a torque to the wheel end 100. In this case, the design principle corresponds to the principle in normal mode.

[0131] The differential lock 850 receives a signal. After activation, the second actuator 855 attracts and locks the differential lock drive disc 854, and the differential lock drive disc 854 rotates relative to the differential housing 710. In this case, the rod body structure 853 of the second engagement section 852 slides from a deeper position in the second recess 843 on the differential lock drive disc 854 to a shallower position in the second recess 843, so that the rod body 853 undergoes an axial displacement and engages with the second half-shaft gear 740. Additionally, the second return element 851 is compressed. Since the second engagement section 852 is always located in the mounting bore of the differential housing 710 during sliding, and thus always connected to the differential housing 710, the second half-shaft gear 740 and the differential housing 710 are locked together.

[0132] In this state, the vehicle loses its differential function. The wheel ends 100 at both ends are rigidly connected to each other, and the wheel ends 100 at both ends rotate at the same speed.

[0133] According to the vehicle provided in this embodiment of the present disclosure, coupling or decoupling functions with the wheel end 100 and synchronous or differential rotation with the wheel end 100 can be implemented using the drive train according to one of the preceding embodiments. Furthermore, the level of integration is high and the space requirement is small.

[0134] One embodiment of the present disclosure further provides a differential, wherein the differential comprises an integrated wheel-end decoupler and a differential lock. The wheel-end decoupler and the differential lock are configured to implement coupling with a wheel end, decoupling from the wheel end, differential rotation with the wheel end, and synchronous rotation with the wheel end.

[0135] In some embodiments, the differential includes a differential gear. The wheel end decoupler and the differential lock are arranged on two sides of the differential gear.

[0136] In some embodiments, the differential includes the differential gear. The wheel end decoupler and the differential lock are located on the same side of the differential gear.

[0137] In some embodiments, the differential comprises a differential housing. The differential housing comprises a first sub-housing and a second sub-housing. The wheel-end decoupler is housed in the first sub-housing, and the differential lock is housed in the second sub-housing.

[0138] In some embodiments, the differential comprises a first half-shaft and a second half-shaft. The differential housing is connected to the differential gear. A first end of the wheel end decoupler is connected to the first half-shaft, and a second end of the wheel end decoupler can be selectively connected to the differential gear. The second half-shaft is connected to the differential gear.

[0139] In some embodiments, the differential lock is configured to implement a connection between the second half-shaft and the differential housing, and is configured to implement a separation between the second half-shaft and the differential housing.

[0140] In some embodiments, the differential gear comprises a first half-shaft gear and a second half-shaft gear. The second half-shaft gear is connected to the second half-shaft, and the gear end decoupler can be selectively connected to the first half-shaft gear.

[0141] In some embodiments, the wheel end decoupler comprises a first engagement section and a decoupling mechanism. The first engagement section is configured to be connected to the first half-shaft. The decoupling mechanism is configured to drive the first engagement section and can be selectively connected to the first half-shaft wheel.

[0142] In some embodiments, the first engagement section is located in the differential housing and the decoupling mechanism is located on a first side of the differential housing.

[0143] In some embodiments, the decoupling mechanism comprises a decoupling drive disk, a push rod, and a first actuator. The decoupling drive disk has a first working surface, and the distances between different positions on the first working surface, located circumferentially, and the first half-shaft gear are different. The push rod is located between the first working surface and the first engagement section. The first actuator is configured to switch a synchronization state between the first half-shaft gear and the first engagement section.

[0144] In some embodiments, the decoupling drive disc is movably mounted on the differential housing, and the first actuator is an attraction device designed to attract the decoupling drive disc.

[0145] In some embodiments, the differential further comprises a first return element. The first return element is elastically connected between the first half-shaft gear and the first engagement section.

[0146] In some embodiments, the differential lock comprises a second engagement section and a locking mechanism. The second engagement section is connected to the differential housing. The locking mechanism is configured to drive the second engagement section and can be selectively connected to the second half-shaft gear.

[0147] In some embodiments, a main body part of the second engagement section is located in the differential housing, and the locking mechanism is located on a second side of the differential housing.

[0148] In some embodiments, the locking mechanism comprises a differential lock drive disc and a second actuator. The differential lock drive disc has a second working surface, and the distances between different positions on the second working surface, located circumferentially, and the second half-shaft gear are different. The second engagement section rests against the second working surface. The second actuator is configured to switch a synchronization state between the differential lock drive disc and the differential housing.

[0149] In some embodiments, the differential lock drive disc is movably mounted on the differential housing, and the second actuator is a attracting device designed to attract the differential lock drive disc.

[0150] In some embodiments, the second engagement section has a rod body. The rod body projects through the differential housing and rests against the second working surface.

[0151] In some embodiments, the differential further comprises a second return element. The second return element is elastically connected between the second half-shaft gear and the second engagement section.

[0152] One embodiment of the present disclosure further provides a drive train. The drive train comprises a reduction gear, and the reduction gear comprises the differential according to one of the preceding embodiments.

[0153] In some embodiments, the drive train further comprises a drive motor and a control unit. The drive motor is connected to the reduction gear, and the control unit is electrically connected to the drive motor and the reduction gear.

[0154] One embodiment of the present disclosure further provides for a vehicle, and the vehicle comprises the powertrain according to one of the foregoing embodiments.

[0155] The terms “first(s)”, “second(s)”, and the like in the description and claims of this disclosure are used to distinguish between similar objects and are not used to describe a particular sequence or order. It is understood that data used in this way are interchangeable in a suitable case, so that embodiments of this disclosure may be implemented in a different sequence than that shown or described herein. Furthermore, objects distinguished by “first(s)”, “second(s)”, and the like are generally of the same type, and the number of objects is not limited. For example, there may be one or more first objects. In addition, in the description and claims, “and / or” represents at least one of the related objects, and the sign “ / ” generally represents an “or” relationship between related objects.

[0156] In describing this disclosure, it should be noted that the terms "top," "bottom," "front," "back," "left," "right," "vertical," "horizontal," "inside," "outside," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are based on the orientation or positional relationship shown in the accompanying drawings and serve only to simplify the description of this disclosure. They do not indicate or imply that a specified device or element must have a particular orientation or be designed and operated in a particular orientation. Therefore, this cannot be understood as a limitation of this disclosure.

[0157] In the description of the present revelation, “a first feature” and “a second feature” may include one or more such features.

[0158] In the description of the present revelation, “several” means two or more.

[0159] In the description of the present disclosure, the statement that the first feature is “above” or “below” the second feature can mean that the first feature is in direct contact with the second feature, or it can mean that the first feature and the second feature are in contact via another feature between them and not in direct contact.

[0160] In the description of the present disclosure, the statement that the first feature is “above”, “on” and “over” the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature.

[0161] In the description of this specification, terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "particular example," or "some examples" mean that certain features, structures, materials, or properties described in combination with the embodiments or examples are included in at least one embodiment or example of the present disclosure. In this specification, illustrative expressions of the foregoing terms do not necessarily refer to the same embodiment or example. Furthermore, the described specific features, structures, materials, or properties may be combined appropriately in one or more embodiments or examples.

[0162] Although the embodiments of this disclosure are shown and described, it will be clear to the person skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and objectives of this disclosure, and that the scope of this disclosure is defined by the claims and their equivalents.

Claims

[1] Differential (700), comprising: a wheel end decoupler (840) and a differential lock (850) which are integrated; wherein the wheel end decoupler and the differential lock are configured to implement coupling with a wheel end (100), to implement decoupling from the wheel end, to implement differential rotation with the wheel end, and to implement synchronous rotation with the wheel end. [2] Differential according to claim 1, comprising: a differential gear, wherein the wheel end decoupler and the differential lock are arranged on two sides of the differential gear. [3] Differential according to claim 1, comprising: a differential gear wherein the wheel end decoupler and the differential lock are arranged on the same side of the differential gear. [4] Differential according to claim 2, comprising: a differential housing (710), wherein the differential housing comprises a first sub-housing (711) and a second sub-housing (712); the wheel end decoupler is housed in the first sub-housing and the differential lock is housed in the second sub-housing. [5] Differential according to claim 3, wherein the differential housing is connected to the differential gear, the differential comprising: a first half-shaft (400), wherein a first end of the wheel end decoupler is connected to the first half-shaft and a second end of the wheel end decoupler can be selectively connected to the differential gear; and a second half-shaft (500), wherein the second half-shaft is connected to the differential gear. [6] Differential according to claim 5, wherein the differential lock is configured to implement a connection between the second half-shaft and the differential housing, and is configured to implement a separation between the second half-shaft and the differential housing. [7] Differential according to claim 5 or 6, wherein the differential gear comprises: a first half-shaft wheel (730) and a second half-shaft wheel (740), wherein the second half-shaft wheel is connected to the second half-shaft and the wheel end decoupler can be selectively connected to the first half-shaft wheel. [8] Differential according to claim 7, wherein the wheel end decoupler comprises: a first engagement section (844), wherein the first engagement section is configured to be connected to the first half-wave; and a decoupling mechanism, wherein the decoupling mechanism is configured to drive the first engagement section and can be selectively connected to the first half-shaft wheel. [9] Differential according to claim 8, wherein the first engagement section is located in the differential housing and the decoupling mechanism is located on a first side of the differential housing. [10] Differential according to claim 8 or 9, wherein the decoupling mechanism comprises: a decoupling drive disk (841), wherein the decoupling drive disk has a first working surface (8431) and distances between different positions located on the first working surface and in the circumferential direction and the first half-shaft wheel are different; a push rod (846), wherein the push rod is located between the first working surface and the first engagement section; and a first actuator (842) wherein the first actuator is configured to switch a synchronization state between the first half-shaft wheel and the first engagement section. [11] Differential according to claim 10, wherein the decoupling drive disk is movably mounted on the differential housing and the first actuator is an attraction device configured to attract the decoupling drive disk. [12] Differential according to any one of claims 8 to 11, further comprising: a first restoring element (847) wherein the first restoring element is elastically connected between the first half-shaft wheel and the first engagement section. [13] Differential according to any one of claims 7 to 12, wherein the differential lock comprises: a second engagement section (852), wherein the second engagement section is connected to the differential housing; and a locking mechanism, wherein the locking mechanism is configured to drive the second engagement section and can be selectively connected to the second half-shaft wheel. [14] Differential according to claim 13, wherein a main body part of the second engagement section is located in the differential housing and the locking mechanism is located on a second side of the differential housing. [15] Differential according to claim 13 or 14, wherein the locking mechanism comprises: a differential lock drive disc (854), wherein the differential lock drive disc has a second working surface, wherein distances between different positions located on the second working surface and in the circumferential direction and the second half-shaft gear are different, wherein the second engagement section bears against the second working surface; and a second actuator (855), wherein the second actuator is configured to switch a synchronization state between the differential lock drive disc and the differential housing. [16] Differential according to claim 15, wherein the differential lock drive disc is movably mounted on the differential housing and the second actuator is a pulling device configured to pull the differential lock drive disc. [17] Differential according to claim 15 or 16, wherein the second engagement section has a rod body (853) and the rod body extends through the differential housing and rests against the second working surface. [18] Differential according to any one of claims 13 to 17, further comprising: a second restoring element (851), wherein the second restoring element is elastically connected between the second half-shaft wheel and the second engagement section. [19] Powertrain, comprising: a reduction gear (600), wherein the reduction gear comprises the differential according to any one of claims 1 to 18. [20] Powertrain according to claim 19, comprising: a drive motor (300), wherein the drive motor is connected to the reduction gearbox; and a control unit (200), wherein the control unit is electrically connected to the drive motor and the reduction gear. [21] Vehicle, comprising: the drive train according to claim 19 or 20.

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