Differential transmission assembly and differential
Patent Information
- Application Number
- PCT/CN2026/079241
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-02-19
- Filing Date
- 2026-02-13
- Publication Date
- 2026-08-27
Smart Images
Figure CN2026079241_27082026_PF_FP_ABST
Abstract
Description
Differential transmission assembly and differential
[0001] CROSS-REFERENCE TO RELATED APPLICATIONS
[0002] This application claims priority to the Chinese Patent Application No. 202510181566.7, filed on February 19, 2025, and entitled “Differential transmission assembly and differential”, the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD
[0003] The present application belongs to the technical field of vehicle power components, and particularly relates to a differential transmission assembly and a differential. BACKGROUND
[0004] The automobile differential is a mechanism that can make the left and right (or front and rear) drive wheels rotate at different speeds. It is mainly composed of left and right half axle gears, two planetary gears and a gear carrier. Its function is to make the left and right wheels roll at different speeds when the car turns or drives on uneven road surface, i.e. to ensure that the two sides of the drive wheels make pure rolling motion. The differential is a device to adjust the speed difference between the left and right wheels.
[0005] The most commonly used differential on the market is the gear type differential. Due to structural reasons, this differential distributes equal torque to the left and right wheels. The torque equalization feature of this differential can meet the normal driving requirements of the car on good road surface. However, when the car drives on bad road surface, it seriously affects the passing ability. For example, when one drive wheel of the car is stuck in the muddy road, although the other drive wheel is on good road surface, the car often cannot move forward (commonly known as skidding). At this time, the drive wheel on the muddy road slides in place, and the wheel on the good road surface is stationary. This is because the adhesion between the wheel on the muddy road and the road surface is small, and the road surface can only provide a small reaction torque to the half shaft, so the differential distributes a small torque to this wheel. Although the adhesion between the other drive wheel and the good road surface is large, due to the equal distribution of torque, the drive wheel can only be allocated the same amount of torque as the sliding drive wheel, so that the driving force is not enough to overcome the driving resistance, and the car cannot move forward, and the power is consumed on the sliding drive wheel. At this time, increasing the throttle not only cannot make the car move forward, but also wastes fuel, accelerates the wear of machine parts, and especially accelerates the wear of the tire. The effective solution is to dig out the mud under the sliding drive wheel or to pad dry soil, gravel, branches, hay, etc. under the wheel.
[0006] In order to remove the above-mentioned "slip" state by technology, the most common method is to give the gear differential a "lock", that is, forcibly lock the two wheel half shafts into one, preventing the difference between them. Some differentials, such as Torsen differentials, are torque-sensitive differentials, that is, the differential can determine whether to limit the differential action of the differential according to the size of the differential torque inside the differential, and is designed by skillfully using the irreversible principle of turbine worm drive in structure, but the cost of such differential is higher.
[0007] Application content
[0008] The embodiment of the present application provides a differential transmission assembly and a differential to overcome the deficiencies in the prior art.
[0009] The present application is realized as follows: a differential transmission assembly, characterized by comprising a transmission gear sleeve and two driven half shaft gears respectively engaged with the transmission gear sleeve, the transmission gear sleeve comprises a round sleeve body, the outer circular surface of the round sleeve body is provided with an outer transmission structure, and the two side end faces of the round sleeve body are respectively provided with annularly arranged transmission teeth, when one transmission tooth on one end face is located at the tooth top, the transmission tooth on the same axis on the other end face is located at the tooth root.
[0010] The driven half shaft gear comprises a cylindrical body, an inner spline groove matched with the half shaft for transmission is arranged at the axial center of the cylindrical body, the inner spline groove penetrates through one side end face of the cylindrical body, and annularly arranged driven teeth are arranged on the other side end face of the cylindrical body, the driven teeth on the driven half shaft gear are in meshing transmission with the transmission teeth on the end face of the transmission gear sleeve.
[0011] Further optimization, the transmission gear sleeve is further provided with a secondary transmission gear sleeve, annularly arranged transmission teeth are arranged on the two side end faces of the secondary transmission gear sleeve, when one transmission tooth on one end face of the secondary transmission gear sleeve is located at the tooth top, the transmission tooth on the same axis on the other end face of the secondary transmission gear sleeve is located at the tooth root.
[0012] An inner transmission structure is arranged on the inner circular surface of the transmission gear sleeve, a secondary outer transmission structure is arranged on the outer circular surface of the secondary transmission gear sleeve, and the transmission gear sleeve and the secondary transmission gear sleeve are in meshing transmission through the cooperation of the inner transmission structure and the secondary outer transmission structure.
[0013] The driven teeth on the driven half shaft gear are in meshing transmission with the transmission teeth on the end face.
[0014] Further optimization, the inner transmission structure on the transmission sleeve is an inner spline groove, the secondary outer transmission structure on the secondary transmission sleeve is an outer spline, the transmission sleeve and the secondary transmission sleeve are driven by the cooperation of the inner spline groove and the outer spline, and the transmission sleeve and the secondary transmission sleeve can also slide along the axis of the spline groove while the transmission sleeve drives the secondary transmission sleeve to rotate.
[0015] Further optimization, the axial length of the secondary transmission sleeve is the same as that of the transmission sleeve, and the transmission teeth on the end face of the secondary transmission sleeve are the same in shape and number as the transmission teeth on the end face of the transmission sleeve.
[0016] Further optimization, the secondary transmission sleeve is further provided with an inner transmission sleeve, the two side end faces of the inner transmission sleeve are respectively provided with transmission teeth arranged in a ring shape, the axial length of the inner transmission sleeve is the same as that of the transmission sleeve, and the transmission teeth on the end faces of the inner transmission sleeve are the same in shape and number as the transmission teeth on the end face of the inner transmission sleeve; when one transmission tooth on one end face of the inner transmission sleeve is located at the tooth top, the transmission tooth on the same axis on the other end face of the inner transmission sleeve is located at the tooth root.
[0017] The inner circular face of the secondary transmission sleeve is provided with a secondary inner transmission structure, the outer circular face of the inner transmission sleeve is provided with an inner outer transmission structure, and the secondary transmission sleeve and the inner transmission sleeve are driven by the cooperation of the secondary inner transmission structure and the inner outer transmission structure.
[0018] The end face of the driven half shaft gear is further provided with secondary driven teeth arranged in a ring shape, the tooth top of the secondary driven tooth is located in the same plane as the tooth top of the driven tooth, the number and shape of the secondary driven tooth are the same as those of the driven tooth, and the teeth of the secondary driven tooth and the teeth of the driven tooth are radially staggered with each other.
[0019] The transmission teeth on the end face of the inner transmission sleeve are in meshing transmission with the secondary driven teeth on the end face of the driven half shaft gear.
[0020] Further optimization, the secondary inner transmission structure on the secondary transmission sleeve is an inner spline groove, the inner outer transmission structure on the inner transmission sleeve is an outer spline, the secondary transmission sleeve and the inner transmission sleeve are driven by the cooperation of the inner spline groove and the outer spline, and the secondary transmission sleeve and the inner transmission sleeve can also slide along the axis of the spline groove while the secondary transmission sleeve drives the inner transmission sleeve to rotate.
[0021] A differential containing the differential transmission assembly described above, the device further comprises a differential housing, the differential housing comprises a bevel gear on it, the bevel gear is provided with a transmission sleeve fixedly connected thereto, the axis of the transmission sleeve is the same as that of the bevel gear, the inner wall of the transmission sleeve is provided with a transmission sleeve inner transmission structure, and the transmission sleeve inner transmission structure on the inner wall of the transmission sleeve is in transmission cooperation with the outer transmission structure on the outer circular face of the transmission sleeve.
[0022] This device has the following advantages:
[0023] When the vehicle is traveling in a straight line, the differential consisting of this device has the transmission sleeve, secondary transmission sleeve, and other transmission sleeves engaged with the driven half-shaft gear on their end faces. There is no relative slippage or relative rotation between them. The engine power is transmitted to the left and right half-shafts through the respective transmission sleeves. That is, when the left and right wheels travel at the same speed, there is no relative slippage inside the differential. In other words, the left and right half-shafts are "connected" into one shaft. Even if the tire grip is insufficient, slippage can be avoided. When a vehicle needs to turn, the wheels of the left and right vehicles travel at different speeds, resulting in different turning radii for the inner and outer wheels. The turning radius of the outer wheel is larger than that of the inner wheel. This requires the outer wheel to rotate at a higher speed than the inner wheel during the turn. On one hand, the inner driven half-shaft gear (two driven half-shaft gears are connected to the half-shaft on that side via spline transmission, and the half-shaft on that side is connected to a tire; the angular velocity of the tire on that side is the angular velocity of the driven half-shaft gear) rotates at a speed lower than the speed of the transmission sleeve (its speed is the same as the speed of the differential housing, the speed in the middle of the vehicle), causing relative sliding between the teeth of the inner driven half-shaft gear and the transmission sleeve. On the other hand, the inner driven half-shaft gear rotates at a speed greater than the speed of the transmission sleeve (its speed is the same as the speed of the differential housing, the speed in the middle of the vehicle), causing relative sliding between the teeth of the outer driven half-shaft gear and the transmission sleeve. This automatically achieves the smooth rotation of the left and right half-shafts at different speeds, thus realizing differential speed control.
[0024] This device can automatically switch between same-speed transmission and differential transmission between the left and right half-shafts in real time, which avoids slippage and insufficient power, and can automatically achieve differential transmission in real time to ensure smooth turning of the vehicle. Attached Figure Description
[0025] Figure 1 shows the horizontal state of the differential transmission assembly during operation.
[0026] Figure 2 is a perspective view of the lines in Figure 1.
[0027] Figure 3 shows the tilt state of Figure 2 when rotated 90°.
[0028] Figure 4 is a schematic diagram of the driven half-shaft gear in the state shown in Figure 3.
[0029] Figure 5 is a schematic diagram of the state when the transmission gear sleeve and the secondary transmission gear sleeve are assembled and engaged with the driven half-shaft gear on one side.
[0030] Figure 6 is a schematic diagram of the state when the transmission gear sleeve, secondary transmission gear sleeve, and inner transmission gear sleeve are assembled and engaged with the driven half-shaft gear on one side.
[0031] Fig. 7 is a structural schematic diagram of Fig. 6 in a horizontal state.
[0032] Fig. 8 is a differential in the present application.
[0033] Fig. 9 is a horizontal state diagram of another parameter differential transmission assembly in operation.
[0034] Fig. 10 is a schematic diagram of the transmission sleeve, secondary transmission sleeve, inner transmission sleeve in Fig. 9 assembled and cooperating with a side driven half shaft gear. DETAILED DESCRIPTION
[0035] As shown in Figs. 1, 2 and 3, a differential transmission assembly includes a transmission sleeve 1 and two driven half shaft gears 2 respectively meshing with the transmission sleeve. As shown in Figs. 5, 6 and 7, the transmission sleeve 1 includes a circular sleeve-shaped body, and an outer transmission structure 1-1 is arranged on the outer circular surface of the circular sleeve-shaped body. In the present embodiment, the transmission structure 1-1 is a ring of spline grooves uniformly arranged on the outer circular surface of the transmission sleeve, and the spline grooves are centered on the axis of the transmission sleeve 1 and parallel to the axis of the transmission sleeve 1. Ring-shaped transmission teeth 1-2 are respectively arranged on the two side end surfaces of the circular sleeve-shaped body of the transmission sleeve 1. The transmission teeth 1-2 on the two side end surfaces have the same specifications, i.e., the same tooth shape, height, size and number. When one transmission tooth 1-2 on one side end surface is at the tooth top, the transmission tooth 1-2 on the same axis on the other side end surface is at the tooth root, i.e., the teeth on the left and right side end surfaces are staggered by half the tooth spacing.
[0036] As shown in Fig. 4, the driven half shaft gear 2 includes a cylindrical body, and an inner spline groove 2-1 for cooperating with the half shaft is arranged at the axial center of the cylindrical body. The inner spline groove 2-1 penetrates one side end surface of the cylindrical body, i.e., the half shaft of the vehicle is inserted into the driven half shaft gear 2 from the inner spline groove 2-1 penetration opening on the end surface, and the outer circular surface spline of the half shaft of the vehicle cooperates with the inner spline groove 2-1 for transmission. Ring-shaped driven teeth 2-2 are arranged on the other side end surface of the cylindrical body of the driven half shaft gear 2. The driven teeth 2-2 on the driven half shaft gear 2 mesh with the transmission teeth 1-2 on the end surface of the transmission sleeve 1. When the vehicle travels in a straight line, no differential occurs between the two half shafts cooperating with the device, i.e., no relative rotation occurs between the driven teeth 2-2 on the driven half shaft gear 2 and the transmission teeth 1-2 on the end surface of the transmission sleeve 1. The transmission sleeve 1 drives the driven teeth 2-2 on both sides to rotate together through the transmission teeth 1-2, i.e., the half shafts of the two vehicles are "locked" into "one" shaft.
[0037] As shown in Fig. 5, the transmission gear sleeve 1 is further provided with a secondary transmission gear sleeve 3 inside, and the same size ring-shaped transmission gears 3-1 are arranged on the two end faces of the secondary transmission gear sleeve 3, i.e. they have the same tooth shape, height, size and number. When one transmission gear 3-1 on one end face of the secondary transmission gear sleeve 3 is at the top of the tooth, the transmission gear 3-1 on the same axis on the other end face of the secondary transmission gear sleeve 3 is at the root of the tooth, i.e. the teeth on the two end faces are staggered by half the tooth spacing. The driven teeth 2-2 on the driven half shaft gear 2 are in meshing transmission with the transmission gears 3-1 on the end faces of the secondary transmission gear sleeve 3. When the vehicle is driving straight, no differential occurs between the two half shafts cooperating with the device, i.e. no relative rotation occurs between the driven teeth 2-2 on the driven half shaft gear 2 and the transmission gears 3-1 on the end faces of the secondary transmission gear sleeve 3, and the transmission gear sleeve 1 drives the transmission gears 3-1 on both sides to rotate together, i.e. the half shafts of the vehicles on both sides are "locked" into "one" shaft. The transmission gear sleeve 1 and the secondary transmission gear sleeve 3 cooperate to increase the transmission force of the driven half shaft gear 2.
[0038] As shown in Fig. 5, the inner circular face of the transmission gear sleeve 1 is provided with an inner transmission structure 1-3, and the outer circular face of the secondary transmission gear sleeve 3 is provided with a secondary outer transmission structure 3-2, and the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are in transmission cooperation through the inner transmission structure 1-3 and the secondary outer transmission structure 3-2. In this embodiment, the inner transmission structure 1-3 on the transmission gear sleeve 1 is an inner spline groove, which is a circle of uniformly arranged inner spline grooves on the inner circular face of the transmission gear sleeve 1, and the inner spline grooves are centered on the axis of the transmission gear sleeve 1 and parallel to the axis of the transmission gear sleeve 1. The secondary outer transmission structure 3-2 on the secondary transmission gear sleeve 3 is an outer spline, which is a circle of uniformly arranged outer splines on the outer circular face of the secondary transmission gear sleeve 3, and the outer splines are centered on the axis of the secondary transmission gear sleeve 3 and parallel to the axis of the secondary transmission gear sleeve 3. The transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are in transmission cooperation through the cooperation of the inner spline groove and the outer spline, and while the transmission gear sleeve 1 drives the secondary transmission gear sleeve 3 to rotate, the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 can also slide relative to each other along the axis of the spline groove. The axial length of the secondary transmission gear sleeve 3 is the same as that of the transmission gear sleeve 1, and the transmission gears 3-1 on the end faces of the secondary transmission gear sleeve 2 have the same tooth shape and number as the transmission gears 1-2 on the end faces of the transmission gear sleeve 1.
[0039] The transmission force of the driven half shaft gear 2 is increased through the secondary transmission gear sleeve 3. Moreover, the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 rotate in the axial direction and are matched with the driven half shaft gear 2, which can ensure that the driven half shaft gear 2 and the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are always in meshing transmission in the axial direction when the vehicle is driving straight. On the other hand, the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are staggered by half a tooth pitch, which avoids the transmission teeth on the transmission gear sleeve 1 or the secondary transmission gear sleeve 3 from being “locked” with the driven teeth 2-2 of the driven half shaft gear 2.
[0040] When the vehicle is driving straight, i.e. when the driving speeds of the left and right wheels are the same, the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 are always in meshing transmission with the driven half shaft gear 2, i.e. the left and right half shafts are “connected” into one shaft, and even if the tire grip is insufficient, the phenomenon of slipping can also be avoided. When the vehicle needs to turn, i.e. when the driving speeds of the left and right wheels are different, the turning radii of the inside and outside wheels are different, and the turning radius of the outside wheel is greater than that of the inside wheel, which requires that the rotating speed of the outside wheel is higher than that of the inside wheel during turning. On the one hand, the rotating speed of the inside driven half shaft gear 2 (two driven half shaft gears are connected with the half shaft on the side through the spline transmission, and the half shaft on the side is connected with the tire, i.e. the angular speed of the tire on the side is the angular speed of the driven half shaft gear on the side) is less than the speed of the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 (the speed is the same as the speed of the differential housing, i.e. the speed in the middle of the vehicle), and the teeth between the inside driven half shaft gear and the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 slide relatively; on the other hand, the rotating speed of the inside driven half shaft gear is greater than the speed of the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 (which is the same as the speed of the differential housing, i.e. the speed in the middle part of the vehicle), and the teeth between the outside driven half shaft gear and the transmission gear sleeve 1 and the secondary transmission gear sleeve 3 slip relatively, so that the left and right half shafts are automatically rotated at different speeds, i.e. the differential is realized.
[0041] The device can automatically realize the real-time automatic conversion of “locking” and differential, and the “locking” and differential itself is very unstable, which is automatically adjusted in real time according to the relationship between the torque on the tire and the power transmitted to the differential by the engine. Thus, the phenomenon of slipping is avoided, and the differential is automatically realized in real time, which ensures the smooth turning of the vehicle.
[0042] As shown in Fig. 6 and Fig. 7, further optimization, the inside of the secondary transmission gear sleeve 3 is also provided with an inner transmission gear sleeve 4, the two side end faces of the inner transmission gear sleeve 4 are respectively provided with annular transmission teeth 4-1, the axial length of the inner transmission gear sleeve 4 is the same as that of the transmission gear sleeve 1, and the transmission teeth 4-1 on the end face of the inner transmission gear sleeve 4 are the same in shape and number as the transmission teeth on the end face of the transmission gear sleeve 1; when one transmission tooth on one end face of the inner transmission gear sleeve 4 is at the top of the tooth, the transmission tooth on the same axis on the other end face of the inner transmission gear sleeve 4 is at the root of the tooth, that is, they are staggered by half a tooth.
[0043] The inner circular face of the secondary transmission gear sleeve 3 is provided with a secondary inner transmission structure 3-3, the outer circular face of the inner transmission gear sleeve 4 is provided with an inner-outer transmission structure 4-1, and the secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 are driven by the cooperation of the secondary inner transmission structure and the inner-outer transmission structure. The secondary inner transmission structure on the secondary transmission gear sleeve 3 is an inner spline groove, the inner-outer transmission structure on the inner transmission gear sleeve 4 is an outer spline, and the secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 are driven by the cooperation of the inner spline groove and the outer spline. While the secondary transmission gear sleeve 3 drives the inner transmission gear sleeve 4 to rotate, the secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 can also slide along the axis of the spline groove.
[0044] The end face of the driven half shaft gear 2 is also provided with annular secondary driven teeth 2-3, the top of the secondary driven teeth 2-3 is in the same plane as the top of the driven teeth 2-2, the number and shape of the secondary driven teeth 2-3 are the same as those of the driven teeth 2-2, and the teeth of the secondary driven teeth 2-3 are staggered with the teeth of the driven teeth 2-2 in the radial direction. The transmission teeth 4-1 on the end face of the inner transmission gear sleeve 4 mesh with the secondary driven teeth 2-3 on the end face of the driven half shaft gear 2.
[0045] Through the above optimization design, the force transmission effect can be further increased, and failure can be avoided; on the other hand, the transmission process can be more stable and efficient; the transmission teeth on the transmission gear sleeve 1, the secondary transmission gear sleeve 3 and the inner transmission gear sleeve 4 cooperate with the driven teeth 2-2 on the driven half shaft gear 2 to drive, thereby avoiding "locking" and realizing stable transmission.
[0046] Further optimization, as shown in Fig. 7 and Fig. 10, the inner transmission gear sleeve 4 can also organically rotate and arrange a certain transmission gear sleeve, which can be driven by the inner transmission gear sleeve 4, and the two end faces of the gear sleeve are provided with transmission teeth, which mesh with the secondary driven teeth 2-3.
[0047] As shown in Fig. 9 and Fig. 10, the parameters such as tooth shape and number of the differential transmission assembly in the present application can be adjusted accordingly, which does not deviate from the principles of the present application, and thus is also within the scope protected by the present application.
[0048] The differential gear comprises a differential gear housing 5, the differential gear housing 5 comprises a bevel gear plate 6, the bevel gear plate 6 is fixedly connected with a transmission sleeve 7, the axis of the transmission sleeve 7 is the same as the axis of the bevel gear plate 6, the inner wall of the transmission sleeve 7 is provided with an inner transmission structure, and the inner transmission structure on the inner wall of the transmission sleeve 7 is matched with the outer transmission structure on the outer circular surface of the transmission gear sleeve 1. The inner transmission structure arranged on the inner circular surface of the transmission sleeve 7 is a ring of splines uniformly arranged on the inner wall of the transmission sleeve 7, the splines are centered on the axis of the transmission sleeve 7, and the splines are parallel to the axis of the transmission sleeve 7. The power transmitted by the transmission shaft to the bevel gear plate 6 is transmitted to the transmission sleeve 7 fixedly connected with the bevel gear plate 6, and then the transmission sleeve 7 drives the transmission gear sleeve 1 to switch between the'meshing transmission' and 'differential' states in real time and automatically according to the road conditions, and the switching is purely mechanical and does not need the driver to intervene artificially. Industrial applicability
[0049] In summary, the differential gear transmission assembly and the differential gear provided by the application can make the transmission gear sleeve, the secondary transmission gear sleeve and other transmission gear sleeves mesh with the driven half shaft gear end face when the vehicle is driving in a straight line, and the transmission gear sleeves do not slide or rotate relative to each other, so that the power is directly transmitted to the left and right half shafts, and the left and right wheels are synchronously rotated, and even if the grip is insufficient, the wheels can also avoid slipping. When turning, because the speeds of the inner and outer wheels are different, the speed of the inner driven half shaft gear is lower than that of the transmission gear sleeve (the same as the differential gear housing), and the speed of the outer driven half shaft gear is higher than that of the transmission gear sleeve, the transmission gear sleeves and the gears slide relative to each other through the tooth surfaces, and the left and right half shafts are automatically rotated at different speeds to smoothly rotate, and the differential function is completed.
Claims
1. A differential transmission assembly, characterized in that: It includes a transmission gear sleeve and two driven half-shaft gears that mesh with the transmission gear sleeve respectively. The transmission gear sleeve includes a circular sleeve-shaped body. An external transmission structure is provided on the outer circular surface of the circular sleeve-shaped body. Transmission teeth are arranged in a ring on both end faces of the circular sleeve-shaped body. When a transmission tooth on one end face is located at the tooth tip, the transmission tooth on the same axis on the other end face is located at the tooth root. The transmission sleeve is also provided with a secondary transmission sleeve. The two end faces of the secondary transmission sleeve are respectively provided with transmission teeth arranged in a ring. When a transmission tooth on one end face of the secondary transmission sleeve is located at the tooth tip, the transmission tooth on the same axis on the other end face of the secondary transmission sleeve is located at the tooth root. The inner circular surface of the transmission gear sleeve is provided with an inner transmission structure, and the outer circular surface of the secondary transmission gear sleeve is provided with a secondary outer transmission structure. The transmission gear sleeve and the secondary transmission gear sleeve are connected by the cooperation of the inner transmission structure and the secondary outer transmission structure. The driven half-shaft gear includes a cylindrical body. An internal spline groove that engages with the half-shaft for transmission is provided at the axial center of the cylindrical body. The internal spline groove passes through one end face of the cylindrical body. Driven teeth arranged in a ring are provided on the other end face of the cylindrical body. The driven teeth on the driven half-shaft gear mesh with the transmission teeth on the end face of the transmission sleeve. The driven teeth on the driven half-shaft gear mesh with the transmission teeth on the end face of the secondary transmission sleeve.
2. The differential transmission assembly according to claim 1, characterized in that: The inner transmission structure on the transmission gear sleeve is an inner spline groove, and the secondary outer transmission structure on the secondary transmission gear sleeve is an outer spline. The transmission gear sleeve and the secondary transmission gear sleeve are driven by the cooperation of the inner spline groove and the outer spline. While the transmission gear sleeve drives the secondary transmission gear sleeve to rotate, the transmission gear sleeve and the secondary transmission gear sleeve can also slide relative to each other along the axis of the spline groove.
3. The differential transmission assembly according to claim 1 or 2, characterized in that: The secondary transmission sleeve has the same axial length as the transmission sleeve, and the transmission teeth on the end face of the secondary transmission sleeve have the same tooth shape and number as the transmission teeth on the end face of the transmission sleeve.
4. The differential transmission assembly according to claim 3, characterized in that: The secondary transmission sleeve is further provided with an inner transmission sleeve. The two end faces of the inner transmission sleeve are respectively provided with transmission teeth arranged in a ring. The axial length of the inner transmission sleeve is the same as that of the transmission sleeve, and the tooth shape and number of the transmission teeth on the end face of the inner transmission sleeve are the same as those on the end face of the transmission sleeve. When a transmission tooth on one end face of the inner transmission sleeve is located at the tooth tip, the transmission tooth on the same axis on the other end face of the inner transmission sleeve is located at the tooth root. The secondary transmission gear sleeve has a secondary internal transmission structure on its inner circular surface, and the inner transmission gear sleeve has an inner and outer transmission structure on its outer circular surface. The secondary transmission gear sleeve and the inner transmission gear sleeve are connected by the cooperation of the secondary internal transmission structure and the inner and outer transmission structures. The driven half-shaft gear is also provided with secondary driven teeth arranged in a ring on the end face. The tooth tips of the secondary driven teeth and the driven teeth are located in the same plane. The number of teeth and tooth shape of the secondary driven teeth are the same as those of the driven teeth. The teeth of the secondary driven teeth and the teeth of the driven teeth are offset from each other in the radial direction. The transmission teeth on the end face of the internal transmission sleeve mesh with the secondary driven teeth on the end face of the driven half-shaft gear.
5. The differential transmission assembly according to claim 4, characterized in that: The secondary transmission gear sleeve has an internal spline groove as its secondary transmission structure, and the internal and external transmission structures on the internal transmission gear sleeve have external splines. The secondary transmission gear sleeve and the internal transmission gear sleeve are driven by the cooperation of the internal spline groove and the external spline. While the secondary transmission gear sleeve drives the internal transmission gear sleeve to rotate, the secondary transmission gear sleeve and the internal transmission gear sleeve can also slide relative to each other along the axis of the spline groove.
6. A differential comprising the differential transmission assembly according to any one of claims 1-5, characterized in that: The device also includes a differential housing, which includes a bevel gear disk. A transmission sleeve is fixedly connected to the bevel gear disk. The axis of the transmission sleeve is the same as the axis of the bevel gear disk. An internal transmission structure is provided on the inner wall of the transmission sleeve. The internal transmission structure on the inner wall of the transmission sleeve cooperates with the external transmission structure on the outer circumference of the transmission sleeve for transmission.