WO2024255094A1 - Differential, powertrain, and vehicle - Google Patents

Abstract

A differential, comprising a wheel end decoupler (840) and a differential lock (850) which are integrated. The wheel end decoupler (840) and the differential lock (850) are used for achieving coupling with wheel ends (100), achieving decoupling with the wheel ends (100), achieving differential rotation with the wheel ends (100), and achieving synchronous rotation with the wheel ends (100). Further provided is a powertrain, comprising a reducer (600), the reducer (600) comprising the differential. Further provided is a vehicle comprising the powertrain. According to the differential, the powertrain and the vehicle, the functions of coupling or decoupling with the wheel ends and differential rotation or synchronous rotation with the wheel ends can be achieved, the integration level is high, and the occupied space is small.

Description

Differentials, Powertrains and Vehicles

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure is based on the Chinese patent application with application number: 2023214967433 and application date of June 12, 2023, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into the present disclosure as a reference.

Technical Field

The present disclosure belongs to the technical field of vehicle design, and in particular relates to a differential, a powertrain and a vehicle.

Background Art

In the related art, the differential of the vehicle only has the function of realizing the differential rotation of the wheel ends and the uniform rotation of the wheel ends by disconnecting or locking the differential lock. Therefore, there is a problem of single function.

Summary of the invention

The present disclosure aims to solve at least one of the technical problems existing in the prior art. To this end, the present disclosure provides a differential, a powertrain and a vehicle, which can achieve the functions of coupling or decoupling with the wheel end, differential rotation or synchronous rotation with the wheel end, and has high integration and small space occupation.

In a first aspect, the present disclosure provides a differential, comprising:

integrated wheel-end decoupler and differential lock;

The wheel end decoupler and the differential are used to achieve coupling with the wheel end, decoupling with the wheel end, differential rotation with the wheel end, and synchronous rotation with the wheel end.

The differential provided according to the embodiment of the present disclosure can realize the functions of coupling or decoupling with the wheel end and coupling or decoupling with the differential housing, and has a high degree of integration and occupies a small space.

According to one embodiment of the present disclosure, it includes:

The differential gear set, the wheel end decoupler and the differential lock are arranged on both sides of the differential gear set.

According to one embodiment of the present disclosure, it includes:

The differential gear set, the wheel end decoupler and the differential lock are arranged on the same side of the differential gear set.

According to one embodiment of the present disclosure, it includes:

A differential housing, the differential housing comprising a first sub-housing and a second sub-housing;

The wheel end decoupler is accommodated in the first sub-housing;

The differential lock is accommodated in the second sub-housing.

According to one embodiment of the present disclosure, it includes:

The differential housing is connected to the differential gear set;

a first half shaft, a first end of the wheel end decoupler being connected to the first half shaft, and a second end of the wheel end decoupler being selectively connectable to the differential gear set;

A second half shaft, wherein the second half shaft is connected to the differential gear set.

According to one embodiment of the present disclosure, it includes:

The differential lock is used to connect the second half shaft to the differential housing, and is used to disconnect the second half shaft from the differential housing.

According to one embodiment of the present disclosure, the differential gear set comprises:

a first side shaft gear and a second side shaft gear;

The second half-shaft gear is connected to the second half-shaft;

The wheel end decoupler is selectively connectable with the first side shaft gear.

According to one embodiment of the present disclosure, the wheel end decoupler comprises:

A first coupling portion, the first coupling portion being used to be connected to the first half shaft;

A decoupling mechanism is used to drive the first coupling portion and can be selectively connected to the first half-shaft gear.

According to an embodiment of the present disclosure, the first coupling portion is located in the differential housing, and the decoupling mechanism is located on a first side of the differential housing.

According to one embodiment of the present disclosure, the decoupling mechanism comprises:

A decoupling drive plate, wherein the decoupling drive plate has a first working surface, and the distances between the first working surface and the first side gear at different positions along the circumferential direction are different;

A push rod, the push rod being stopped between the first working surface and the first combining portion;

A first actuator is used to switch the synchronization state between the first side gear and the first coupling portion.

According to an embodiment of the present disclosure, the decoupling drive disc is loosely mounted in the differential housing, and the first actuator is an adsorption device for adsorbing the decoupling drive disc.

According to one embodiment of the present disclosure, it further includes:

A first restoring member is elastically connected between the first half-shaft gear and the first coupling portion.

According to one embodiment of the present disclosure, the differential lock comprises:

a second joint portion, the second joint portion being connected to the differential housing;

A locking mechanism is used to drive the second coupling portion and can be selectively connected to the second side gear.

According to an embodiment of the present disclosure, a main body portion of the second coupling portion is located inside the differential housing, and the locking mechanism is located on a second side of the differential housing.

According to one embodiment of the present disclosure, the locking mechanism includes:

A differential lock drive plate, wherein the differential lock drive plate has a second working surface, and the distances between the second working surface and the second side gear at different positions along the circumferential direction are different, and the second engaging portion stops against the second working surface;

A second actuator, wherein the second actuator is used to switch the synchronization state between the differential lock drive plate and the differential housing.

According to an embodiment of the present disclosure, the differential lock drive disc is loosely mounted in the differential housing, and the second actuator is an adsorption device for adsorbing the differential lock drive disc.

According to an embodiment of the present disclosure, the second coupling portion has a rod body, and the rod body passes through the differential housing and stops at the second working surface.

According to one embodiment of the present disclosure, it further includes:

A second restoring member is elastically connected between the second half-shaft gear and the second coupling portion.

In a second aspect, the present disclosure provides a powertrain, the powertrain comprising:

A speed reducer, comprising a differential as described in any one of the above.

According to the powertrain provided in the embodiment of the present disclosure, by adopting any of the differentials described above, the functions of coupling or decoupling with the wheel end and coupling or decoupling with the differential housing can be achieved, and the integration is high and the space occupied is small.

According to one embodiment of the present disclosure, it includes:

A driving motor connected to the reducer;

A controller is electrically connected to the driving motor and the reducer.

In a third aspect, the present disclosure provides a vehicle, the vehicle comprising:

A powertrain as described in any one of the above.

According to the vehicle provided in the embodiment of the present disclosure, by adopting any of the power assemblies described above, the functions of coupling or decoupling with the wheel end and coupling or decoupling with the differential housing can be achieved, and the integration is high and the space occupied is small.

Additional aspects and advantages of the present disclosure will be given in part in the following description and in part will be obvious from the following description or will be learned through practice of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and/or additional aspects and advantages of the present disclosure will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

FIG1 is a schematic diagram of a structure of a powertrain according to an embodiment of the present disclosure;

FIG2 is a schematic diagram of a differential provided by an embodiment of the present disclosure;

FIG3 is a second schematic diagram of the structure of a differential provided in an embodiment of the present disclosure;

FIG4 is a third schematic diagram of the structure of the differential provided in an embodiment of the present disclosure;

FIG5 is a schematic diagram of a structure of a differential in a normal mode provided by an embodiment of the present disclosure;

Fig. 6 is a cross-sectional view of the A-A section in Fig. 5;

FIG. 7 is a schematic diagram of a structure of a differential in an energy-saving mode provided by an embodiment of the present disclosure;

Fig. 8 is a cross-sectional view of the section B-B in Fig. 7;

FIG9 is a schematic diagram of a structure of a differential in an escape mode provided by an embodiment of the present disclosure;

FIG. 10 is a cross-sectional view of the C-C portion of FIG. 9

FIG11 is a fourth structural schematic diagram of a differential provided in an embodiment of the present disclosure;

FIG. 12 is a fifth schematic diagram of the structure of the differential provided in the embodiment of the present disclosure.

Reference numerals:
Wheel end 100, controller 200, drive motor 300, first half shaft 400, second half shaft 500;
Speed reducer 600, primary speed reduction driving gear 610, primary speed reduction driven gear 620, secondary speed reduction driving gear 630,
Secondary reduction driven gear 640;
Differential 700, differential housing 710, first sub-housing 711, second sub-housing 712, planetary gear 720,
The first side gear 730, the second side gear 740, the planetary gear pin 750, the first bearing 760, the decoupling side gear washer 770, the winding pin 780, the planetary gear side shaft 790, the planetary gear washer 810, the differential lock side gear washer 820, and the second bearing 830;
Wheel end decoupler 840, decoupling drive disc 841, first actuator 842, groove 843, first working surface 8431,
A first coupling portion 844, a decoupling gasket 845, a push rod 846, and a first restoring member 847;
Differential lock 850 , second reset member 851 , second coupling portion 852 , rod body 853 , differential lock drive plate 854 , and second actuator 855 .

DETAILED DESCRIPTION

Embodiments of the present disclosure are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present disclosure, and cannot be understood as limiting the present disclosure.

A differential, a powertrain, and a vehicle according to an embodiment of the present disclosure will be described below with reference to FIGS. 1 to 12 .

The embodiment of the present disclosure provides a differential 700 , as shown in FIGS. 1 to 10 , the differential 700 includes an integrated wheel-end decoupler 840 and a differential lock 850 .

The wheel end decoupler 840 and the differential lock 850 are used to achieve coupling with the wheel end 100 , achieve decoupling with the wheel end 100 , achieve differential rotation with the wheel end 100 , and achieve synchronous rotation with the wheel end 100 .

As shown in Figures 1-10, the differential 700 can also include a differential gear set, a first bearing 760, a decoupling gasket 845, a decoupling half-shaft gear gasket 770, a winding pin 780, a planetary half-shaft 790, a planetary gear gasket 810, a planetary gear 720, a differential lock half-shaft gear gasket 820, a planetary gear pin 750, a first half-shaft 400, a second half-shaft 500 and a second bearing 830, and the differential gear set can include a first half-shaft gear 730 and a second half-shaft gear 740.

As shown in FIGS. 1 to 10 , the four planetary gears are arranged opposite to each other in pairs, and two adjacent planetary gears are meshed with each other. The first half-shaft gear 730 and the second half-shaft gear 740 are arranged opposite to each other, and are meshed with the four planetary gears respectively.

As shown in FIGS. 1 to 10 , the differential housing 710 is connected to the differential gear set. The differential housing 710 may include a first sub-housing 711 and a second sub-housing 712. The first half-shaft gear 730 is installed inside the first sub-housing 711, and the second half-shaft gear 740 is installed inside the second sub-housing 712. The first sub-housing 711 and the second sub-housing 712 may be connected as a whole by bolts or other means.

As shown in Figures 1-10, the first end of the wheel-end decoupler 840 is connected to the first half-shaft 400, and the second end of the wheel-end decoupler 840 can be selectively connected to the differential gear set. 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.

The differential lock 850 is used to connect the second half-shaft 500 with the differential housing 710, and to disconnect the second half-shaft 500 from 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 set, for example, the second half-shaft gear 740 is connected to the second half-shaft 500, wherein the second half-shaft gear 740 is used to connect to the differential housing 710 and is connected to the second half-shaft 500 through a spline. The second half-shaft 500 is also connected to the wheel end 100.

In the actual implementation process, when the wheel end decoupler 840 chooses to connect with the first half-shaft gear 730, the first half-shaft 400 is connected with the first half-shaft gear 730. At this time, the power generated by the first half-shaft gear 730 can be transmitted to the wheel end 100 connected to the first half-shaft 400 through the first half-shaft 400.

When the wheel end decoupler 840 chooses not to be connected to the first half-shaft gear 730, the power generated by the first half-shaft gear 730 cannot be transmitted to the wheel end 100 connected to the first half-shaft 400 through the first half-shaft 400. At this time, the wheel end 100 connected to the first half-shaft 400 has no power input.

When the differential lock 850 is selected to be connected to the second half-shaft 500 , the second half-shaft gear 740 is connected to the differential case 710 , and the second half-shaft gear 740 and the differential case 710 have the same rotation speed.

When the differential lock 850 is selected not to be connected with the second half-shaft 500 , the rotation speed of the second half-shaft 500 is different from the rotation speed of the differential case 710 .

The differential 700 provided according to the embodiment of the present disclosure can realize the functions of coupling or decoupling with the wheel end 100, differential rotation or synchronous rotation with the wheel end 100, and has high integration and occupies a small space.

In some embodiments, as shown in FIGS. 1-10 , the wheel end decoupler 840 and the differential lock 850 are arranged on the differential gear. Both sides of the wheel.

As shown in FIGS. 1 to 10 , the wheel end decoupler 840 and the differential lock 850 are respectively arranged on both sides of the planetary gear half shaft 790 of the differential 700 .

The two planetary gear half shafts 790 are connected in a direction perpendicular to the axis of the first half shaft gear 730, and the first half shaft gear 730 and the second half shaft gear 740 are respectively arranged on both sides of the planetary gear half shaft 790 along the axis direction.

The first end of the first half shaft 400 is used to be connected to the wheel end 100, and the second end of the first half shaft 400 is selectively connected to the first half shaft gear 730 through the wheel end decoupler 840, that is, the wheel end decoupler 840 is located on the first side of the planetary gear half shaft 790, and the differential lock 850 is installed on the second sub-housing 712 and is located at one end of the second half shaft gear 740, that is, the differential lock 850 is located on the second side of the planetary gear half shaft 790.

By arranging the wheel-end decoupler 840 and the differential lock 850 on both sides of the differential gear set of the differential 700, the wheel-end decoupler 840 and the differential lock 850 can be used to lock or unlock the first half-shaft gear 730 and the first half-shaft 400, and the second half-shaft 500 and the differential housing 710, respectively, so that the internal space of the differential 700 can be fully utilized and the overall balance of the differential 700 can be maintained.

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

The wheel end decoupler 840 and the differential lock 850 may both be arranged on the left side of the differential gear set, or the wheel end decoupler 840 and the differential lock 850 may both be arranged on the right side of the differential gear set.

By arranging the wheel-end decoupler 840 and the differential lock 850 on the same side of the differential gear set, the space on one side inside the differential 700 can be fully utilized, the structure is simple, and the occupied space is small.

In some embodiments, as shown in FIGS. 1-10 , the wheel end decoupler 840 includes a first coupling portion 844 and a decoupling mechanism.

As shown in FIGS. 1 to 10 , the first coupling portion 844 is used to connect with the first half shaft 400 , and the decoupling mechanism is used to drive the first coupling portion 844 and can be selectively connected with the first half shaft gear 730 .

As shown in Figures 1 to 10, the first coupling portion 844 and the first half-shaft gear 730 can be connected or disconnected by means of coupling teeth, synchronizers, splines or multi-plate clutches. For example, the end surface of the first coupling portion 844 close to the first half-shaft gear 730 is provided with a plurality of first coupling teeth spaced circumferentially, and the end surface of the first half-shaft gear 730 close to the first coupling portion 844 is also provided with a plurality of second coupling teeth spaced circumferentially. When the decoupling mechanism drives the first coupling portion 844 to connect with the first half-shaft gear 730, the first coupling tooth is inserted into the gap between the corresponding two second coupling teeth, that is, the first coupling teeth and the second coupling teeth are alternately arranged, thereby completing the connection between the first coupling portion 844 and the first half-shaft gear 730.

During the actual implementation process, when the first coupling portion 844 is not connected to the first half-shaft gear 730, there is a certain gap between the first coupling portion 844 and the first half-shaft gear 730; when the first coupling portion 844 needs to be connected to the first half-shaft gear 730, the decoupling mechanism drives the first coupling portion 844 to move toward the direction close to the first half-shaft gear 730 until the first coupling portion 844 is connected to the first half-shaft gear 730.

By providing the first coupling portion 844 and the decoupling mechanism, the structural layout is reasonable and the functional divisions are clear, so that the overall structure tends to be smaller and lighter, thereby further saving the arrangement space of the decoupling mechanism and the first coupling portion 844 in the differential 700.

In some embodiments, as shown in FIGS. 1-10 , the wheel end decoupler 840 is housed in the first sub-housing 711 .

As shown in FIGS. 1-10 , the first coupling portion 844 is located inside the differential housing 710 , and the decoupling mechanism is located on a first side of the differential housing 710 .

The first sub-shell 711 is installed on the outside of the first half-shaft gear 730 and the first half-shaft 400 near one end of the first half-shaft gear 730, and the first coupling portion 844 is connected to the first half-shaft 400 near one end of the first half-shaft gear 730, that is, the first coupling portion 844 is located between the first half-shaft gear 730 and the first half-shaft 400, and the first coupling portion 844 is also located inside the first sub-shell 711.

As shown in FIGS. 1-10 , a portion of the decoupling mechanism is installed outside the first side of the first sub-shell 711 , and another portion of the decoupling mechanism passes through the first sub-shell 711 and is connected to the first coupling portion 844 inside the first sub-shell 711 .

By installing the first coupling portion 844 in the differential housing 710, the internal space of the differential 700 can be fully utilized, thereby further improving the integration of the wheel end decoupler 840 and the differential 700 and reducing the space occupied by the wheel end decoupler 840 inside the vehicle.

In some embodiments, as shown in Figures 1-11, the decoupling mechanism includes 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. The distances between the first working surface 8431 and the first half-shaft gear 730 at different circumferential positions are different.

Among them, as shown in Figures 1 to 11, the first coupling portion 844, the push rod 846, the decoupling drive disk 841 and the first actuator 842 are sequentially arranged along the axial direction toward the wheel end 100, the first sub-shell 711 is installed on the outside of the first coupling portion 844, and the first sub-shell 711 is circumferentially provided with a plurality of guide holes, and the push rod 846 is provided with a plurality of push rods 846, and the plurality of push rods 846 are installed one by one corresponding to the plurality of guide holes, the push rod 846 stops between the first working surface 8431 and the first coupling portion 844, and the push rod 846 can move axially relative to the guide hole.

As shown in Figures 1 to 11, the decoupling drive disk 841 is installed on the outside of the first side of the first sub-shell 711, and the end surface of the decoupling drive disk 841 close to the push rod 846 is provided with a plurality of first grooves 843 which are recessed axially inward, and the bottom surface of the first groove 843 can be an inclined plane, that is, the bottom surface of the first groove 843 is the first working surface 8431, and the spacing from the first half-shaft gear 730 to different positions of the bottom surface of the first groove 843 is different, and a plurality of push rods 846 are abutted against the plurality of first grooves 843 one by one, and the first end of the push rod 846 is stopped against the end surface of the first coupling portion 844 away from the first half-shaft gear 730, and the second end of the push rod 846 is stopped against the bottom surface of the first groove 843.

As shown in FIGS. 1-11 , the first actuator 842 is sleeved on the outside of the first side of the first sub-housing 711 , and the differential housing 710 rotates relative to the first actuator 842 . The first actuator 842 is used to switch the synchronization state between the first half-shaft gear 730 and the first coupling portion 844 .

During the actual implementation process, when the first coupling portion 844 is not connected to the first half-shaft gear 730, the end of the push rod 846 that stops at the first working surface 8431 is located at a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is relatively large, and at this time, the decoupling drive disk 841 and the first sub-shell 711 are in a synchronized state, that is, the first half-shaft gear 730 and the first coupling portion 844 are in a synchronized state.

When the first coupling portion 844 needs to be connected to the first half-shaft gear 730, the first actuator 842 switches the state of the first half-shaft gear 730 and the first coupling portion 844 to an asynchronous state. Since the differential case 710 rotates around its axis under the drive of the vehicle power, the decoupling drive plate 841 and the differential case 710 produce relative rotation. During the rotation process, the differential case 710 drives the push rod 846 to stop and move from a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is larger to a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is smaller. That is, the push rod 846 moves axially relative to the guide hole in a direction close to the first half-shaft gear 730 under the action of the first working surface 8431. The first coupling portion 844 rotates around its axis under the drive of the vehicle power. Therefore, the decoupling drive plate 841 and the differential case 710 produce relative rotation. During the rotation process, the differential case 710 drives the push rod 846 to stop and move from a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is larger. Under the action of the push rod 846, it also moves in the direction close to the first half-shaft gear 730 until the first coupling portion 844 is connected to the first half-shaft gear 730, and when the first coupling portion 844 is connected to the first half-shaft gear 730, the push rod 846 abuts against the side wall of the first groove 843. Since the differential case 710 needs to continue to rotate, the stopping force between the push rod 846 and the side wall of the first groove 843 gradually increases to be greater than the coupling force between the first actuator 842 and the decoupling drive plate 841. At this time, the decoupling drive plate 841 rotates together with the differential case 710 under the action of the stopping force of the push rod 846, and there is no circumferential relative movement between the push rod 846 and the decoupling drive plate 841, that is, the push rod 846 is always at a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is small.

Through the arrangement of the above-mentioned decoupling drive disk 841, push rod 846 and first actuator 842, the first actuator 842 can be used to switch the synchronization state between the decoupling drive disk 841 and the differential housing 710, and then the connection between the first coupling portion 844 and the first half-shaft gear 730 can be achieved through the push rod 846 without adding a separate driving source, thereby saving the internal space of the vehicle to a certain extent and further improving the integration of the differential. At the same time, the structure of the decoupling mechanism is simple and easy to produce.

In some embodiments, as shown in FIGS. 1-10 , the decoupling drive disc 841 is loosely mounted on the differential housing 710 , and the first actuator 842 is an adsorption device for adsorbing the decoupling drive disc 841 .

The first actuator 842 may be an electromagnet, and the decoupling drive disk 841 may be a metal component.

During the actual implementation process, when the first actuator 842 is not energized, there is a certain gap between the first actuator 842 and the decoupling drive disk 841, and the size of the gap can be selected to a suitable value according to different vehicle models. The first coupling portion 844 and the first half-shaft gear 730 are in an unconnected state, the decoupling drive disk 841 rotates together with the differential housing 710, and there is no circumferential relative movement between the decoupling drive disk 841 and the push rod 846.

When the first actuator 842 is energized, the first actuator 842 adsorbs the decoupling drive disc 841. At this time, the friction between the decoupling drive disc 841 and the differential housing 710 is less than the adsorption force between the decoupling drive disc 841 and the first actuator 842. Therefore, the first actuator 842 fixes the decoupling drive disc 841, and the differential housing 710 is relatively close to the decoupling drive disc 841. When the coupling drive plate 841 rotates, and the differential housing 710 drives the push rod 846 to rotate to a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is smaller, the push rod 846 stops against the side wall of the first groove 843, and the differential housing 710 continues to rotate. The stopping force between the push rod 846 and the first groove 843 gradually increases. When the stopping force between the push rod 846 and the first groove 843 increases to be greater than the adsorption force between the decoupling drive plate 841 and the first actuator 842, the push rod 846 pushes the decoupling drive plate 841 to rotate, and the decoupling drive plate 841 is disconnected from the first actuator 842, and the push rod 846 is always at a position where the distance between the first working surface 8431 and the first half-shaft gear 730 is smaller.

It should be noted that the connection or disconnection between the wheel end decoupler 840 and the first half-shaft gear 730 may also be achieved by motor control or hydraulic control.

By placing the decoupling drive disk 841 in an empty position in the differential housing 710, the decoupling drive disk 841 can rotate together with the differential housing 710 when the first joint 844 and the first half-shaft gear 730 are in a disconnected state, thereby avoiding relative rotation between the decoupling drive disk 841 and the differential housing 710 when no connection is required, resulting in confusion in the connection between the first joint 844 and the first half-shaft gear 730.

By configuring the first actuator 842 as an adsorption device, it is convenient for the first actuator 842 to switch the synchronization state between the decoupling drive plate 841 and the differential housing 710 , and the structure is simple.

In some embodiments, as shown in FIGS. 1-10 , the differential 700 further includes a first return member 847 , and the first return member 847 is elastically connected between the first side gear 730 and the first coupling portion 844 .

As shown in FIGS. 1 to 10 , the first reset member 847 may be a wave spring, and one end of the first reset member 847 is connected to an end surface of the first half-shaft gear 730 close to the first coupling portion 844 .

During the actual implementation process, when the first half-shaft gear 730 and the first coupling portion 844 are in a connected state, the first reset member 847 is located between the first half-shaft gear 730 and the first coupling portion 844 and is in a compressed state; when the first half-shaft gear 730 and the first coupling portion 844 need to be disconnected, the power supply to the first actuator 842 is stopped. At this time, the first actuator 842 cannot adsorb and fix the decoupling drive disk 841, and the decoupling drive disk 841 rotates together with the differential housing 710. The push rod 846 moves axially toward the decoupling drive disk 841 under the action of the elastic reset force of the first reset member 847, and gradually moves to the position of the depth of the first groove 843.

By providing the first reset member 847, the push rod 846 can be reset when the first half-shaft gear 730 and the first coupling portion 844 are switched from a connected state to a disconnected state, so as to ensure that the first half-shaft gear 730 and the first coupling portion 844 can be completely disconnected.

In some embodiments, as shown in FIGS. 1-10 , the differential lock 850 includes a second coupling portion 852 and a locking mechanism.

As shown in FIGS. 1 to 10 , the second coupling portion 852 is used to connect with the differential housing 710 , and the locking mechanism is used to drive the second coupling portion 852 and can be selectively connected with the second side gear 740 .

As shown in FIGS. 1 to 10 , the second coupling portion 852 and the second side gear 740 can be connected or disconnected by means of coupling teeth, a synchronizer, a spline or a multi-plate clutch. For example, the second coupling portion 852 is close to the second side gear 740. The end surface of the second half-shaft gear 740 is provided with a plurality of third combining teeth at intervals along the circumferential direction, and the end surface of the second half-shaft gear 740 close to the second combining portion 852 is also provided with a plurality of fourth combining teeth at intervals along the circumferential direction. When the locking mechanism drives the second combining portion 852 to connect with the second half-shaft gear 740, the third combining teeth are inserted into the gap between the corresponding two fourth combining teeth, that is, the third combining teeth and the fourth combining teeth are alternately arranged, thereby completing the connection between the second combining portion 852 and the second half-shaft gear 740.

During the actual implementation process, when the second coupling portion 852 is not connected to the second half-shaft gear 740, there is a certain gap between the second coupling portion 852 and the second half-shaft gear 740; when the second coupling portion 852 needs to be connected to the second half-shaft gear 740, the locking mechanism drives the second coupling portion 852 to move toward the direction close to the second half-shaft gear 740 until the second coupling portion 852 is connected to the second half-shaft gear 740.

By providing the second coupling portion 852 and the locking mechanism, the structural layout is reasonable and the functional divisions are clear, so that the overall structure tends to be smaller and lighter, thereby further saving the arrangement space of the locking mechanism and the second coupling portion 852 in the differential 700.

In some embodiments, as shown in FIGS. 1-10 , the differential lock 850 is housed in the second sub-housing 712 .

As shown in FIGS. 1 to 10 , the main body of the second coupling portion 852 is located inside the differential housing 710 , and the locking mechanism is located on the second side of the differential housing 710 .

The second sub-shell 712 is installed on the outside of the second half-shaft gear 740 and the second half-shaft 500 close to one end of the second half-shaft gear 740, and the main part of the second joint portion 852 is located between the second half-shaft gear 740 and the second half-shaft 500, that is, the second joint portion 852 is also located inside the second sub-shell 712.

As shown in FIGS. 1 to 10 , the locking mechanism is installed outside the second side of the second sub-housing 712 , and the non-main body portion of the second combining portion 852 passes through the second sub-housing 712 and is connected to the locking mechanism.

By installing the second coupling portion 852 in the differential housing 710, the internal space of the differential 700 can be fully utilized, thereby further improving the integration of the differential lock 850 and the differential 700 and reducing the space occupied by the differential lock 850 inside the vehicle.

In some embodiments, as shown in Figures 1-10, the locking mechanism includes a differential lock drive disk 854 and a second actuator 855, the differential lock drive disk 854 has a second working surface, the second working surface has different circumferential positions with different spacings to the second half-shaft gear 740, and the second coupling portion 852 stops against the second working surface.

The second coupling portion 852 , the differential lock drive plate 854 and the second actuator 855 are sequentially arranged in the axial direction toward the wheel end 100 , and the second sub-housing 712 is installed outside the main body of the second coupling portion 852 .

As shown in Figures 1 to 10, the differential lock drive disk 854 is installed on the outside of the second side of the second sub-housing 712, and the end surface of the differential lock drive disk 854 close to the second coupling portion 852 is provided with a plurality of second grooves 843 that are axially recessed inward, and the bottom surface of the second groove 843 can be an inclined plane, that is, the bottom surface of the second groove 843 is the second working surface, and the spacing from the second half-shaft gear 740 to different positions of the bottom surface of the second groove 843 is not equal, and the second coupling portion 852 is respectively abutted against the plurality of second grooves 843 in a one-to-one correspondence.

As shown in FIGS. 1 to 10 , the second actuator 855 is sleeved on the outside of the second side of the second sub-housing 712 , and the differential housing 710 rotates relative to the second actuator 855 . The second actuator 855 is used to switch the synchronization state between the differential lock drive plate 854 and the differential housing 710 .

In the actual implementation process, when the second coupling portion 852 is not connected to the second half-shaft gear 740, the end of the second coupling portion 852 that stops at the second working surface is located at a position where the distance between the second working surface and the second half-shaft gear 740 is relatively large, and at this time, the differential lock drive plate 854 and the second sub-housing 712 are in a synchronized state.

When the second coupling portion 852 needs to be connected to the second half-shaft gear 740, the second actuator 855 switches the state of the differential lock drive plate 854 and the second sub-housing 712 to an asynchronous state. Since the differential housing 710 rotates around its axis under the drive of the vehicle power, the differential lock drive plate 854 and the differential housing 710 produce relative rotation. During the rotation process, the differential housing 710 drives the second coupling portion 852 to stop and move from a position where the distance between the second working surface and the second half-shaft gear 740 is larger to a position where the distance between the second working surface and the second half-shaft gear 740 is smaller. That is, the second coupling portion 852 moves axially toward the second half-shaft gear 740 under the action of the second working surface until the second coupling portion 852 is connected to the first half-shaft gear 740. The two side gears 740 are connected, and when the second coupling portion 852 is connected to the second side gear 740, one end of the second coupling portion 852 abutting against the second working surface abuts against the side wall surface of the second groove 843. Since the differential case 710 needs to continue to rotate, the stopping force between the second coupling portion 852 and the side wall surface of the groove 843 gradually increases to be greater than the coupling force between the second actuator 855 and the differential lock driving plate 854. At this time, the differential lock driving plate 854 rotates together with the differential case 710 under the action of the stopping force of the second coupling portion 852, and there is no circumferential relative movement between the second coupling portion 852 and the differential lock driving plate 854, that is, the second coupling portion 852 is always at a position where the distance between the second working surface and the second side gear 740 is small.

Through the arrangement of the above-mentioned differential lock drive disk 854 and the second actuator 855, the second actuator 855 can be used to switch the synchronization state of the differential lock drive disk 854 and the differential housing 710, thereby realizing the connection between the second coupling portion 852 and the second half-shaft gear 740 without adding a separate drive source, thereby saving the internal space of the vehicle to a certain extent and further improving the integration of the differential 700. At the same time, the locking mechanism has a simple structure and is easy to produce.

In some embodiments, as shown in FIG. 12 , the second coupling portion 852 has a rod body 853 , and the rod body 853 penetrates through the differential housing 710 and stops at the second working surface.

As shown in Figures 1 to 10 and 12, a plurality of mounting holes are provided at circumferential intervals on the second side of the second sub-housing 712, and a second coupling portion 852 has a plurality of rod bodies 853 spaced apart along the circumferential direction at one end close to the differential lock drive disk 854, one end of the rod body 853 is located inside the differential housing 710, and the other end passes through the mounting hole and abuts against the differential lock drive disk 854.

The rod body 853 is provided to facilitate the second coupling portion 852 to move circumferentially in the second groove 843 .

In some embodiments, as shown in FIGS. 1-10 , the differential lock drive plate 854 is transitionally matched with the differential housing 710 , and the second actuator 855 is an adsorption device for adsorbing the differential lock drive plate 854 .

As shown in FIGS. 1 to 10 , the inner wall surface of the differential lock drive disk 854 is transitionally matched with the outer peripheral surface of the second sub-housing 712 , the second actuator 855 may be an electromagnet, and the differential lock drive disk 854 may be a metal member.

During the actual implementation process, when the second actuator 855 is not energized, there is a certain gap between the second actuator 855 and the differential lock drive plate 854, and the size of the gap can be selected to a suitable value according to different vehicle models. The second coupling portion 852 and the second half-shaft gear 740 are in an unconnected state, the differential lock drive plate 854 rotates together with the differential housing 710, and there is no circumferential relative movement between the differential lock drive plate 854 and the rod body 853.

When the second actuator 855 is energized, the second actuator 855 adsorbs the differential lock drive disk 854. At this time, the friction between the differential lock drive disk 854 and the differential case 710 is less than the adsorption force between the differential lock drive disk 854 and the second actuator 855. Therefore, the second actuator 855 fixes the differential lock drive disk 854, and the differential case 710 rotates relative to the differential lock drive disk 854. The differential case 710 drives the rod body 853 to rotate together to a position where the distance between the second working surface and the second half-shaft gear 740 is small. , the rod body 853 abuts against the side wall of the second groove 843, the differential housing 710 continues to rotate, and the abutment force between the rod body 853 and the second groove 843 gradually increases. When the abutment force between the rod body 853 and the second groove 843 increases to be greater than the adsorption force between the differential lock drive plate 854 and the second actuator 855, the rod body 853 pushes the differential lock drive plate 854 to rotate, the differential lock drive plate 854 is disconnected from the second actuator, and the rod body 853 is always in a position where the distance between the second working surface and the second half-shaft gear 740 is small.

It should be noted that the connection or disconnection between the differential lock 850 and the second side gear 740 may also be achieved by motor control or hydraulic control.

By transitionally fitting the differential lock drive plate 854 with the differential case 710, the differential lock drive plate 854 can rotate together with the differential case 710 when the second joint portion 852 and the second half-shaft gear 740 are in a disconnected state, thereby avoiding relative rotation between the differential lock drive plate 854 and the differential case 710 when no connection is required, resulting in confusion in the connection between the second joint portion 852 and the second half-shaft gear 740.

By configuring the second actuator 855 as an adsorption device, it is convenient for the second actuator 855 to switch the synchronization state between the differential lock drive plate 854 and the differential housing 710 , and the structure is simple.

In some embodiments, as shown in FIGS. 1-10 , a second reset member 851 is further included, and the second reset member 851 is elastically connected between the second side gear 740 and the second coupling portion 852 .

The second restoring member 851 may be a wave spring, and one end of the second restoring member 851 is connected to an end surface of the second half-shaft gear 740 close to the second coupling portion 852 .

In the actual implementation process, when the second half-shaft gear 740 and the second coupling portion 852 are in a connected state, the second reset member 851 is located between the second half-shaft gear 740 and the second coupling portion 852 and is in a compressed state; when the second half-shaft gear 740 and the second coupling portion 852 need to be disconnected, the power supply to the second actuator 855 is stopped. At this time, the second actuator 855 cannot adsorb and fix the differential lock drive plate 854, and the differential lock drive plate 854 rotates together with the differential case 710, and the rod body 853 approaches the differential lock drive plate axially under the action of the elastic reset force of the second reset member 851. 854 and gradually moves to the position of the depth of the second groove 843.

By providing the second reset member 851, the second coupling portion 852 can be reset when the second half gear 740 and the second coupling portion 852 are switched from a connected state to a disconnected state, so as to ensure that the second half gear 740 and the second coupling portion 852 can be completely disconnected.

The disclosed embodiment also provides a powertrain.

As shown in FIG. 1 , the power assembly includes a reducer 600 , and the reducer 600 includes a differential 700 as in any of the above-mentioned embodiments.

According to the powertrain provided in the embodiment of the present disclosure, by adopting any of the differentials 700 described above, the functions of coupling or decoupling with the wheel end 100, synchronous rotation or differential rotation with the wheel end 100 can be achieved, and the integration is high and the space occupied is small.

In some embodiments, the powertrain further includes a driving motor 300 and a controller, the driving motor 300 is connected to the reducer 600 , and the controller is electrically connected to the driving motor 300 and the reducer 600 .

As shown in Figure 1, the input end of the reducer 600 is connected to the output end of the drive motor 300, the differential housing 710 of the differential 700 is connected to the output end of the reducer 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.

The controller 200 is electrically connected to the wheel end 100 , the drive motor 300 , the differential lock 850 , and the wheel end decoupler 840 , respectively.

As shown in Figure 1, the reducer 600 can be a single-speed reducer 600, a two-speed reducer 600, a parallel shaft reducer 600 or a planetary reducer 600. The reducer 600 can include a primary reduction driving gear 610, a primary reduction driven gear 620, a secondary reduction driving gear 630 and a secondary reduction driven gear 640.

The disclosed embodiment also provides a vehicle.

As shown in FIG. 1 , the vehicle includes: a powertrain as in any one of the above embodiments.

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

First, as shown in FIG. 5 and FIG. 6 , in the normal mode, the wheel end decoupler 840 is connected and the differential lock 850 is disconnected.

After the first actuator 842 is energized, it adsorbs and fixes the decoupling drive disk 841, and the decoupling drive disk 841 and the differential housing 710 produce relative rotation, thereby causing the push rod 846 to produce axial displacement and slide from the deep part of the first groove 843 of the decoupling drive disk 841 to the shallow part of the first groove 843. The push rod 846 pushes the first coupling portion 844 to connect with the first half-shaft gear 730. At this time, the first reset member 847 is in a compressed state, and the wheel-end decoupler 840 is connected.

The second actuator 855 is not energized, and the differential lock drive plate 854 can rotate together with the differential housing 710. The second half-shaft gear 740 and the second coupling portion 852 are in a separated state under the action of the second reset member 851. Therefore, the second half-shaft gear 740 is not rigidly connected to the differential housing 710. At this time, the differential lock 850 is in a disconnected state, and the differential 700 can normally realize the straight-line driving or turning differential function.

Second, as shown in FIG. 7 and FIG. 8 , in the energy-saving mode, the wheel-end decoupler 840 is disconnected and the differential lock 850 is disconnected.

The first actuator 842 is not energized, the decoupling drive plate 841 rotates together with the differential housing 710, the first half-shaft gear 730 and the first coupling portion 844 are in a separated state under the action of the first reset member 847, and the wheel-end decoupler 840 is disconnected.

The differential lock 850 is in the disconnected state, and the differential 700 can realize the differential function normally.

Third, as shown in FIG. 9 and FIG. 10 , in the escape mode, the wheel-end decoupler 840 is connected and the differential lock 850 is locked.

The wheel end decoupler 840 receives the signal, the first coupling portion 844 is connected to the first half shaft gear 730, and the first half shaft 400 can normally output torque to the wheel end 100. The structural principle is the same as that in the normal mode.

The differential lock 850 receives the signal, and the second actuator 855 is energized to adsorb and fix the differential lock drive plate 854, and the differential lock drive plate 854 and the differential housing 710 generate relative rotation. At this time, the rod body 853 structure on the second coupling portion 852 slides from the deep second groove 843 of the differential lock drive plate 854 to the shallow second groove 843 to generate axial displacement and connect with the second half-shaft gear 740. At the same time, the second reset member 851 is compressed. Since the second coupling portion 852 is always located in the mounting hole of the differential housing 710 within the sliding stroke, that is, the second coupling portion 852 is always connected to the differential housing 710, the second half-shaft gear 740 is locked with the differential housing 710.

In this state, the vehicle loses its differential function, the wheel ends 100 at both ends are rigidly connected, and the wheel ends 100 at both ends output at the same speed.

The vehicle provided according to the embodiment of the present disclosure can achieve the functions of coupling or decoupling with the wheel end 100, synchronous rotation or differential rotation with the wheel end 100 by adopting any of the power assemblies described above, and has high integration and small occupied space.

The disclosed embodiment also provides a differential, which includes an integrated wheel-end decoupler and a differential lock; wherein the wheel-end decoupler and the differential are used to achieve coupling with the wheel end, achieve decoupling with the wheel end, achieve differential rotation with the wheel end, and achieve synchronous rotation with the wheel end.

In some embodiments, the differential includes a differential gear set, and the wheel end decoupler and the differential lock are arranged on both sides of the differential gear set.

In some embodiments, the differential includes a differential gear set, and the wheel end decoupler and the differential lock are arranged on the same side of the differential gear set.

In some embodiments, the differential includes a differential housing, the differential housing includes a first sub-housing and a second sub-housing; the wheel end decoupler is accommodated in the first sub-housing; and the differential lock is accommodated in the second sub-housing.

In some embodiments, the differential includes a first half-shaft and a second half-shaft, the differential housing is connected to the differential gear set; the first end of the wheel-end decoupler is connected to the first half-shaft, and the second end of the wheel-end decoupler can be selectively connected to the differential gear set; the second half-shaft is connected to the differential gear set.

In some embodiments, the differential lock is used to achieve connection between the second half shaft and the differential housing, and to achieve disconnection between the second half shaft and the differential housing.

In some embodiments, the differential gear set includes a first side shaft gear and a second side shaft gear; the second side shaft gear is connected to the second side shaft; and the wheel end decoupler is selectively connectable to the first side shaft gear.

In some embodiments, the wheel end decoupler includes a first coupling portion and a decoupling mechanism, wherein the first coupling portion is used to connect with the first half shaft; the decoupling mechanism is used to drive the first coupling portion and can be selectively connected with the first half shaft gear.

In some embodiments, the first coupling portion is located in the differential housing, and the decoupling mechanism is located on a first side of the differential housing.

In some embodiments, the decoupling mechanism includes a decoupling drive disk, a push rod and a first actuator. The decoupling drive disk has a first working surface, and the distances between the first working surface and the first half-shaft gear are different at different circumferential positions; the push rod stops between the first working surface and the first coupling portion; the first actuator is used to switch the synchronization state between the first half-shaft gear and the first coupling portion.

In some embodiments, the decoupling drive disc is loosely mounted in the differential housing, and the first actuator is an adsorption device for adsorbing the decoupling drive disc.

In some embodiments, the differential further includes a first return member elastically connected between the first side gear and the first coupling portion.

In some embodiments, the differential lock includes a second coupling portion and a locking mechanism, wherein the second coupling portion is connected to the differential housing; the locking mechanism is used to drive the second coupling portion and can be selectively connected to the second side gear.

In some embodiments, a main body portion of the second coupling portion is located inside the differential housing, and the locking mechanism is located on the second side of the differential housing.

In some embodiments, the locking mechanism includes a differential lock drive plate and a second actuator, the differential lock drive plate has a second working surface, the distances between the second working surface and the second half-shaft gear are different at different positions along the circumferential direction, and the second coupling portion stops at the second working surface; the second actuator is used to switch the synchronization state between the differential lock drive plate and the differential case.

In some embodiments, the differential lock driving disc is hollowly mounted in the differential housing, and the second actuator is an adsorption device for adsorbing the differential lock driving disc.

In some embodiments, the second connecting portion has a rod body, which penetrates the differential housing and stops at the second working surface.

In some embodiments, the differential further includes a second return member elastically connected between the second side gear and the second coupling portion.

The disclosed embodiment also provides a powertrain, which includes a speed reducer, wherein the speed reducer includes any one of the differentials described above.

In some embodiments, the differential includes a drive motor and a controller, the drive motor is connected to the reducer; and the controller is electrically connected to the drive motor and the reducer.

An embodiment of the present disclosure also provides a vehicle, which includes any powertrain as described above.

The terms "first", "second", etc. in the specification and claims of the present disclosure are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable when appropriate, so that the embodiments of the present disclosure can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and/or" in the specification and claims represents at least one of the connected objects, and the character "/" generally indicates that the objects associated with each other are in an "or" relationship.

In the description of the present disclosure, it should be understood that the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present disclosure.

In the description of the present disclosure, "first feature" or "second feature" may include one or more of the features.

In the description of the present disclosure, “plurality” means two or more.

In the description of the present disclosure, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

In the description of the present disclosure, “on”, “over” and “above” a first feature of a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

Although embodiments of the present disclosure have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and alterations may be made to the embodiments without departing from the principles and spirit of the present disclosure, the scope of which is defined by the claims and their equivalents.

Claims (21)

A differential (700), characterized by comprising: Integrated wheel end decoupler (840) and differential lock (850); The wheel end decoupler and the differential are used to achieve coupling with the wheel end (100), achieve decoupling with the wheel end, achieve differential rotation with the wheel end, and achieve synchronous rotation with the wheel end. The differential according to claim 1, characterized in that it comprises: The differential gear set, the wheel end decoupler and the differential lock are arranged on both sides of the differential gear set. The differential according to claim 1, characterized in that it comprises: The differential gear set, the wheel end decoupler and the differential lock are arranged on the same side of the differential gear set. The differential according to claim 2, characterized in that it comprises: A differential housing (710), the differential housing comprising a first sub-housing (711) and a second sub-housing (712); The wheel end decoupler is accommodated in the first sub-housing; The differential lock is accommodated in the second sub-housing. The differential according to claim 3, characterized in that it comprises: The differential housing is connected to the differential gear set; a first half shaft (400), a first end of the wheel end decoupler being connected to the first half shaft, and a second end of the wheel end decoupler being selectively connectable to the differential gear set; and A second half shaft (500), the second half shaft is connected to the differential gear set. The differential according to claim 5, characterized in that it comprises: The differential lock is used to connect the second half shaft to the differential housing, and is used to disconnect the second half shaft from the differential housing. The differential according to claim 5 or 6, characterized in that the differential gear set comprises: A first side gear (730) and a second side gear (740); The second half-shaft gear is connected to the second half-shaft; The wheel end decoupler is selectively connectable with the first side shaft gear. The differential according to claim 7, characterized in that the wheel end decoupler comprises: a first coupling portion (844), the first coupling portion being used to be connected to the first half shaft; and A decoupling mechanism is used to drive the first coupling portion and can be selectively connected to the first half-shaft gear. The differential according to claim 8, characterized in that the first engaging portion is located in the differential housing, and the decoupling mechanism is located on a first side of the differential housing. The differential according to claim 8 or 9, characterized in that the decoupling mechanism comprises: A decoupling drive disk (841), the decoupling drive disk having a first working surface (8431), wherein the spacings between the first working surface and the first side gear at different positions along the circumferential direction are different; a push rod (846), the push rod being stopped between the first working surface and the first coupling portion; and A first actuator (842) is used to switch the synchronization state between the first half-shaft gear and the first coupling portion. The differential according to claim 10 is characterized in that the decoupling drive disc is loosely mounted in the differential housing, and the first actuator is an adsorption device for adsorbing the decoupling drive disc. The differential according to any one of claims 8 to 11, characterized in that it also includes: A first restoring member (847), wherein the first restoring member is elastically connected between the first half-shaft gear and the first coupling portion. The differential according to any one of claims 7 to 12, characterized in that the differential lock comprises: a second joint (852) connected to the differential case; and A locking mechanism is used to drive the second coupling portion and can be selectively connected to the second side gear. The differential according to claim 13, characterized in that a main body of the second engaging portion is located in the differential housing, and the locking mechanism is located on a second side of the differential housing. The differential according to claim 13 or 14, characterized in that the locking mechanism comprises: a differential lock drive plate (854), the differential lock drive plate having a second working surface, the second working surface having different circumferential positions with different spacings from the second side gear, the second engaging portion abutting against the second working surface; and A second actuator (855), the second actuator is used to switch the synchronization state between the differential lock drive plate and the differential housing. The differential according to claim 15, characterized in that the differential lock drive disc is hollowly mounted in the differential housing, and the second actuator is an adsorption device for adsorbing the differential lock drive disc. The differential according to claim 15 or 16, characterized in that the second coupling portion has a rod body (853), the rod body passes through the differential housing and stops at the second working surface. The differential according to any one of claims 13 to 17, characterized in that it also includes: A second restoring member (851), wherein the second restoring member is elastically connected between the second half-shaft gear and the second coupling portion. A powertrain, characterized in that it comprises: A speed reducer (600), comprising a differential as claimed in any one of claims 1 to 18. The powertrain according to claim 19, characterized in that it comprises: a driving motor (300), the driving motor being connected to the reducer; and A controller (200) is electrically connected to the driving motor and the reducer. A vehicle, characterized in that it comprises: A power assembly as claimed in claim 19 or 20.