Double-input double-output high-differential torsion planetary gear mechanism, torque vectoring device, vehicle

Abstract

The utility model discloses a kind of double-input double-output height difference torsion planetary gear mechanism, torque vector distribution device, vehicle, it is set between the two half shafts of common axis, the mechanism includes shared planetary carrier and first sun gear, rotatable first planetary gear and second planetary gear on shared planetary carrier, first planetary gear and second planetary gear are mutually fixed and integrally rotate, the inside of first planetary gear is equipped with the first sun gear with its meshing, its outside is equipped with the third planetary gear with its meshing, the third planetary gear is equipped with the transmission gear ring with its meshing, transmission gear ring is connected in one of half shaft;The inside of second planetary gear is equipped with the second sun gear with its meshing, and second sun gear is connected in another half shaft.The beneficial effects of the utility model are mainly reflected in: the setting of third planetary gear makes the planetary mechanism where transmission gear ring is from negative sign mechanism to positive sign mechanism, so that in the case of not increasing radial dimension, the speed ratio of entire mechanism can be greater, so that wheel end obtains greater difference torsion capacity.

Description

Technical Field

[0001] This utility model relates to the field of automotive power chassis technology, and more specifically, to a dual-input dual-output high differential torque planetary gear mechanism, a torque vector distribution device, and a vehicle. Background Technology

[0002] Vehicle safety performance is a crucial topic in automotive research. Electronic Stability Program (ESP), as one of the representative active safety technologies, improves vehicle handling stability by applying braking force to one side of the wheels to generate additional yaw torque and thus controlling the vehicle's dynamics. However, because ESP uses differential braking to control the vehicle, it negatively impacts driving performance and fuel economy during operation, resulting in power loss. Therefore, researchers have proposed torque vectoring technology to address the energy consumption and driving experience issues in vehicle yaw dynamics control.

[0003] As disclosed in patent publication number CN114144604B, a large-scale automotive drive unit is capable of ensuring a sufficient reduction ratio and suppressing radial dimensional instability. Two drive power sources are configured on a first shaft, two output components are configured on a second shaft, and two reversing gear mechanisms are configured on a third shaft. A planetary gear mechanism is configured to transmit rotation from the two reversing gear mechanisms to the respective output components and is arranged to overlap with both reversing gear mechanisms in an axial view along the axial direction. However, due to the inherent limitations of the planetary gear mechanism itself, the speed ratio usable for differential torque is limited, resulting in insufficient differential torque at the gear ends. If a larger motor is required to increase the differential torque, it increases costs and hinders efficient layout, thus presenting significant limitations. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a dual-input dual-output high differential torque planetary gear mechanism, a torque vector distribution device, and a vehicle.

[0005] The objective of this utility model is achieved through the following technical solution:

[0006] A dual-input dual-output high differential torque planetary gear mechanism is disposed between two coaxial half-shafts. It includes a common planetary carrier for receiving the output torque of a first power source and a first sun gear for receiving the output torque of a second power source. A first planetary gear and a second planetary gear are rotatably mounted on the common planetary carrier. The first and second planetary gears are fixed to each other and rotate integrally. A first sun gear meshes with the inner side of the first planetary gear, and a third planetary gear meshes with it on its outer side. A transmission gear ring meshes with the third planetary gear and is connected to one of the half-shafts. A second sun gear meshes with the inner side of the second planetary gear and is connected to the other half-shaft.

[0007] Preferably, it includes two motors that are connected to the dual-input dual-output high differential torque planetary gear mechanism as described in claim , wherein one of the motors is the first power source and the other motor is the second power source.

[0008] Preferably, the central axis of the motor shaft is parallel to the central axis of the half shaft, one of the motors is connected to the first driven gear through a transmission assembly, the first driven gear is sleeved on the half shaft and fixedly connected to the common planetary carrier; the other motor is connected to the second driven gear through a transmission assembly, the second driven gear is sleeved on the half shaft and fixedly connected to the first sun gear.

[0009] Preferably, the transmission assembly includes a drive gear fixed on the motor shaft of the motor, and an intermediate shaft parallel to the motor shaft and the half shaft is provided therebetween. A transmission gear and a linkage gear are fixed on the intermediate shaft. The drive gear meshes with the transmission gear, and the linkage gear meshes with the first driven gear or the second driven gear.

[0010] Preferably, the motors are symmetrically arranged on the same side of the half-shaft, and the motor shafts of the motors face each other and are coaxially arranged.

[0011] Preferably, the motors are arranged symmetrically on both sides of the half-shaft.

[0012] Preferably, a traction clutch sleeve is fixed on the half shaft connected to the first sun gear, and a synchronizer is provided on the second driven gear to rotate synchronously with it. The traction clutch sleeve and the synchronizer are located on the side of the second driven gear away from the first driven gear, and the synchronizer can be coupled with the traction clutch sleeve.

[0013] Preferably, a hollow shaft is fitted on the half shaft connected to the first sun gear, the second driven gear and the first sun gear are both fixed on the hollow shaft, a traction clutch sleeve is fixed on the hollow shaft, a synchronizer is provided on the first driven gear to rotate synchronously with it, the traction clutch sleeve and the synchronizer are located between the second driven gear and the first driven gear, and the synchronizer can be coupled with the traction clutch sleeve.

[0014] Preferably, the central axis of the motor shaft is coaxial with the central axis of the half shaft, one of the motors is connected to the common planetary carrier via a reduction planetary gear set, and the other motor is connected to the first sun gear via a reduction planetary gear set.

[0015] Preferably, the reduction planetary gear set includes a reduction planetary carrier and reduction planetary gears disposed thereon. The inner side of each reduction planetary gear is provided with a reduction sun gear that meshes with it, and the reduction sun gear is fixed on the motor shaft of the motor. The outer side of each reduction planetary gear is provided with a reduction ring gear that meshes with it, and the reduction ring gear is disposed on the torque transfer mechanism housing. The reduction planetary carrier rotates synchronously with the first sun gear or a shared planetary carrier.

[0016] Preferably, the motors are symmetrically arranged at both ends of the planetary gear mechanism with dual inputs and dual outputs and high differential torque.

[0017] Preferably, the motor is located at the same end of the planetary gear mechanism with dual inputs and dual outputs and high differential torque.

[0018] A vehicle, an automobile with a purely electric front or rear axle, includes the torque vectoring distribution device as described above.

[0019] The beneficial effects of this utility model are mainly reflected in:

[0020] 1. The ingenious design, with the inclusion of a third planetary gear, transforms the planetary mechanism containing the transmission ring gear from a negative to a positive mechanism. This allows for a higher speed ratio without increasing the radial dimension, resulting in greater differential torque at the wheel ends and effectively solving the problem of insufficient differential torque. Furthermore, this device increases power without requiring a larger motor or higher current, significantly improving its economic efficiency. During straight-line travel, there is no relative speed difference between the components, ensuring no negative impact on the efficiency of the original drive system.

[0021] 2. The motor is located on one or both sides of the dual-input dual-output differential torque planetary gear mechanism. This design does not occupy more axial dimensions, which facilitates reasonable layout and maximizes the balance between the vehicle's power and economy, while also making the structure more compact.

[0022] 3. The motor is located at the same end or both ends of the dual-input dual-output differential torque planetary gear mechanism. This design does not occupy more radial dimensions, which facilitates reasonable layout and maximizes the balance between the vehicle's power and economy, while also making the structure more compact.

[0023] 4. The device has a torque distribution function, which takes into account both energy consumption in yaw dynamics control and driving experience. At the same time, the planetary gear mechanism has a clever layout, sharing a common planetary carrier and transmission gear ring, reducing the number of parts, reducing weight and enhancing heat dissipation, achieving overall lightweighting and reducing costs. Attached Figure Description

[0024] The technical solution of this utility model will be further described below with reference to the accompanying drawings:

[0025] Figure 1 : A schematic diagram of the structure of the first embodiment of this utility model;

[0026] Figure 2 : A schematic diagram of the structure of the second embodiment of this utility model;

[0027] Figure 3 : A schematic diagram of the structure of the third embodiment of this utility model.

[0028] Figure 4 : A schematic diagram of the structure of the fourth embodiment of this utility model;

[0029] Figure 5 : A schematic diagram of the structure of the fifth embodiment of this utility model;

[0030] Figure 6 : A schematic diagram of the structure of the sixth embodiment of this utility model;

[0031] Figure 7 : A schematic diagram of the structure of the seventh embodiment of this utility model;

[0032] Figure 8 : A schematic diagram of the structure of the eighth embodiment of this utility model;

[0033] Figure 9 : A structural schematic diagram of the ninth embodiment of this utility model. Detailed Implementation

[0034] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the protection scope of the present invention.

[0035] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0036] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0037] like Figures 1 to 9 As shown, this utility model discloses a dual-input dual-output high differential torque planetary gear mechanism, which is disposed between two coaxial half-shafts 100, and a hub is fixed on the half-shafts 100.

[0038] In this application, the mechanism includes a common planetary carrier 1 for receiving the output torque of a first power source and a first sun gear 11 for receiving the output torque of a second power source. A first planetary gear 12 and a second planetary gear 13 are rotatably mounted on the common planetary carrier 1. The first planetary gear 12 and the second planetary gear 13 are fixed to each other and rotate as a whole. The first sun gear 11 is provided on the inner side of the first planetary gear 12 and meshes with it. A third planetary gear 14 is provided on the outer side of the first planetary gear 12 and meshes with it. A transmission gear ring 15 is fitted on the third planetary gear 14 and meshes with it. The transmission gear ring 15 is connected to one of the half shafts 100. A second sun gear 16 is provided on the inner side of the second planetary gear 13 and meshes with it. The second sun gear 16 is connected to the other half shaft 100. The above design is ingenious. In this mechanism, the transmission ring gear 15 is the largest diameter component, while the second sun gear 16 is smaller. According to the gear transmission principle, power is transmitted to the transmission ring gear 15 and the second sun gear 16 via the first sun gear 11 and the first planetary gear 12, respectively. Compared with the prior art, the inclusion of the third planetary gear 14 changes the planetary mechanism containing the transmission ring gear from a negative-sign mechanism to a positive-sign mechanism, effectively solving the problem of insufficient differential torque at the gear ends. Furthermore, this device can increase its power without increasing the size of the motor or the current, effectively improving its economic efficiency. During straight-line travel, there is no relative speed difference between the components of the mechanism, and the mechanism will not negatively affect the efficiency of the original drive section. In addition, the planetary gear mechanism has a clever layout, sharing a common planetary carrier and transmission ring gear, reducing the number of parts, lightening the weight, and enhancing heat dissipation, achieving overall lightweighting and reducing costs.

[0039] Specifically, the third planetary gear 14 is positioned between the first planetary gear 12 and the transmission gear ring 15, and meshes with both. According to the principle of planetary gears, the characteristic value K1 of the assembly composed of the second sun gear 16, the second planetary gear 13, the first planetary gear 12, and the first sun gear 11 is 1.5 > 0. The characteristic value K1 = 1.5 is the required value and represents the boundary for the initial design.

[0040] The characteristic value k2 = 2.0 > 0 of the planetary mechanism composed of the transmission gear ring 15, the third planetary gear 14, the second planetary gear 13, the first planetary gear 12 and the second sun gear 16, means that the planetary mechanism is a positive mechanism. The characteristic value K2 = 2.0 is the required value and is the boundary for the start of the design.

[0041] Furthermore, the speed ratio between the transmission gear ring 15 and the common planetary carrier 1 is: n-CR / nR, where n-CR represents the rotational speed of the common planetary carrier 1, and nR represents the rotational speed of the transmission gear ring 15, calculated as follows:

[0042]

[0043] The above calculations show that the planetary gear mechanism can increase the torque difference on the input side by 3 times, thereby obtaining a greater differential torque capability and effectively solving the problem of insufficient differential torque at the wheel end.

[0044] If the third planetary gear 14 is removed from the star gear mechanism, and the other layouts remain unchanged, the layout of the vehicle drive device disclosed in the authorized announcement number CN114144604B can be referenced. The characteristic value K1 of the component composed of the second sun gear 16, the second planetary gear 13, the first planetary gear 12 and the first sun gear 11 is 1.5 > 0.

[0045] The characteristic value k2 of the planetary mechanism composed of the transmission gear ring 15, the second planetary gear 13, the first planetary gear 12, and the second sun gear 16 is -2.0 < 0, meaning that the planetary mechanism is a negative sign mechanism.

[0046] The speed ratio between the transmission gear ring 15 and the common planetary carrier 1 is: n-CR / nR, where n-CR represents the rotational speed of the common planetary carrier 1 and nR represents the rotational speed of the transmission gear ring 15. The calculation formula is as follows:

[0047]

[0048] As shown above, when the characteristic value k2 of the two planetary mechanisms is constant, i.e. under the same envelope space, the speed ratio of this application can be increased by 50%. In this way, without increasing the radial dimension, the speed ratio of the entire mechanism can be larger, enabling the wheel end to obtain greater differential torque capacity and effectively solving the problem of insufficient differential torque at the wheel end.

[0049] Furthermore, in this invention, the first planetary gear 12 and the second planetary gear 13 are fixedly connected to the rotating shaft 17. The first planetary gear 12, the second planetary gear 13, and the rotating shaft 17 are integral and can rotate around a pin fixed on a common planetary carrier. The first planetary gear 12, the second planetary gear 13, and the rotating shaft can be integrally formed, or other connection structures can be used, all of which fall within the protection scope of this invention and will not be elaborated further here.

[0050] This utility model also discloses a torque vector distribution device, including two motors 3 that are connected to the dual-input dual-output high differential torque planetary gear mechanism as described above. The motors 3 are electrically connected to a storage battery. One of the motors 3 is the first power source, and the other motor 3 is the second power source.

[0051] like Figures 1 to 7 As shown, these are the first to seventh embodiments of the present invention. In this embodiment, the central axis of the motor shaft 31 of the motor 3 is parallel to the central axis of the half-shaft 100. One of the motors 3 is connected to a first driven gear 18 via a transmission assembly. The first driven gear 18 is sleeved on the half-shaft 100 and fixedly connected to the common planetary carrier 1. The other motor 3 is connected to a second driven gear 19 via a transmission assembly. The second driven gear 19 is sleeved on the half-shaft 100 and fixedly connected to the first sun gear 11. Further, the transmission assembly includes a driving gear 32 fixedly mounted on the motor shaft 31 of the motor 3. An intermediate shaft 4 parallel to the motor shaft 31 and the half-shaft 100 is also provided between them. A transmission gear 41 and a linkage gear 42 are fixedly mounted on the intermediate shaft 4. The driving gear 32 meshes with the transmission gear 41, and the linkage gear 42 meshes with either the first driven gear 18 or the second driven gear 19. The meshing of the driving gear 32 and the transmission gear 41, the linkage gear 42 and the first driven gear 18, and the linkage gear 42 and the second driven gear 19 can achieve a two-stage speed reduction and torque increase effect. Of course, other structures can also be adopted, all of which fall within the protection scope of this utility model.

[0052] like Figures 1 to 4 As shown, in the first, second, third and fourth embodiments, the motors 3 are symmetrically arranged and located on the same side of the half shaft 100. The motor shafts 31 of the motors 3 face each other and are coaxially arranged. This design can significantly reduce the axial dimension, facilitate reasonable layout, maximize the balance between the power and economy of the vehicle, and make the structure more compact.

[0053] Furthermore, such as Figure 2As shown, this is the second embodiment. Compared with the first embodiment, the half shaft 100 connected to the first sun gear 11 is fixed with a traction clutch sleeve 8, and the second driven gear 19 is provided with a synchronizer 81 that rotates synchronously with it. The traction clutch sleeve 8 and the synchronizer 81 are located on the side of the second driven gear 19 away from the first driven gear 18, and the synchronizer 81 can be coupled with the traction clutch sleeve 8.

[0054] like Figure 3 As shown, this is the third embodiment. Compared with the first embodiment, a hollow shaft is sleeved on the half shaft 100 connected to the first sun gear 11. The second driven gear 19 and the first sun gear 11 are both fixed on the hollow shaft. A traction clutch sleeve 8 is fixed on the hollow shaft. A synchronizer 81 that rotates synchronously with the first driven gear 18 is provided on the first driven gear 18. The traction clutch sleeve 8 and the synchronizer 81 are located between the second driven gear 19 and the first driven gear 18, and the synchronizer 81 can be coupled with the traction clutch sleeve 8.

[0055] The disconnection device formed by the aforementioned combination of the traction clutch sleeve 8 and the synchronizer 81 is one form of this application. The disconnection device can also be a claw clutch, a sleeve clutch, or a friction clutch; of course, other structures are also possible, all falling within the protection scope of this utility model. In the above description, when the electric vehicle is driving in harsh conditions, the synchronizer couples with the traction clutch sleeve 8, enhancing the vehicle's torque and thus improving traction, enabling the vehicle to quickly escape from difficult situations and ensuring safe driving. Simultaneously, this design allows for the use of a lower-specification motor while maintaining the same climbing power, significantly reducing the overall vehicle weight and cost, enhancing acceleration and off-road capability, and improving handling safety.

[0056] like Figures 5 to 7 As shown, in the fifth to seventh embodiments, the motor 3 is symmetrically arranged and located on both sides of the half shaft 100. This design can also significantly reduce the axial dimension, facilitate reasonable layout, maximize the balance between the power and economy of the vehicle, and make the structure more compact.

[0057] Furthermore, such as Figure 6 As shown, in the sixth embodiment, compared with the fifth embodiment, a traction clutch sleeve 8 is fixed on the half shaft 100 connected to the first sun gear 11, and a synchronizer 81 is provided on the second driven gear 19 to rotate synchronously with it. The traction clutch sleeve 8 and the synchronizer 81 are located on the side of the second driven gear 19 away from the first driven gear 18, and the synchronizer 81 can be coupled with the traction clutch sleeve 8.

[0058] like Figure 7As shown in the seventh embodiment, compared with the fifth embodiment, a hollow shaft is sleeved on the half shaft 100 connected to the first sun gear 11. The second driven gear 19 and the first sun gear 11 are both fixed on the hollow shaft. A traction clutch sleeve 8 is fixed on the hollow shaft. A synchronizer 81 that rotates synchronously with the first driven gear 18 is provided on the first driven gear 18. The traction clutch sleeve 8 and the synchronizer 81 are located between the second driven gear 19 and the first driven gear 18, and the synchronizer 81 can be coupled with the traction clutch sleeve 8.

[0059] The disconnection device formed by the aforementioned combination of the traction clutch sleeve 8 and the synchronizer 81 is one form of this application. The disconnection device can also be a claw clutch, a sleeve clutch, or a friction clutch; of course, other structures are also possible, all falling within the protection scope of this utility model. In the above description, when the electric vehicle is driving in harsh conditions, the synchronizer couples with the traction clutch sleeve 8, enhancing the vehicle's torque and thus improving traction, enabling the vehicle to quickly escape from difficult situations and ensuring safe driving. Simultaneously, this design allows for the use of a lower-specification motor while maintaining the same climbing power, significantly reducing the overall vehicle weight and cost, enhancing acceleration and off-road capability, and improving handling safety.

[0060] The working process of the above embodiments is briefly described below:

[0061] When the vehicle is in normal operation, the two motors 3 operate at the same speed.

[0062] When the vehicle turns, a speed difference occurs between the left and right half-shafts, and the two motors 3 will also have a speed difference. Through their motor shafts 31, power is transmitted to the first driven gear 18 and the second driven gear 19 via the corresponding drive gear 32, transmission gear 41, intermediate shaft 4, and linkage gear 42. The second driven gear 19 transmits power to one side of the half-shaft 100 through the first sun gear 11, the first planetary gear 12, the third planetary gear 14, and the transmission ring gear 15. At the same time, the first driven gear 18 transmits power to the other side of the half-shaft 100 through the shared planetary carrier 1, the second planetary gear 13, and the second sun gear 16, creating a "differential torque" effect between the two half-shafts. During this process, due to the presence of the differential torque planetary gear mechanism, the differential torque at the wheel end will amplify the product of the speed ratio of the transmission component and the differential torque planetary gear mechanism.

[0063] like Figures 8 to 9The figures shown illustrate the eighth and ninth embodiments of this utility model. In these embodiments, the central axis of the motor shaft 31 of the motor 3 is coaxial with the central axis of the half-shaft 100. One motor 3 is connected to the common planetary carrier 1 via a reduction planetary gear set 9, and the other motor 3 is connected to the first sun gear 11 via the same reduction planetary gear set 9. Further, the reduction planetary gear set 9 includes a reduction planetary carrier 91 and reduction planetary gears 92 mounted thereon. A reduction sun gear 93 meshes with the inner side of each reduction planetary gear 92, and the reduction sun gear 93 is fixed to the motor shaft 31 of the motor 3. A reduction gear ring 94 meshes with the outer side of each reduction planetary gear 92, and the reduction gear ring 94 is mounted on the torque transfer mechanism housing. The reduction planetary carrier 91 rotates synchronously with the first sun gear 11 or the common planetary carrier 1. In this embodiment, the reduction planetary gear set 9 serves to reduce speed and increase torque. Of course, other structures can also be used, all of which fall within the protection scope of this utility model.

[0064] like Figure 8 As shown, in the eighth embodiment, the motor 3 is symmetrically arranged at both ends of the planetary gear mechanism with dual input and dual output high differential torque. This design does not occupy more radial dimensions, facilitates reasonable layout, maximizes the balance between vehicle power and economy, and also makes the structure more compact.

[0065] like Figure 9 As shown, in the ninth embodiment, the motor 3 is located at the same end of the planetary gear mechanism with dual input and dual output high differential torque. This design does not occupy more radial dimensions, facilitates reasonable layout, maximizes the balance between vehicle power and economy, and also makes the structure more compact.

[0066] The working process of the above embodiments is briefly described below:

[0067] When the vehicle is in normal operation, the two motors 3 operate at the same speed.

[0068] When the vehicle turns, a speed difference occurs between the left and right half-shafts, and the two motors 3 will also have a speed difference. The motor shaft 31 transmits power to the reduction planetary carrier 91 through the corresponding reduction sun gear 93 and reduction planetary gear 92. One of the reduction planetary carriers 91 transmits power to the first sun gear 11. After receiving the power, the first sun gear transmits the power to the half-shaft 100 on one side through the first planetary gear 12, the third planetary gear 14, and the transmission ring gear 15. At the same time, the other reduction planetary carrier 91 transmits power to the common planetary carrier 1. After receiving the power, the common planetary carrier 1 transmits the power to the half-shaft 100 on the other side through the second planetary gear 13 and the second sun gear 16, so that a "differential torque" effect is formed between the two half-shafts. In this process, due to the existence of the differential torque planetary gear mechanism, the differential torque at the wheel end will amplify the product of the speed ratio of the reduction planetary gear set and the differential torque planetary gear mechanism.

[0069] This utility model also discloses a vehicle, which is a car with a purely electric front axle or rear axle, including the torque vectoring distribution device as described above.

[0070] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0071] The detailed descriptions listed above are merely specific descriptions of feasible implementations of this utility model, and are not intended to limit the scope of protection of this utility model. All equivalent implementations or modifications made without departing from the spirit of this utility model should be included within the scope of protection of this utility model.

Claims

1. A dual-input, dual-output high differential torque planetary gear mechanism, disposed between two coaxial half-shafts (100), characterized in that: The system includes a common planetary carrier (1) for receiving the output torque of a first power source and a first sun gear (11) for receiving the output torque of a second power source. The common planetary carrier (1) has a first planetary gear (12) and a second planetary gear (13) rotatably mounted on it. The first planetary gear (12) and the second planetary gear (13) are fixed to each other and rotate as a whole. The first sun gear (11) meshes with the inner side of the first planetary gear (12), and a third planetary gear (14) meshes with it on the outer side. A transmission gear ring (15) meshes with the third planetary gear (14), and the transmission gear ring (15) is connected to one of the half shafts (100). The second sun gear (16) meshes with the inner side of the second planetary gear (13), and the second sun gear (16) is connected to the other half shaft (100).

2. A torque vector distribution device, characterized in that: It includes two motors (3) that are connected to the dual-input dual-output high differential torque planetary gear mechanism as described in claim 1, wherein one of the motors (3) is the first power source and the other motor (3) is the second power source.

3. The torque vector distribution device according to claim 2, characterized in that: The central axis of the motor shaft (31) of the motor (3) is parallel to the central axis of the half shaft (100). One of the motors (3) is connected to the first driven gear (18) through a transmission assembly. The first driven gear (18) is sleeved on the half shaft (100) and fixedly connected to the common planetary carrier (1). The other motor (3) is connected to the second driven gear (19) through a transmission assembly. The second driven gear (19) is sleeved on the half shaft (100) and fixedly connected to the first sun gear (11).

4. The torque vector distribution device according to claim 3, characterized in that: The transmission assembly includes a drive gear (32) fixed on the motor shaft (31) of the motor (3). An intermediate shaft (4) parallel to the motor shaft (31) and the half shaft (100) is also provided. A transmission gear (41) and a linkage gear (42) are fixed on the intermediate shaft (4). The drive gear (32) meshes with the transmission gear (41), and the linkage gear (42) meshes with the first driven gear (18) or the second driven gear (19).

5. The torque vector distribution device according to claim 4, characterized in that: The motors (3) are symmetrically arranged and located on the same side of the half shaft (100). The motor shafts (31) of the motors (3) face each other and are coaxially arranged.

6. The torque vector distribution device according to claim 4, characterized in that: The motor (3) is symmetrically arranged on both sides of the half shaft (100).

7. The torque vector distribution device according to claim 5 or 6, characterized in that: A traction clutch sleeve (8) is fixed on the half shaft (100) connected to the first sun gear (11). A synchronizer (81) is provided on the second driven gear (19) to rotate synchronously with it. The traction clutch sleeve (8) and the synchronizer (81) are located on the side of the second driven gear (19) away from the first driven gear (18), and the synchronizer (81) can be coupled with the traction clutch sleeve (8).

8. The torque vector distribution device according to claim 5 or 6, characterized in that: A hollow shaft is fitted on the half shaft (100) connected to the first sun gear (11). The second driven gear (19) and the first sun gear (11) are both fixed on the hollow shaft. A traction clutch sleeve (8) is fixed on the hollow shaft. A synchronizer (81) is provided on the first driven gear (18) to rotate synchronously with it. The traction clutch sleeve (8) and the synchronizer (81) are located between the second driven gear (19) and the first driven gear (18), and the synchronizer (81) can be coupled with the traction clutch sleeve (8).

9. The torque vector distribution device according to claim 2, characterized in that: The central axis of the motor shaft (31) of the motor (3) is coaxial with the central axis of the half shaft (100). One of the motors (3) is connected to the common planetary carrier (1) through a reduction planetary gear set (9), and the other motor (3) is connected to the first sun gear (11) through a reduction planetary gear set (9).

10. The torque vector distribution device according to claim 9, characterized in that: The reduction planetary gear set (9) includes a reduction planetary carrier (91) and a reduction planetary gear (92) disposed thereon. The inner side of the reduction planetary gear (92) is provided with a reduction sun gear (93) meshing with it. The reduction sun gear (93) is fixed on the motor shaft (31) of the motor (3). The outer side of the reduction planetary gear (92) is provided with a reduction gear ring (94) meshing with it. The reduction gear ring (94) is disposed on the torque transfer mechanism housing. The reduction planetary carrier (91) rotates synchronously with the first sun gear (11) or the shared planetary carrier (1).

11. The torque vector distribution device according to claim 10, characterized in that: The motor (3) is symmetrically arranged at both ends of the planetary gear mechanism with dual input and dual output high differential torque.

12. The torque vector distribution device according to claim 11, characterized in that: The motor (3) is located at the same end of the planetary gear mechanism with dual inputs and dual outputs and high differential torque.

13. A vehicle, characterized in that: For a vehicle with a purely electric front or rear axle drive, including the torque vectoring distribution device as described in any one of claims 2-12.

Images