Vehicle transmission system integrated with torque vector

Abstract

The invention provides a vehicle transmission system integrated with torque vectors. The vehicle transmission system comprises a reduction gearbox, a torque vector generator and a torque vector generator, the driving motor is in transmission connection with the input end of the reduction gearbox; the two groups of output shafts are in transmission connection with the output end of the reduction gearbox; the two groups of clutches are arranged between the reduction gearbox and the two groups of output shafts and respectively control whether the speed reducer and the two groups of output shafts are in transmission or not; the lubricating system is connected with the reduction gearbox and the two sets of clutches through oil ways and lubricates and cools the reduction gearbox and the two sets of clutches, and a driving pump of the lubricating system is in transmission connection with the output end of the reduction gearbox. Sufficient lubricating oil can be continuously provided for the reduction gearbox and the two clutches, efficient lubricating and cooling are achieved, the temperature of the reduction gearbox and friction plates is effectively prevented from being too high, and stable torque output is ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmission, and in particular to a vehicle transmission system with integrated torque vectoring. Background Art

[0002] The vehicle transmission system with integrated torque vectoring is an automotive transmission technology system that improves the performance, handling and stability of the vehicle by precisely controlling torque distribution. The current vehicle transmission system with clutch-type integrated torque vectoring is prone to excessive friction plate temperature under harsh working conditions, which can easily lead to torque instability or even loss of function. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a vehicle transmission system with integrated torque vectoring, which can continuously provide sufficient lubricating oil to the reduction box and two sets of clutches, achieve efficient lubrication and cooling, effectively avoid excessive temperature of the reduction box and friction plate, and ensure stable torque output.

[0004] In order to solve the above technical problems, the technical solution of the present invention is as follows: a vehicle transmission system with integrated torque vectoring, comprising:

[0005] Gearbox;

[0006] A driving motor connected to the input end of the reduction gearbox;

[0007] Two sets of output shafts drivingly connected to the output end of the reduction box;

[0008] Two sets of clutches are arranged between the reduction gearbox and the two sets of output shafts, and the two sets of clutches respectively control whether the reduction gearbox and the two sets of output shafts are transmitting or not;

[0009] A lubrication system connected to the reduction box and the two clutches through an oil circuit, the lubrication system lubricates and cools the reduction box and the two clutches, and a drive pump of the lubrication system is transmission-connected to an output end of the reduction box.

[0010] Optionally, the reduction box comprises:

[0011] A reduction gearbox input shaft drivingly connected to the drive motor;

[0012] An intermediate shaft is drivingly connected to the input shaft of the reduction box, and the intermediate shaft is drivingly connected to the two sets of clutches respectively through a ring gear.

[0013] Optionally, the clutch comprises:

[0014] A steel plate, a friction plate and a clutch outer hub are sequentially sleeved between the corresponding output shaft and the gear ring from the inside to the outside, wherein the steel plate is fixedly connected to the output shaft, and the clutch outer hub is fixedly connected to the gear ring;

[0015] A pressure plate, a thrust ring, a thrust bearing and a piston are sequentially arranged on the outer side of the friction plate;

[0016] a spring disposed between the push ring and the clutch outer hub;

[0017] An actuator provides oil pressure to the piston. The actuator supplies oil to the piston. The piston pushes the thrust bearing, push ring, and pressure plate to press the friction plate and steel plate. At the same time, the push ring presses the spring. The torque of the ring gear is transmitted to the output shaft through the clutch outer hub, friction plate, and steel plate to achieve clutch engagement. The actuator cuts off oil to the piston, and the spring rebound drives the pressure plate, push ring, thrust bearing and piston back to the initial position to achieve clutch disconnection.

[0018] Optionally, the lubrication system comprises:

[0019] A driving pump, wherein a driving pump rotor of the driving pump is drivingly connected to the intermediate shaft, a driving pump housing of the driving pump is integrally formed with a reduction gearbox housing, and an oil outlet of the driving pump is connected to oil holes provided at the output shaft, the clutch outer hub, the friction plate and the thrust bearing through an oil passage;

[0020] Wherein, the driving pump rotor, under the transmission of the intermediate shaft, transmits oil to the output shaft, the clutch outer hub, the friction plate and the thrust bearing for cooling and lubrication.

[0021] Optionally, the actuator includes:

[0022] Actuator oil chamber;

[0023] A brushless DC motor and a plunger pump disposed in the oil chamber of the actuator;

[0024] Electronic control unit ECU, the ECU receives the vehicle's oil supply signal, controls the brushless DC motor to work, drives the plunger of the plunger pump to move inward, the pump chamber volume decreases, the oil flows into the piston due to the increased extrusion pressure, the ECU receives the vehicle's oil cut-off signal, controls the brushless DC motor to stop working, the oil loses pressure, and the spring presses the oil from the piston back to the pump chamber.

[0025] Optionally, the actuator oil chamber is connected to the output shaft oil seal through a supplementary oil circuit.

[0026] Optionally, the actuator oil chamber is isolated from the large oil chamber of the clutch.

[0027] Optionally, the sump of the clutch is a dry oil sump.

[0028] Optionally, a large piston cavity and a small piston cavity are provided between the actuator oil cavity and the piston;

[0029] Among them, the ECU receives the vehicle oil supply signal and performs two stages of work. In the first stage, the brushless DC motor is controlled to reversely drive the plunger pump to suck the oil from the piston back to the pump chamber, and supply oil to the piston through the small piston chamber through the return oil path, so that the clutch is pre-engaged. In the second stage, the brushless DC motor is controlled to forwardly drive the plunger pump, and the oil is supplied to the piston through the large piston chamber and the small piston chamber at the same time, so that the clutch is fully engaged.

[0030] Optionally, the clutch outer hub is fixedly connected to the ring gear by bolts.

[0031] The above solution of the present invention includes at least the following beneficial effects:

[0032] In the above solution of the present invention, the lubrication system of the present invention adopts active lubrication mode, and the driving pump of the lubrication system is connected with the output end of the reduction box, which can continuously provide sufficient lubricating oil for the reduction box and two sets of clutches to achieve efficient lubrication and cooling. Even under harsh working conditions, it can effectively avoid the reduction box and friction plate from overheating, ensure stable torque output, and reduce the risk of product failure.

[0033] By using two sets of clutches to accurately control the transmission of the reducer and the two sets of output shafts, more precise torque vector control can be achieved, and the torque can be better distributed to the wheels according to the vehicle's driving status and road conditions, thereby improving the vehicle's handling stability and driving experience under various working conditions.

[0034] The vehicle's transmission system uses a drive motor as the power source to achieve left and right torque vector control during vehicle driving, which can improve the driving stability and fuel economy of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a schematic structural diagram of a vehicle transmission system with integrated torque vectoring of the present invention.

[0036] Figure 2 It is a transmission relationship diagram between the vehicle transmission system with integrated torque vectoring and the wheels of the present invention.

[0037] Figure 3 It is a schematic structural diagram of the left actuator oil chamber of the vehicle transmission system with integrated torque vectoring of the present invention.

[0038] Figure 4 It is a schematic structural diagram of the right actuator oil chamber of the vehicle transmission system with integrated torque vectoring of the present invention.

[0039] Figure 5 It is a schematic structural diagram of a dry sump of a vehicle transmission system with integrated torque vectoring of the present invention.

[0040] Figure 6It is a schematic diagram of the positions of the small piston cavity and the large piston cavity of the vehicle transmission system with integrated torque vectoring of the present invention.

[0041] Description of reference numerals:

[0042] 1. Drive motor; 2. Reducer input shaft; 3. Intermediate shaft; 4. Drive pump rotor; 5. Ring gear; 6. Piston; 7. Push ring; 8. Spring; 9. Clutch outer hub; 10. Wheel; 11. Bolt; 12. Pressure plate; 13. Steel sheet; 14. Friction plate; 15. Output shaft; 16. Vehicle half-axle spline; 17. Actuator; 18. Thrust bearing, 19. Actuator oil chamber; 20. Small piston chamber; 21. Large piston chamber; 22. Dry oil sump. DETAILED DESCRIPTION

[0043] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0044] like Figure 1 As shown, an embodiment of the present invention provides a vehicle transmission system with integrated torque vectoring, comprising:

[0045] Gearbox;

[0046] A driving motor 1 connected to the input end of the reduction gearbox;

[0047] Two sets of output shafts 15 are drivingly connected to the output end of the reduction box;

[0048] Two sets of clutches are arranged between the reduction box and the two sets of output shafts 15, and the two sets of clutches respectively control whether the reduction box and the two sets of output shafts 15 are transmitting or not;

[0049] A lubrication system connected to the reduction box and the two clutches through an oil circuit, the lubrication system lubricates and cools the reduction box and the two clutches, and a drive pump of the lubrication system is transmission-connected to an output end of the reduction box.

[0050] Specifically, Figure 2 As shown, the output shaft 15 is drivingly connected to the vehicle half-axle spline 16 and the wheel 10 .

[0051] The lubrication system of the present invention adopts active lubrication. The driving pump of the lubrication system is connected to the output end of the reduction box, which can continuously provide sufficient lubricating oil for the reduction box and two sets of clutches to achieve efficient lubrication and cooling. Even under harsh working conditions, it can effectively avoid the reduction box and the friction plate 14 from overheating, ensure stable torque output, and reduce the risk of product failure.

[0052] By accurately controlling the transmission of the reducer and the two output shafts 15 through two sets of clutches, more accurate torque vector control can be achieved, and the torque can be reasonably distributed to the wheels 10 according to the vehicle's driving state and road conditions, thereby improving the vehicle's handling stability and driving experience under various working conditions.

[0053] The vehicle transmission system adopts the drive motor 1 as the power source to realize left and right torque vector control during vehicle driving, which can improve the driving stability and fuel economy of the whole vehicle.

[0054] In an optional embodiment of the present invention, the reduction gearbox comprises:

[0055] A reduction gearbox input shaft 2 drivingly connected to the drive motor 1;

[0056] The intermediate shaft 3 is drivingly connected to the reduction box input shaft 2, and the intermediate shaft 3 is drivingly connected to the two sets of clutches respectively through the ring gear 5.

[0057] The clutch comprises:

[0058] The steel sheet 13, the friction sheet 14, and the clutch outer hub 9 are sequentially sleeved between the corresponding output shaft 15 and the gear ring 5 from the inside to the outside, wherein the steel sheet 13 is fixedly connected to the output shaft 15, and the clutch outer hub 9 is fixedly connected to the gear ring 5;

[0059] The pressure plate 12, the thrust ring 7, the thrust bearing 18 and the piston 6 are sequentially arranged on the outer side of the friction plate 14;

[0060] A spring 8 provided between the push ring 7 and the clutch outer hub 9;

[0061] The actuator 17 provides oil pressure to the piston 6. The actuator 17 supplies oil to the piston 6. The piston 6 pushes the thrust bearing 18, the push ring 7, and the pressure plate 12 to press the friction plate 14 and the steel plate 13. At the same time, the push ring 7 presses the spring 8. The torque of the ring gear 5 is transmitted to the output shaft 15 through the clutch outer hub 9, the friction plate 14, and the steel plate 13 to achieve clutch engagement. The actuator 17 cuts off the oil supply to the piston 6, and the spring 8 rebounds to drive the pressure plate 12, the push ring 7, the thrust bearing 18 and the piston 6 back to the initial position to achieve clutch disconnection.

[0062] Specifically, the drive motor 1 drives the reduction gear input shaft 2, the reduction gear input shaft 2 drives the intermediate shaft 3, the intermediate shaft 3 drives the ring gear 5, the ring gear 5 transmits the torque to the clutch outer hub 9, when the actuator 17 controls the clutch to engage, the clutch outer hub 9 transmits the torque to the output shaft 15 through the friction plate 14 and the steel plate 13, thereby realizing the torque output at both ends of the wheel 10.

[0063] In this example, the transmission connection design of the reduction gearbox input shaft 2, the intermediate shaft 3 and the ring gear 5 constructs a stable and efficient power transmission path. The power of the drive motor 1 is transmitted to the intermediate shaft 3 through the reduction gearbox input shaft 2, and then accurately distributed to the two sets of clutches through the ring gear 5, reducing energy loss and power fluctuations during power transmission, ensuring that the power can be smoothly and efficiently transmitted to the wheels 10 under different working conditions, and improving the stability of the overall power performance of the vehicle.

[0064] The clutch adopts a sleeve structure of steel plate 13, friction plate 14 and clutch outer hub 9 from inside to outside, and cooperates with the design of outer pressure plate 12, push ring 7, thrust bearing 18, piston 6 and spring 8, and the overall layout is compact and reasonable. This structure enables the clutch to effectively disperse pressure when transmitting torque, enhance the fitting stability between friction plate 14 and steel plate 13, improve torque transmission efficiency, reduce wear caused by loose structure or uneven force, and extend the service life of the clutch.

[0065] The actuator 17 accurately controls the engagement and disengagement of the clutch by supplying and cutting off oil to the piston 6. During the driving process of the vehicle, regardless of special road conditions such as turning, going around, getting out of trouble, etc., the actuator 17 can respond quickly and accurately control the oil pressure to achieve rapid engagement and smooth disengagement of the clutch. This not only improves the smoothness of driving operations, but also avoids power interruptions or shocks caused by improper clutch control, bringing a more comfortable and safe driving experience to the driver. When the clutch is engaged, it can improve the handling and driving experience of the entire vehicle, and when the clutch is disengaged, it can reduce the energy consumption of the entire vehicle.

[0066] Two clutches of the same size are symmetrically arranged on both sides of the gear ring 5, and the clutch outer hub 9 is fixedly connected to the gear ring 5 by bolts 11, which can reduce the deformation of the gear ring 5 when subjected to force, reduce the deformation of the gear set of the reduction box, and reduce the risk of life loss and reduced vehicle riding comfort caused by the deformation of the gear set of the reduction box. At the same time, reasonable axial space can be used to reasonably increase the number of friction plates 14, improve the torque capacity of the clutch, and improve the flexibility of the design scheme.

[0067] Specifically, the inner circle of the ring gear 5 and the outer circle of the clutch outer hub 9 are assembled through an interference fit, and the ring gear 5 and the clutch outer hub 9 are press-fitted and then connected with bolts 11 to ensure that the tolerance of the tapered bearing mounting positions on both sides of the clutch outer hub 9 is small, thereby reducing the risk of gear wear and reduced vehicle riding comfort during the operation of the gear system; in addition, the ring gear 5 and the clutch outer hub 9 are press-fitted on one side, and the ring gear 5 and the clutch outer hub 9 are designed with a clearance fit on the other side. By controlling the machining accuracy of the parts, the tolerance after assembly is within a reasonable range, and they are fixed by bolts 11; or the ring gear 5 and the clutch outer hub 9 on both sides are designed with a clearance with high machining accuracy and fixed by bolts 11, which can also achieve similar functions.

[0068] In an optional embodiment of the present invention, the actuator 17 includes:

[0069] Actuator oil chamber 19;

[0070] A brushless DC motor and a plunger pump disposed in the actuator oil chamber 19;

[0071] Electronic control unit ECU, the ECU receives the vehicle oil supply signal, controls the brushless DC motor to work, drives the plunger of the plunger pump to move inward, the pump chamber volume decreases, the oil is squeezed and the pressure increases and flows into the piston 6. The ECU receives the vehicle oil cut-off signal, controls the brushless DC motor to stop working, the oil loses pressure, and the spring 8 presses the oil from the piston 6 back to the pump chamber.

[0072] In this example, the electronic control unit ECU in the actuator 17 can accurately receive the vehicle's oil supply and oil cut-off signals, and then accurately control the operation of the brushless DC motor. When oil supply is required, the plunger of the plunger pump is driven to move inward, so that the volume of the pump chamber is reduced, and the oil is squeezed and flows into the piston 6 at an increased pressure, ensuring that the clutch can be quickly and stably engaged to achieve reliable power transmission. When the oil cut-off signal is received, the brushless DC motor is controlled to stop working, the oil loses pressure, and the spring 8 presses the oil from the piston 6 back to the pump chamber, allowing the clutch to disconnect smoothly. This precise oil pressure control can accurately adjust the working state of the clutch according to the actual driving conditions of the vehicle, such as turning, going around, high and low auxiliary roads, etc., to ensure the accuracy and stability of the vehicle's power transmission, improve the smoothness and comfort of driving operations, and at the same time ensure that the vehicle reduces energy consumption when it is converted to a two-wheel drive state.

[0073] The brushless DC motor has the advantage of fast response speed. With the fast signal processing capability of the ECU, the actuator 17 can respond to the vehicle signal in a very short time. During vehicle driving, the working conditions change frequently. For example, during sudden acceleration, the clutch needs to be quickly engaged to transmit greater torque. The actuator 17 can act quickly, quickly increase the oil pressure, and quickly engage the clutch to meet the vehicle power requirements. This fast response characteristic can effectively improve the vehicle's power response performance, allowing the driver to feel more sensitive power feedback when operating the vehicle, and enhance the driving experience.

[0074] In an optional embodiment of the present invention, Figure 3 , Figure 4 As shown, the actuator oil chambers 19 of the left and right actuators 17 adopt an independent sealing design, and are isolated from the large oil chamber of the reducer. The setting volume of the actuator oil chamber 19 is larger than the stroke of the piston 6 and the volume of the actuator oil circuit. The actuator oil chamber 19 is connected to the oil seal of the output shaft 15 through the supplementary oil circuit to prevent the page height of the oil seal of the output shaft 15 from being too high, reduce the risk of leakage at the oil seal, and at the same time, the oil volume of the actuator oil chamber 19 can be replenished to replenish the leakage of the actuator oil chamber 19 in time. The bottom shell of the clutch is a dry oil sump 22, which reduces the oil stirring loss of the reducer and improves the endurance of the whole vehicle.

[0075] In this example, the actuator oil chambers 19 of the left and right actuators 17 are designed with independent sealing and isolated from the large oil chamber of the reducer. This isolation setting effectively prevents the fluctuation, impurities and pressure changes of the oil in the large oil chamber of the reducer from interfering with the actuator oil chamber 19.

[0076] The volume of the actuator oil chamber 19 is larger than the volume of the piston 6 stroke and the actuator oil circuit, providing sufficient storage space for the oil. When the actuator 17 works frequently and the piston 6 reciprocates, there is always enough oil to maintain the oil pressure, avoiding the situation of unstable oil pressure or failure of the actuator 17 due to insufficient oil.

[0077] The actuator oil chamber 19 is connected to the oil seal of the output shaft 15 through a supplementary oil circuit, which can prevent the page height at the oil seal of the output shaft 15 from being too high. Too high an oil level at the oil seal can easily cause the oil seal to be subjected to excessive pressure, thereby increasing the risk of leakage. Through this design, the oil level at the oil seal can be effectively controlled, the pressure on the oil seal can be reduced, the probability of leakage can be reduced, and the service life of the oil seal can be extended. At the same time, when a small amount of leakage occurs in the actuator oil chamber 19, the supplementary oil circuit can replenish the oil in time, maintain the normal working state of the actuator oil chamber 19, reduce the failure of the actuator 17 caused by oil leakage, and further improve the reliability and durability of the actuator 17.

[0078] like Figure 5As shown, the clutch adopts a dry oil sump 22 design, which significantly reduces the oil stirring loss of the reducer. In a traditional wet oil sump, parts such as gears will generate large oil stirring resistance when rotating in the oil, consuming part of the power of the drive motor 1. The dry oil sump 22 reduces this resistance, so that the power output by the drive motor 1 is more used to drive the vehicle forward, thereby improving energy utilization efficiency.

[0079] In an optional embodiment of the present invention, the lubrication system comprises:

[0080] A driving pump, wherein a driving pump rotor 4 of the driving pump is drivingly connected to the intermediate shaft 3, a driving pump housing of the driving pump is integrally formed with a reduction gearbox housing, and an oil outlet of the driving pump is connected to oil holes provided at the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 through an oil passage;

[0081] The driving pump rotor 4 is driven by the intermediate shaft 3 to transmit oil to the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 for cooling and lubrication.

[0082] Specifically, the drive motor 1 drives the reduction box input shaft 2, the reduction box input shaft drives the intermediate shaft 3, and the intermediate shaft 3 drives the drive pump rotor 4 through the spline. The oil in the oil holes at the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 cools and lubricates the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 through the centrifugal force generated by the rotation. The drive pump is a mechanical pump or an electronic pump.

[0083] In this example, the driving pump rotor 4 is connected to the intermediate shaft 3 by transmission, and the driving pump housing is integrally formed with the reduction gearbox housing. This tight structural connection ensures that the lubrication system can work stably. When the vehicle is running, the driving motor 1 drives the reduction gearbox input shaft 2, and then the intermediate shaft 3 is operated. The intermediate shaft 3 drives the driving pump rotor 4 through the spline, so that the driving pump can continuously and stably transmit the oil to the oil holes at the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18. Under complex working conditions, such as frequent starting and stopping, high-speed driving or heavy-load transportation, it can also ensure that these key components are fully and timely lubricated, effectively reduce the friction coefficient between components, prevent wear, overheating and even jamming caused by insufficient lubrication, extend the service life of components, and improve the reliability and stability of the vehicle transmission system.

[0084] The oil in the oil holes of the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 uses the centrifugal force generated by the rotation to perform all-round cooling and lubrication on these components. Taking the friction plate 14 as an example, during the frequent engagement and disengagement of the clutch, the friction plate 14 will generate a large amount of heat due to friction. The oil under the action of centrifugal force can quickly take away this heat, keep the working temperature of the friction plate 14 within a reasonable range, and avoid problems such as a decrease in the friction coefficient and unstable torque transmission caused by overheating. For the thrust bearing 18, cooling and lubrication can reduce its wear when it is subjected to axial force, ensure its smooth operation, thereby improving the working performance of the entire clutch system and ensuring the smoothness of the vehicle's power transmission.

[0085] Specifically, the oil suction port of the driving pump is arranged at the lowest point of the reduction box to ensure the normal operation of the driving pump during operation.

[0086] like Figure 6 As shown, in an optional embodiment of the present invention, a large piston cavity 21 and a small piston cavity 20 are provided between the actuator oil cavity 19 and the piston 6;

[0087] Among them, the ECU receives the vehicle oil supply signal and performs two stages of work. In the first stage, the brushless DC motor is controlled to reversely drive the plunger pump to suck the oil from the piston 6 back to the pump chamber, and the oil is supplied to the piston 6 through the small piston cavity 20 through the return oil path, so that the clutch is pre-engaged. In the second stage, the brushless DC motor is controlled to forwardly drive the plunger pump, and the oil is supplied to the piston 6 through the large piston cavity 21 and the small piston cavity 20 at the same time, so that the clutch is fully engaged.

[0088] In this example, by setting up large and small piston cavities 20 and ECU staged control, at the initial stage of clutch engagement, i.e., the first stage, the ECU controls the brushless DC motor to reverse, drives the plunger pump to quickly suck the oil from the piston 6 back to the pump chamber, and supplies oil to the piston 6 through the return oil path through the small piston cavity 20, so that the clutch can quickly reach the pre-engagement state, i.e., the Kisspoint (pre-engagement point) position. In this stage, the smaller volume of the small piston cavity 20 is used to achieve rapid filling of the oil, which greatly shortens the time from the clutch receiving the command to the start of transmitting a certain torque. During the vehicle driving process, the driver can clearly feel the more agile power response and improve the driving experience.

[0089] In the second stage, the ECU controls the brushless DC motor to rotate forward, driving the plunger pump to supply oil to the piston 6 through the large piston cavity 21 and the small piston cavity 20 at the same time, so that the clutch is fully engaged. This design makes the torque transmission of the clutch smoother during the engagement process and can be accurately adjusted according to actual needs. In the transition stage from pre-engagement to full engagement, the oil flow of the large and small piston cavities can be reasonably allocated according to the driving state of the vehicle and the driver's operating intention, ensuring that the clutch can respond quickly and avoid torque mutations when transmitting torque, ensuring the smoothness of the vehicle's driving, and reducing the vehicle's frustration caused by improper clutch engagement.

[0090] During the clutch engagement process, the oil supply is controlled in stages to avoid the long response time caused by using the large piston cavity 21 in the initial stage. In the first stage, the small piston cavity 20 is used for rapid pre-engagement. At this time, the oil pump only needs to overcome a small resistance and consume less energy. As the clutch engagement deepens, the large piston cavity 21 is started to participate in the work and provide sufficient oil pressure according to actual needs. Compared with the traditional single cavity and stageless control method, this refined control method effectively speeds up the pre-compression response time and improves the driving experience and the dynamic performance of the vehicle.

[0091] Specifically, the standard actuator 17 can be selected to cooperate with the solenoid valve to switch the direction of the oil circuit, and supply the oil to the large piston cavity 21 and the small piston cavity 20 respectively. The working principle is the same as above.

[0092] The present invention adopts active lubrication of the clutch and a dry oil pan 22 to reduce the risk of overheating of the clutch under extreme working conditions. At the same time, the friction plate 14 is within a reasonable temperature range, which can reduce the torque loss caused by excessive temperature and output greater torque under extreme working conditions. The actuator 17 and the actuator oil chamber 19 of the present invention are designed to ensure independent left and right control of the clutch, thereby ensuring that the whole vehicle can quickly and stably achieve the torque vectoring function at a large inclination angle. The present invention can improve the adaptability of the product through symmetrical clutch design and assembly, make full use of the axial space, and increase the torque capacity of the clutch. At the same time, the support of the clutch outer hub 9 can reduce the deformation of the gear set, increase the life of the gear set, and improve the NVH (sound insulation, vibration isolation, and optimized design) performance of the product.

[0093] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle transmission system with integrated torque vectoring, characterized in that: include: Gearbox; A driving motor (1) drivingly connected to the input end of the reduction box; Two sets of output shafts (15) drivingly connected to the output end of the reduction box; Two sets of clutches are arranged between the reduction box and the two sets of output shafts (15), and the two sets of clutches respectively control whether the reduction box and the two sets of output shafts (15) are in transmission; A lubrication system connected to the reduction box and the two clutches through an oil circuit, the lubrication system lubricates and cools the reduction box and the two clutches, and a drive pump of the lubrication system is transmission-connected to an output end of the reduction box.

2. The vehicle transmission system with integrated torque vectoring according to claim 1, characterized in that: The reduction gearbox comprises: A reduction gearbox input shaft (2) drivingly connected to the drive motor (1); An intermediate shaft (3) is transmission-connected to the reduction box input shaft (2); the intermediate shaft (3) is transmission-connected to two sets of clutches respectively via a ring gear (5).

3. The vehicle transmission system with integrated torque vectoring according to claim 2, characterized in that: The clutch comprises: A steel plate (13), a friction plate (14) and a clutch outer hub (9) are sequentially sleeved between the corresponding output shaft (15) and the gear ring (5) from the inside to the outside, wherein the steel plate (13) is fixedly connected to the output shaft (15), and the clutch outer hub (9) is fixedly connected to the gear ring (5); A pressure plate (12), a thrust ring (7), a thrust bearing (18) and a piston (6) are sequentially arranged on the outer side of the friction plate (14); A spring (8) disposed between the push ring (7) and the clutch outer hub (9); An actuator (17) provides oil pressure to the piston (6). The actuator (17) supplies oil to the piston (6). The piston (6) pushes the thrust bearing (18), the push ring (7), and the pressure plate (12) to press the friction plate (14) and the steel plate (13). At the same time, the push ring (7) presses the spring (8). The torque of the ring gear (5) is transmitted to the output shaft (15) via the clutch outer hub (9), the friction plate (14), and the steel plate (13), so that the clutch is engaged. The actuator (17) cuts off the oil supply to the piston (6), and the spring (8) rebounds to drive the pressure plate (12), the push ring (7), the thrust bearing (18), and the piston (6) back to the initial position, so that the clutch is disconnected.

4. The vehicle transmission system with integrated torque vectoring according to claim 3, characterized in that: The lubrication system comprises: A driving pump, wherein a driving pump rotor (4) of the driving pump is drivingly connected to the intermediate shaft (3), a driving pump housing of the driving pump is integrally formed with a reduction gearbox housing, and an oil outlet of the driving pump is connected to oil holes provided at an output shaft (15), a clutch outer hub (9), a friction plate (14) and a thrust bearing (18) through an oil passage; The driving pump rotor (4) is driven by the intermediate shaft (3) to transmit oil to the output shaft (15), the clutch outer hub (9), the friction plate (14) and the thrust bearing (18) for cooling and lubrication.

5. The vehicle transmission system with integrated torque vectoring according to claim 3, characterized in that: The actuator (17) comprises: Actuator oil chamber (19); A brushless DC motor and a plunger pump are arranged in the actuator oil chamber (19); An electronic control unit ECU receives a vehicle oil supply signal, controls the brushless DC motor to work, drives the plunger of the plunger pump to move inward, reduces the volume of the pump chamber, and increases the pressure of the oil to flow into the piston (6). The ECU receives a vehicle oil cut-off signal, controls the brushless DC motor to stop working, and the oil loses pressure. The spring (8) presses the oil from the piston (6) back to the pump chamber.

6. The vehicle transmission system with integrated torque vectoring according to claim 5, characterized in that: The actuator oil chamber (19) is in communication with the oil seal of the output shaft (15) via a supplementary oil passage.

7. The vehicle transmission system with integrated torque vectoring according to claim 5, characterized in that: The actuator oil chamber (19) is isolated from the large oil chamber of the clutch.

8. The vehicle transmission system with integrated torque vectoring according to claim 3, characterized in that: The bottom shell of the clutch is a dry oil bottom shell (22).

9. The vehicle transmission system with integrated torque vectoring according to claim 5, characterized in that: A large piston cavity (21) and a small piston cavity (20) are provided between the actuator oil cavity (19) and the piston (6); The ECU receives a vehicle oil supply signal and performs two-stage operation. In the first stage, the brushless DC motor is controlled to reversely drive the plunger pump to suck oil from the piston (6) back into the pump chamber, and oil is supplied to the piston (6) through the small piston chamber (20) via the oil return oil path, so that the clutch is pre-engaged. In the second stage, the brushless DC motor is controlled to forwardly drive the plunger pump, and oil is supplied to the piston (6) through the large piston chamber (21) and the small piston chamber (20) at the same time, so that the clutch is fully engaged.

10. The vehicle transmission system with integrated torque vectoring according to claim 4, characterized in that: The clutch outer hub (9) is fixedly connected to the gear ring (5) via bolts (11).

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