Torque vector control system

Abstract

The invention discloses a torque vector control system which comprises a differential mechanism, one side of the differential mechanism is connected with a left half shaft, and the other side of the differential mechanism is connected with a right half shaft; the vector motor transmits power to the left half shaft and a shell of the differential mechanism through the transmission assembly, the transmission assembly at least comprises a first planet carrier and a first planet wheel, a first sun wheel is arranged on the inner side of the first planet wheel, and the motor shaft transmits power to the first sun wheel. A first gear ring is arranged on the outer side of the first planet wheel, a second planet carrier is connected to the first gear ring, a first-stage planet wheel and a second-stage planet wheel are arranged on the second planet carrier, the first-stage planet wheel is connected with a second sun wheel, and the second sun wheel is arranged on the torque transfer mechanism shell; a second gear ring is arranged on the outer side of the second-stage planet wheel and fixedly connected with the shell. According to the scheme, the second gear ring is fixedly connected to the shell of the differential mechanism for torque output, the torque difference between the left half shaft and the right half shaft can be larger, large torque can be output when a vehicle rotates at a low speed, and the acceleration time during starting and overtaking is remarkably shortened. And meanwhile, the vehicle is endowed with stronger gradeability, particularly on an abrupt slope or a muddy road section, wheels can be stably driven through low-rotating-speed and high-torque output, power interruption or slipping is avoided, and the safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile power chassis, and in particular to a torque vector control system. Background Art

[0002] As an important solution for new energy vehicles, electric vehicles have the advantages of energy saving and environmental protection. At present, there are three main types of drive for electric vehicles: centralized drive system, the power output by the drive motor is transmitted to the drive shaft through the transmission, and then to the wheels by the differential, and one or several motors control four wheels at the same time; wheel-side drive system, the drive motor is arranged on the drive axle, and each motor controls one wheel; wheel hub drive system, the motor, reducer, and brake are placed in the wheel hub, each motor drives a wheel alone to drive the whole vehicle. Among them, the use of wheel hub drive system, that is, electric wheel solution, is most conducive to improving the performance of the whole vehicle. The drive system of the wheel hub motor simplifies the transmission, drive shaft, and differential in traditional cars, and directly transmits power to the wheels, which greatly improves the transmission efficiency and space utilization. In addition, since the wheel hub motor has the characteristics of independent control of a single wheel, it can be relatively easy to achieve whether it is front-wheel drive, rear-wheel drive or four-wheel drive. At the same time, the wheel hub motor can achieve differential turning through the unequal speed rotation of the wheels on both sides, greatly reducing the turning radius of the car. In special circumstances, it can even achieve in-situ turning, which is very valuable for special vehicles.

[0003] Electric wheel technology has entered the product application stage in the field of foreign civilian vehicles. Domestic wheel hub motor drive vehicles are in the technical research stage. Major foreign automobile companies have developed electric wheel vehicles. The United States, Germany, France, Japan, etc. are all conducting research on military hybrid technology, and without exception, they all adopt the electric wheel drive + hybrid power solution. It can be seen that the use of electric wheel drive has become an important direction for the development of the future new generation of electric vehicle drive systems. The electric wheel is the key assembly of this technology. Automobiles using this technology have the advantages of energy saving, efficient recovery of braking energy, and simplified vehicle structure.

[0004] At present, most of the electric wheels of cars adopt the direct-drive wheel hub motor solution, where the wheels are directly driven by the low-speed outer rotor motor. However, the current motor output torque is insufficient, which greatly hinders the development of electric wheels. Under the working conditions that require large torque, such as starting, climbing, and heavy load, the motor is required to input large current, which not only easily damages the battery and permanent magnet, but also has low motor efficiency and is prone to heat. In order to ensure large starting torque and good dynamic performance, the requirements for the motor are very high, which is difficult to achieve technically.

[0005] Authorization announcement number CN106195193B discloses a dual-clutch planetary electric differential, which relates to the field of automotive technology, including a main differential, a dual planetary gear planetary gear, a torque distribution left planetary gear, a torque distribution right planetary gear, a reduction planetary gear, a power clutch, a torque distribution clutch and a motor; the switching of different working modes can be achieved by controlling the engagement and disengagement of the torque distribution clutch and the power clutch. However, although the differential has theoretically solved the problems in principle and technology, it requires three sets of planetary gear reduction mechanisms, which have a complex structure, a small torque difference, and a weak ability to get out of trouble. It also causes a sharp increase in unsprung mass, affecting the smoothness and maneuverability of the car. In addition, the arrangement of the planetary gears in the differential leads to serious lack of heat dissipation, which will accelerate the oxidation and deterioration of the oil, reduce the lubrication performance and cooling effect, and may cause abnormal wear of gears, bearings and other components, reducing transmission efficiency. At the same time, it will also accelerate the aging of rubber seals (such as oil seals), causing oil leakage in the transmission, further weakening the heat dissipation capacity and contaminating surrounding components, posing a safety hazard. ‌ Summary of the invention

[0006] The purpose of the present invention is to overcome the deficiencies in the prior art and provide a torque vector control system.

[0007] The purpose of the present invention is achieved through the following technical solutions: A torque vector control system, comprising: A differential, one side of which is connected to a left half shaft and the other side of which is connected to a right half shaft, for making the wheels arranged on the left half shaft and the right half shaft achieve different rotational speeds; A vector motor having a motor shaft; The vector motor transmits power to the left half shaft and the differential housing respectively through a transmission assembly, and the transmission assembly at least includes a first planetary gear carrier fixedly arranged on the left half shaft, a first planetary gear is arranged on the first planetary gear carrier, a first sun gear meshed with the first planetary gear is arranged on the inner side of the first planetary gear, the motor shaft is fixedly connected to the first sun gear and transmits power to the first sun gear; a first gear ring meshed with the first planetary gear is arranged on the outer side of the first planetary gear, a second planetary gear carrier is connected to the first gear ring, a primary planetary gear and a secondary planetary gear meshed with each other are arranged on the second planetary gear carrier, the primary planetary gear is meshed with the second sun gear arranged on the inner side thereof, and the second sun gear is arranged on the housing of the torque transfer mechanism; a second gear ring meshed with the second sun gear is arranged on the outer side of the secondary planetary gear, and the second gear ring is fixedly connected to the housing.

[0008] Preferably, the motor shaft is loosely mounted on the left half shaft and is coaxial therewith, and the motor shaft is rigidly connected to the first sun gear.

[0009] Preferably, a reducer is provided on the motor shaft, the vector motor is arranged facing the differential, and the transmission assembly is located between the reducer and the differential.

[0010] Preferably, the vector motor is arranged on one side of the transmission assembly, the motor shaft is parallel to the left half shaft, and a linkage shaft is provided between the two, a linkage gear and a transmission gear are fixed on the linkage shaft, the linkage gear is meshed with a driving gear fixed on the motor shaft, the transmission gear is meshed with a driven gear sleeved on the left half shaft, and the driven gear is fixedly connected to the first sun gear.

[0011] Preferably, the vector motor is arranged on one side of the transmission assembly, the motor shaft is parallel to the left half shaft, a driving gear is fixedly provided on the motor shaft, a driven gear is fixedly provided on the first sun gear, the driven gear is loosely sleeved on the left half shaft, and an idler gear is also provided between the driven gear and the driving gear to mesh with the two.

[0012] Preferably, the length of the vector motor is equivalent to the distance between the driven gear and the transmission assembly.

[0013] Preferably, a disconnect device is provided between the second sun gear and the housing of the torque transfer mechanism.

[0014] Preferably, a disconnect device is provided between the motor shaft and the first sun gear.

[0015] Preferably, a disconnect device is provided between the driven gear and the first sun gear.

[0016] Preferably, the disconnect device is a dog clutch, a sliding clutch or a friction clutch.

[0017] The beneficial effects of the present invention are mainly reflected in: 1. The present invention has a compact structure. The system only uses two sets of planetary gears, which simplifies the overall structure, greatly reduces the unsprung mass, and greatly alleviates the adverse effects of the unsprung mass on the smoothness and operability of the vehicle. The use of the first-stage planetary gear and the second-stage planetary gear in coordination with each other can play a role in deceleration and torque increase, and can solve the problem of poor starting and climbing performance of the vehicle due to insufficient driving force of the vector motor.

[0018] 2. In the scheme of the present invention, the second gear ring is fixedly connected to the housing of the differential for torque output. This design can make the torque difference between the left and right half shafts larger, and can output large torque at low vehicle speed, significantly shortening the acceleration time when starting and overtaking. At the same time, it also gives the vehicle stronger climbing ability, especially on steep slopes or muddy roads, and can stably drive the wheels through low-speed high-torque output, avoiding power interruption or slipping, and improving safety.

[0019] 3. In the scheme of the present invention, the two half-axles of the differential receive the planetary carrier of the first planetary gear and the second ring gear of the second planetary gear respectively for torque output, resulting in a larger speed ratio, which can significantly reduce the overall speed of the transmission assembly, greatly reduce the generation of heat, reduce the oxidation and deterioration of the oil, reduce the lubrication performance and the aging of the rubber seal, and maximize the safety. At the same time, the second ring gear is connected to the housing of the differential, which can reduce the intermediate transmission components and improve the structural rigidity; the first planetary gear carrier is directly connected to the left half-axle, shortening the power transmission path and reducing energy loss.

[0020] 4. The system of the present invention has a torque distribution function, which takes into account the energy consumption problem and driving experience in yaw dynamics control; under the condition of the same specification of vector motor, it can enhance the torque of the car and improve the adhesion, so as to meet the driving conditions on highly curved roads or roads with poor adhesion conditions or in harsh conditions, and can effectively improve the economy, handling stability and active safety of the car.

[0021] 5. In the solution of the present invention, the vector motor, the first planetary gear, the second planetary gear and the differential are all rigidly connected, which can maximize the control accuracy of the system, with a control accuracy of less than 10ms and a fast feedback speed.

[0022] 6. The system of the present invention requires relatively little modification to the traditional differential, has low modification cost, and has wide applicability. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The technical solution of the present invention is further described below in conjunction with the accompanying drawings: Figure 1 : A schematic structural diagram of the first embodiment of the present invention; Figure 2 : A schematic structural diagram of a second embodiment of the present invention; Figure 3 : A schematic structural diagram of the third embodiment of the present invention. DETAILED DESCRIPTION

[0024] The present invention will be described in detail below in conjunction with the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional changes made by a person skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0025] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0026] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0027] like Figures 1 to 3 As shown, the present invention discloses a torque vector control system, including a differential 1 and a vector motor 4. As in the prior art, the differential is connected to a power main drive mechanism, which can be electric, hybrid, or other feasible solutions. A left half shaft 2 is connected to one side of the differential 1, and a right half shaft 3 is connected to the other side. The differential 1 is used to enable the wheel hubs arranged on the left half shaft 2 and the right half shaft 3 to achieve different speeds.

[0028] The vector motor 4 is electrically connected to the battery and has a motor shaft 41 . The vector motor 4 transmits power to the left half shaft 2 and the housing 11 of the differential 1 through the transmission assembly 5 .

[0029] Specifically, the transmission assembly 5 at least includes a first planetary wheel carrier 51 fixed on the left half shaft 2, and the first planetary wheel carrier is directly connected to the left half shaft, shortening the power transmission path and reducing energy loss. The first planetary wheel carrier 51 is provided with a first planetary wheel 52, and the inner side of the first planetary wheel 52 is provided with a first sun wheel 53 meshing with the first planetary wheel 52, and the motor shaft 41 transmits power to the first sun wheel 53, and the outer side of the first planetary wheel 52 is provided with a first gear ring 54 meshing with the first sun wheel 53. In the present invention, the first planetary wheel carrier 51, the first planetary wheel 52, the first sun wheel 53 and the first gear ring 54 constitute a first planetary row.

[0030] The first gear ring 54 is connected to a second planetary carrier 55, and the second planetary carrier 55 is provided with a primary planetary gear 56 and a secondary planetary gear 57 that mesh with each other. The primary planetary gear and the secondary planetary gear are arranged in coordination with each other to achieve the effect of reducing speed and increasing torque, and can solve the problem of poor starting and climbing performance of the car due to insufficient driving force of the vector motor.

[0031] Furthermore, the first-stage planetary gear 56 is meshed with the second sun gear 58 arranged on the inner side thereof, and the second sun gear 58 is arranged on the housing of the torque transfer mechanism; the outer side of the second-stage planetary gear 57 is provided with a second gear ring 59 meshed with the second sun gear 58, and the second gear ring 59 is fixedly connected to the housing 11, which can reduce the intermediate transmission components and improve the structural rigidity. In the present invention, the second gear ring is fixedly connected to the housing of the differential for torque output. This design can make the torque difference between the left and right half shafts larger, and can output a large torque at a low speed of the vehicle, significantly shortening the acceleration time when starting and overtaking. At the same time, it also gives the vehicle a stronger climbing ability, especially on steep slopes or muddy roads, and can stably drive the wheels through low-speed high-torque output, avoiding power interruption or slipping, and improving safety. In addition, this design can also lead to a larger speed ratio, which can significantly reduce the overall speed of the transmission assembly, greatly reduce the generation of heat, reduce the oxidation and deterioration of the oil, reduce the lubrication performance, and aging of the rubber seal, thereby maximizing safety.

[0032] In the present invention, the second planet carrier 55, the first-stage planetary gear 56, the second-stage planetary gear 57, the second sun gear 58 and the second ring gear 59 constitute the second planetary gear. The system uses only two sets of planetary gears (the first planetary gear and the second planetary gear), which simplifies the overall structure, makes the structure more compact, reduces the occupied space, and greatly reduces the unsprung mass, which greatly alleviates the adverse effects of the unsprung mass on the smoothness and operability of the vehicle. In addition, the system of the present invention has a torque distribution function, taking into account the energy consumption problem and driving experience in the yaw dynamics control; under the condition of the same specification vector motor, the torque of the vehicle can be enhanced, the adhesion can be improved, so as to meet the driving conditions on the road with high turning or poor adhesion conditions or in bad conditions, and can effectively improve the economy, handling stability and active safety of the vehicle.

[0033] like Figure 1 As shown, it is the first embodiment of the present invention, the motor shaft 41 is loosely sleeved on the left half shaft 2 and is coaxial therewith, and the motor shaft 41 is rigidly connected to the first sun gear 53. A reducer 6 is arranged on the motor shaft 41, the vector motor 4 is arranged facing the differential 1, and the transmission assembly 5 is located between the reducer 6 and the differential 1.

[0034] In the first embodiment, a disconnecting device is provided between the second sun gear 58 and the housing of the torque transfer mechanism. Or in another form: a disconnecting device is provided between the motor shaft 41 and the first sun gear 53. The disconnecting device is used to transmit or interrupt the torque transmission in the system, and the disconnecting device can be a dog clutch, a sliding clutch, or a friction clutch. Of course, it can also be other structures, and the specific working process will be described in detail later.

[0035] The working process of the first embodiment is briefly described below: When the vehicle is running normally, the first planetary gear 6 and the second planetary gear 7 are idling without load, and the vector motor 4 is not running.

[0036] When the vehicle is turning, there is a speed difference between the left and right half shafts, the vector motor 4 is started, and its motor shaft drives the first sun gear 53 to rotate through the reducer 82. The first sun gear 53 rotates through the first planetary gear 52 to drive the first planetary carrier 51 to rotate, thereby transmitting power to the left half shaft 2. At the same time, the first planetary gear 52 rotates through the first ring gear 54 to drive the second planetary carrier 55 to rotate, and the second planetary carrier 55 rotates to drive the primary planetary gear 56 and the secondary planetary gear 57 to rotate, thereby driving the second ring gear 59 to rotate, transmitting power to the differential housing 11, so that a "differential torque" effect is formed between the two half shafts of the differential.

[0037] like Figure 2 As shown, it is a second embodiment of the present invention, the vector motor 4 is arranged on one side of the transmission assembly 5, the motor shaft 41 is parallel to the left half shaft 2, and a linkage shaft 7 is provided therebetween, a linkage gear 71 and a transmission gear 72 are fixedly provided on the linkage shaft 7, the linkage gear 71 is meshed with a driving gear 73 fixedly provided on the motor shaft 41, the transmission gear 72 is meshed with a driven gear 74 sleeved on the left half shaft 2, and the driven gear 74 is fixedly connected to the first sun gear 53.

[0038] The working process of the second embodiment is briefly described below: When the vehicle is running normally, the first planetary gear 6 and the second planetary gear 7 are idling without load, and the vector motor 4 is not running.

[0039] When the vehicle is turning, there is a speed difference between the left and right half shafts, and the vector motor 4 is started, and its motor shaft drives the first sun gear 53 to rotate through the driving gear 73, the linkage gear 71, the transmission gear 72 and the driven gear 74. The first sun gear 53 rotates and drives the first planetary carrier 51 to rotate through the first planetary gear 52, thereby transmitting power to the left half shaft 2. At the same time, the first planetary gear 52 rotates and drives the second planetary carrier 55 to rotate through the first ring gear 54. The second planetary carrier 55 rotates and drives the primary planetary gear 56 and the secondary planetary gear 57 to rotate, thereby driving the second ring gear 59 to rotate, and transmitting power to the differential housing 11, so that a "differential torque" effect is formed between the two half shafts of the differential.

[0040] like Figure 3As shown, it is a third embodiment of the present invention, the vector motor 4 is arranged on one side of the transmission assembly 5, the motor shaft 41 is parallel to the left half shaft 2, a driving gear 73 is fixedly provided on the motor shaft 41, a driven gear 74 is fixedly provided on the first sun gear 53, the driven gear 74 is loosely sleeved on the left half shaft 2, and an idler gear 79 is also provided between the driven gear 74 and the driving gear 73 to mesh with the two.

[0041] The working process of the third embodiment is briefly described below: When the vehicle is running normally, the first planetary gear 6 and the second planetary gear 7 are idling without load, and the vector motor 4 is not running.

[0042] When the vehicle is turning, there is a speed difference between the left and right half shafts, and the vector motor 4 is started, and its motor shaft drives the first sun gear 53 to rotate through the driving gear 73, the idler gear 79 and the driven gear 74. The first sun gear 53 rotates and drives the first planetary carrier 51 to rotate through the first planetary gear 52, thereby transmitting power to the left half shaft 2. At the same time, the first planetary gear 52 rotates and drives the second planetary carrier 55 to rotate through the first ring gear 54. The second planetary carrier 55 rotates and drives the primary planetary gear 56 and the secondary planetary gear 57 to rotate, thereby driving the second ring gear 59 to rotate, and transmitting power to the differential housing 11, so that a "differential torque" effect is formed between the two half shafts of the differential.

[0043] In the second and third embodiments, the length of the vector motor 4 is equivalent to the distance between the driven gear 74 and the transmission assembly 5, so as to facilitate a more reasonable layout. In addition, a disconnecting device is provided between the second sun gear 58 and the housing of the torque transfer mechanism. Or in another form: a disconnecting device is provided between the driven gear 74 and the first sun gear 53.

[0044] The embodiments of the present invention are all provided with the disconnecting device, and the use of the disconnecting device is the preferred embodiment of the present invention. The disconnecting device is a claw clutch, a sleeve clutch or a friction clutch, and of course, it can also be other structures, all of which belong to the protection scope of the present invention.

[0045] The disconnect device allows a portion of the system to be disengaged, which helps to eliminate mechanical losses associated with the rotation of various unused components, thereby improving the overall efficiency of the system.

[0046] The disconnect device is controlled by an actuator, which is, for example, electromechanical, electromagnetic or hydraulic.

[0047] At present, the industry usually equips the auxiliary drive system with the disconnect device. When the permanent magnet motor is used as the auxiliary motor of the auxiliary drive system on the vehicle, in the non-powered working state, in order to prevent the auxiliary drive system from generating reverse rotation torque (that is, the rotor of the permanent magnet motor will follow the rotation of the differential housing and cut the magnetic lines of force), the disconnect device in the auxiliary drive system will disconnect the permanent magnet motor from the differential housing. In order to save energy consumption of the whole vehicle, when the vehicle is running at high speed, the disconnect device can disconnect the permanent magnet motor on the auxiliary drive system from the differential housing, that is: the auxiliary drive system and the differential housing do not transmit power, and the left and right half shafts run normally at high speed.

[0048] When the torque vector control system is used in conjunction with the vehicle auxiliary drive system, when the vehicle is in a high-speed forward state, if the disconnect device on the auxiliary drive system is disconnected, the left half shaft or the right half shaft and the differential housing will have a speed difference of more than 1000RPM. Due to the rigid connection and speed ratio of the vector motor, the first planetary gear, the second planetary gear and the differential, the vector motor will continue to operate at a speed exceeding 20000RPM. Long-term high-speed operation will have a significant adverse effect on the thermal balance performance, efficiency and reliability of the torque vector control system. Therefore, the disconnect device of the torque vector control system also needs to be disconnected.

[0049] Of course, in the embodiment of the present invention, the disconnect device may not be provided. In this way, the vector motor, the first planetary gear, the second planetary gear and the differential are all rigidly connected, which can maximize the feedback speed of the system.

[0050] It should be understood that although this specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each implementation mode may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

[0051] The series of detailed descriptions listed above are only specific descriptions of feasible implementation methods of the present invention. They are not intended to limit the scope of protection of the present invention. Any equivalent implementation methods or changes that do not deviate from the technical spirit of the present invention should be included in the scope of protection of the present invention.

Claims

1. Torque vector control system, characterized by: include A differential (1), one side of which is connected to a left half shaft (2) and the other side of which is connected to a right half shaft (3), and is used to enable the wheel hubs arranged on the left half shaft (2) and the right half shaft (3) to achieve different rotational speeds; A vector motor (4) having a motor shaft (41); The vector motor (4) transmits power to the left half shaft (2) and the housing (11) of the differential (1) respectively through a transmission assembly (5), the transmission assembly (5) comprising at least a first planetary wheel carrier (51) fixedly mounted on the left half shaft (2), a first planetary wheel (52) being pivotally mounted on the first planetary wheel carrier (51), a first sun wheel (53) meshing with the first planetary wheel (52) being disposed on the inner side of the first planetary wheel (52), the motor shaft (41) being fixedly connected to the first sun wheel (53) and transmitting power to the first sun wheel (53); and a first planetary wheel (52) being pivotally mounted on the outer side of the first planetary wheel (52). A first ring gear (54) meshing with the first ring gear (54) is provided, the first ring gear (54) is connected to a second planet carrier (55), the second planet carrier (55) is provided with a first-stage planetary gear (56) and a second-stage planetary gear (57) meshing with each other, the first-stage planetary gear (56) meshes with a second sun gear (58) arranged on the inner side thereof, the second sun gear (58) is arranged on the housing of the torque transfer mechanism; a second ring gear (59) meshing with the second planetary gear (57) is provided on the outer side of the second planetary gear (57), the second ring gear (59) is fixedly connected to the housing (11) of the differential (1).

2. The torque vector control system according to claim 1, characterized in that: The motor shaft (41) is loosely sleeved on the left half shaft (2) and is coaxial therewith, and the motor shaft (41) is rigidly connected to the first sun gear (53).

3. The torque vector control system according to claim 2, characterized in that: A reducer (6) is arranged on the motor shaft (41), the vector motor (4) is arranged facing the differential (1), and the transmission assembly (5) is located between the reducer (6) and the differential (1).

4. The torque vector control system according to claim 1, characterized in that: The vector motor (4) is arranged on one side of the transmission assembly (5); the motor shaft (41) is parallel to the left half shaft (2), and a linkage shaft (7) is arranged between the two. A linkage gear (71) and a transmission gear (72) are fixedly arranged on the linkage shaft (7); the linkage gear (71) meshes with a driving gear (73) fixedly arranged on the motor shaft (41); the transmission gear (72) meshes with a driven gear (74) sleeved on the left half shaft (2); and the driven gear (74) is fixedly connected to the first sun gear (53).

5. The torque vector control system according to claim 1, characterized in that: The vector motor (4) is arranged on one side of the transmission assembly (5); the motor shaft (41) is parallel to the left half shaft (2); a driving gear (73) is fixedly provided on the motor shaft (41); a driven gear (74) is fixedly provided on the first sun gear (53); the driven gear (74) is loosely sleeved on the left half shaft (2); an idler gear (79) is also provided between the driven gear (74) and the driving gear (73) and meshes with the two.

6. The torque vector control system according to claim 4 or 5, characterized in that: The length of the vector motor (4) is equivalent to the distance between the driven gear (74) and the transmission assembly (5).

7. The torque vector control system according to claim 1, characterized in that: A disconnect device (10) is provided between the second sun gear (58) and the torque transfer mechanism housing.

8. The torque vector control system according to claim 1, characterized in that: A disconnect device (10) is provided between the motor shaft (41) and the first sun gear (53).

9. The torque vector control system according to claim 4 or 5, characterized in that: A disconnect device (10) is provided between the driven gear (74) and the first sun gear (53).

10. The torque vector control system according to claim 7 or 8, characterized in that: The disconnecting device is a dog clutch, a sliding clutch or a friction clutch.

Images