Differential torque system and vehicle

Abstract

The invention provides a differential torque system and a vehicle, relates to the technical field of vehicle wheel train control, and aims to enable left and right wheels of a driving shaft to drive the vehicle with different torques when the vehicle runs so as to improve the steering flexibility of the vehicle and ensure the power performance of the vehicle on different road surfaces. The invention provides a differential torque system. The differential torque system comprises a power output mechanism, a main shaft, a planetary reducing mechanism, a first planetary row mechanism, a second planetary row mechanism and a torque control mechanism, one end of the main shaft is connected with the output end of the power output mechanism, the other end of the main shaft is connected with the input end of the planetary reducing mechanism, the planetary reducing mechanism transmits power to the first planetary row mechanism and the second planetary row mechanism, the first planetary row mechanism is connected with a first half shaft of a vehicle, and the second planetary row mechanism is connected with a second half shaft of the vehicle; the torque control mechanism comprises a driving component and a meshing component, the meshing component is connected with the output end of the driving component, and the meshing component is meshed with the first gear ring and the second gear ring at the same time.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle powertrain control, and more particularly to a differential torque system and a vehicle. Background Art

[0002] The use of a differential can achieve differential rotation of the left and right wheels, thereby enabling the vehicle to turn smoothly or further achieve functions such as getting out of trouble. However, the existing vehicle differential function is completely passive. When the vehicle turns, according to the steering needs, the rotational speeds of the left and right wheels are automatically adapted to achieve the steering function.

[0003] When the ground friction coefficients of the left and right wheels are different, in order to ensure the stability of the vehicle, the output torque has to be reduced, and the output capacity of the power system cannot be fully utilized. In recent years, the use of a dual-motor drive system to drive the left and right wheels separately to achieve an independent drive mode for the left and right wheels has gradually increased, but the cost of using two motors and systems to achieve different torque outputs for the two wheels is relatively high.

[0004] Therefore, it is necessary to provide a differential torque system and a vehicle to solve the problems existing in the prior art. Summary of the Invention

[0005] The purpose of the present application is to provide a differential torque system and a vehicle, so that when the vehicle is running, the left and right wheels of the drive shaft drive the vehicle with different torques, thereby improving the steering flexibility of the vehicle and ensuring the power performance of the vehicle on different road surfaces.

[0006] The differential torque system provided by the present invention is used for a vehicle and includes a power output mechanism, a main shaft, a planetary reduction mechanism, a first planetary gear set mechanism, a second planetary gear set mechanism, and a torque control mechanism; one end of the main shaft is connected to the output end of the power output mechanism, and the other end is connected to the input end of the planetary reduction mechanism. The output end of the planetary reduction mechanism is connected to the input ends of the first planetary gear set mechanism and the second planetary gear set mechanism. The output end of the first planetary gear set mechanism is connected to the first half shaft of the vehicle, and the output end of the second planetary gear set mechanism is connected to the second half shaft of the vehicle; the torque control mechanism includes a driving member and an engaging member. The first planetary gear set mechanism includes a first ring gear, and the second planetary gear set mechanism includes a second ring gear. The engaging member is connected to the output end of the driving member and is simultaneously engaged with the first ring gear and the second ring gear.

[0007] Among them, the planetary reduction mechanism includes a first sun gear, a first planet gear, a third ring gear and a first planet carrier; the main shaft is connected to the first sun gear, the first planet gear is located between the third ring gear and the first sun gear, and is simultaneously meshed with the inner teeth of the first sun gear and the third ring gear, and the first planet carrier is connected to the first planet gear; the first planet carrier is formed with an output shaft, and the output shaft is connected to the input end of the first planetary row mechanism and the input end of the second planetary row mechanism.

[0008] Specifically, the first planetary row mechanism further includes a second sun gear, a second planet gear and a second planet carrier; the second sun gear is connected to the output shaft, the second planet gear is located between the first ring gear and the second sun gear, and is simultaneously meshed with the inner teeth of the second sun gear and the first ring gear, and the output end of the second planet carrier is connected to the first half shaft; the outer teeth of the first ring gear are meshed with the meshing member.

[0009] Further, the second planetary row mechanism further includes a third sun gear, a third planet gear and a third planet carrier; the third sun gear is connected to the output shaft, the third planet gear is located between the second ring gear and the third sun gear, and is simultaneously meshed with the inner teeth of the third sun gear and the second ring gear, and the output end of the third planet carrier is connected to the second half shaft; the outer teeth of the second ring gear are meshed with the meshing member.

[0010] Among them, the power output mechanism includes a driving motor, the driving motor includes a stator and a rotor, and the main shaft is connected to the rotor.

[0011] Specifically, the meshing member is a bevel gear, and the outer teeth of the first ring gear and the second ring gear are both bevel teeth.

[0012] Further, the meshing member is a first transmission shaft or a helical gear; when the meshing member is a first transmission shaft, the torque control mechanism further includes a second transmission shaft, a third transmission shaft, a first transmission bevel gear and a second transmission bevel gear; the first transmission shaft is located between the second transmission shaft and the third transmission shaft and is in contact with the second transmission shaft and the third transmission shaft, the first transmission bevel gear is connected to the second transmission shaft and meshed with the outer ring of the first ring gear, the second transmission bevel gear is connected to the third transmission shaft and meshed with the outer ring of the second ring gear; when the meshing member is a helical gear, the first ring gear and the second ring gear are both helical gears.

[0013] Among them, the planetary reduction mechanism includes a first reduction component and a second reduction component. The first reduction component and the second reduction component are oppositely arranged on both sides of the power output mechanism, and the first reduction component is connected to the first planetary gear train mechanism, and the second reduction component is connected to the second planetary gear train mechanism.

[0014] Specifically, the torque control mechanism further includes a first transmission member and a second transmission member. The first transmission member is engaged with the first ring gear, the second transmission member is engaged with the second ring gear, and the first transmission member and the second transmission member are simultaneously engaged with the engagement member.

[0015] Compared with the prior art, the differential torque system provided by the present invention has the following advantages:

[0016] The differential torque system provided by the present invention is used for a vehicle and includes a power output mechanism, a main shaft, a planetary reduction mechanism, a first planetary gear train mechanism, a second planetary gear train mechanism, and a torque control mechanism. One end of the main shaft is connected to the output end of the power output mechanism, and the other end is connected to the input end of the planetary reduction mechanism. The output end of the planetary reduction mechanism is connected to the input ends of the first planetary gear train mechanism and the second planetary gear train mechanism. The output end of the first planetary gear train mechanism is connected to the first half shaft of the vehicle, and the output end of the second planetary gear train mechanism is connected to the second half shaft of the vehicle. The torque control mechanism includes a driving member and an engagement member. The first planetary gear train mechanism includes a first ring gear, the second planetary gear train mechanism includes a second ring gear, the engagement member is connected to the output end of the driving member, and the engagement member is simultaneously engaged with the first ring gear and the second ring gear.

[0017] It can be analyzed from this that the power output mechanism can output power to the overall system. Since one end of the main shaft in this application is connected to the power output mechanism, the power can be further transmitted outward by the main shaft. Correspondingly, by connecting the other end of the main shaft to the planetary reduction mechanism, the power can be transmitted to the planetary reduction mechanism, and the first-stage reduction is achieved through the planetary reduction mechanism.

[0018] Since the output end of the planetary reduction mechanism in this application is simultaneously connected to the input ends of the first planetary gear train mechanism and the second planetary gear train mechanism, and the output end of the first planetary gear train mechanism is connected to the first half shaft of the vehicle, and the output end of the second planetary gear train mechanism is connected to the second half shaft of the vehicle, the first planetary gear train mechanism and the second planetary gear train mechanism can drive the first half shaft and the second half shaft to rotate synchronously, so as to realize the synchronous rotation of the left and right wheels of the vehicle.

[0019] When the differential torque function needs to be realized, since the present application further provides an engaging member that can engage with the outer rings of the first ring gear and the second ring gear, and the engaging member is connected to the driving member, when the driving member starts to drive the engaging member to rotate, the first ring gear and the second ring gear located on both sides of the engaging member and simultaneously engaging with the engaging member can rotate, but in opposite directions.

[0020] It can be understood that since the inputs of the first planetary gear train mechanism and the second planetary gear train mechanism both rely on the output end of the planetary reduction mechanism, the power inputs obtained by the first planetary gear train mechanism and the second planetary gear train mechanism are the same. And since the first ring gear and the second ring gear rotate in opposite directions, when the driving member starts to drive the engaging member to rotate, it will inevitably cause a difference in the output torques of the first planetary gear train mechanism and the second planetary gear train mechanism. Therefore, not only the function of simultaneously driving the first planetary gear train mechanism and the second planetary gear train mechanism by using one driving member is realized, but also the torque adjustment is realized. And since the torque adjustment is realized under the action of the driving member, the initiative of torque adjustment is synchronously realized.

[0021] In addition, the present invention also provides a vehicle including the above differential torque system.

[0022] The vehicle adopting the differential torque system provided by the present application can simultaneously realize the active adjustment of torque, and only one driving member can be used to realize the torque adjustment, which greatly saves the overall production cost. Correspondingly, the required control system logic is more concise, reducing the design and subsequent maintenance costs. At the same time, it can further increase the output torque of one side of the wheels according to the different requirements of the left and right wheels and the input of the ground friction coefficient without affecting the main output power of the power output mechanism, so that the steering of the overall vehicle is smoother, the energy consumption is lower, and at the same time, it can also have better off-road capabilities. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0024] Figure 1 It is a layout schematic diagram of the first embodiment of the differential torque system provided by the embodiment of the present invention;

[0025] Figure 2 It is a layout schematic diagram of the second embodiment of the differential torque system provided by the embodiment of the present invention;

[0026] Figure 3 Schematic layout diagram of the third implementation mode of the differential torque system provided by the embodiment of the present invention;

[0027] Figure 4 Schematic layout diagram of the fourth implementation mode of the differential torque system provided by the embodiment of the present invention.

[0028] In the figure: 1 - driving motor; 101 - stator; 102 - rotor; 2 - main shaft; 3 - first sun gear; 4 - first planet gear; 5 - third ring gear; 6 - first planet carrier; 7 - second sun gear; 8 - second planet gear; 9 - first ring gear; 10 - second planet carrier; 11 - third sun gear; 12 - third planet gear; 13 - second ring gear; 14 - third planet carrier; 15 - driving member; 16 - meshing member; 17 - first transmission member; 18 - second transmission member; 19 - first reduction assembly; 20 - second reduction assembly; 21 - first half shaft; 22 - second half shaft. Specific implementation mode

[0029] Next, the technical solution of the present invention will be clearly and completely described in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments.

[0030] Generally, the components of the embodiments of the present invention described and shown in the accompanying drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely represents the selected embodiments of the present invention.

[0031] Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0032] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0033] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" 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 an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] As Figure 1 shown, the differential torque system provided by the present invention is used for a vehicle and includes a power output mechanism, a main shaft 2, a planetary reduction mechanism, a first planetary gear set mechanism, a second planetary gear set mechanism, and a differential torque control mechanism; one end of the main shaft 2 is connected to the output end of the power output mechanism, and the other end is connected to the input end of the planetary reduction mechanism. The output end of the planetary reduction mechanism is connected to the input ends of the first planetary gear set mechanism and the second planetary gear set mechanism. The output end of the first planetary gear set mechanism is connected to the first half shaft 21 of the vehicle, and the output end of the second planetary gear set mechanism is connected to the second half shaft 22 of the vehicle; the differential torque control mechanism includes a driving member 15 and an engaging member 16. The first planetary gear set mechanism includes a first ring gear 9, and the second planetary gear set mechanism includes a second ring gear 13. The engaging member 16 is connected to the output end of the driving member 15 and is simultaneously engaged with the first ring gear 9 and the second ring gear 13.

[0035] Compared with the prior art, the differential torque system provided by the present invention has the following advantages:

[0036] The differential torque system provided by the present invention can output power to the overall system through the power output mechanism. Since one end of the main shaft 2 in the present application is connected to the power output mechanism, the power can be further transmitted outward by the main shaft 2. Correspondingly, by connecting the other end of the main shaft 2 to the planetary reduction mechanism, the power can be transmitted to the planetary reduction mechanism, and primary reduction is achieved through the planetary reduction mechanism.

[0037] Since the output end of the planetary reduction mechanism in the present application is simultaneously connected to the input ends of the first planetary gear set mechanism and the second planetary gear set mechanism, and the output end of the first planetary gear set mechanism is connected to the first half shaft 21 of the vehicle, and the output end of the second planetary gear set mechanism is connected to the second half shaft 22 of the vehicle, the first half shaft 21 and the second half shaft 22 can be synchronously driven to rotate through the first planetary gear set mechanism and the second planetary gear set mechanism, thereby realizing the synchronous rotation of the left and right wheels of the vehicle.

[0038] When the differential speed and differential torque functions need to be realized, since the present application further provides an engaging member 16 that can be engaged with the outer ring of the first ring gear 9 and the outer ring of the second ring gear 13, and the engaging member 16 is connected to the driving member 15, therefore, when the driving member 15 starts to drive the engaging member 16 to rotate, the first ring gear 9 and the second ring gear 13, which are located on both sides of the engaging member 16 and are simultaneously engaged with the engaging member 16, can rotate, but in opposite directions. When the differential speed control function is not required, the engaging member 16 is in a free state, and the driving member 15 has no torque output to the engaging member 16.

[0039] It can be understood that since the inputs of the first planetary gear set and the second planetary gear set both rely on the output end of the planetary reduction mechanism, the first planetary gear set and the second planetary gear set obtain the same power rotation speed. And since the first ring gear 9 and the second ring gear 13 rotate in opposite directions, when the driving member 15 starts to drive the engaging member 16 to rotate, it will inevitably cause a difference in the output torques of the first planetary gear set and the second planetary gear set. Therefore, not only the function of simultaneously driving the first planetary gear set and the second planetary gear set by using one driving member 15 is realized, but also the adjustment of torque is realized. And since the adjustment of torque is realized under the action of the driving member 15, the initiative of torque adjustment is synchronously realized.

[0040] Embodiment 1

[0041] As Figure 1 shown, the planetary reduction mechanism in the present application includes a first sun gear 3, a first planetary gear 4, a third ring gear 5 and a first planetary carrier 6; the main shaft 2 is connected to the first sun gear 3, the first planetary gear 4 is located between the third ring gear 5 and the first sun gear 3, and is simultaneously engaged with the inner teeth of the first sun gear 3 and the third ring gear 5, and the first planetary carrier 6 is connected to the first planetary gear 4; the first planetary carrier 6 is formed with an output shaft, and the output shaft is connected to the input end of the first planetary gear set and the input end of the second planetary gear set.

[0042] By providing a planetary reduction mechanism at the output end of the main shaft 2, the first-stage reduction function can be realized. And by connecting the main shaft 2 to the first sun gear 3, the power can be transmitted to the first sun gear 3. When the first sun gear 3 rotates, it can drive the first planetary gear 4 to rotate. It can be understood that the third ring gear 5 in the present application is fixedly arranged, and there are multiple first planetary gears 4, preferably three in number. The three first planetary gears 4 are jointly connected to the first planetary carrier 6. When the first sun gear 3 rotates, under the combined action of the third ring gear 5, the first planetary gear 4 can rotate, so as to move circumferentially along the first sun gear 3 and drive the first planetary carrier 6 to rotate.

[0043] The first planetary carrier 6 is formed with an output shaft, and in the present embodiment, the input end of the first planetary gear mechanism and the input end of the second planetary gear mechanism are both connected to the output shaft of the first planetary carrier 6, therefore, the first planetary gear mechanism and the second planetary gear mechanism are coaxial and move synchronously, so that when the above-mentioned driving member 15 inputs power to the meshing member 16, the power can be coupled with the power input by the output shaft through the first gear ring 9 and the second gear ring 13, and since the first gear ring 9 and the second gear ring 13 have the same rotation speed but opposite direction, the actual power input is one increase and one decrease, that is, if the power output by the output shaft is set to X, the power obtained by the first gear ring 9 is Y, and the power obtained by the second gear ring 13 is -Y, therefore, the power that can be output by the first planetary gear mechanism is X+Y, and the power that can be output by the second planetary gear mechanism is XY, thereby realizing different power outputs of the first half shaft 21 and the second half shaft 22, and then realizing the differential torque rotation of the left and right wheels.

[0044] It should be noted here that the driving component 15 in the present application is a motor. In extreme cases, the motor can be used to output a rotational speed that matches the output shaft of the first planetary carrier 6, so that the output torque of the second planetary gear mechanism is converted to the first planetary gear mechanism through the ring gear transmission, so that the actual output power of the first planetary gear mechanism is 2X, and the actual output power of the second planetary gear mechanism is 0, that is, a state in which one wheel rotates and the other does not rotate is achieved, or in other words, the vehicle can have a certain degree of escape ability in the face of some extreme road conditions.

[0045] Accordingly, since the differential rotation of the wheels in the present application is achieved by relying on the cooperation of the further added driving member 15, the meshing member 16 and the corresponding first gear ring 9 and the second gear ring 13, it does not affect the power input of the power input mechanism, thereby ensuring that the power input mechanism can exert maximum power, thereby achieving a greater output torque for the wheel on the side with greater adhesion.

[0046] Moreover, when the conventional solution controls the vehicle to slip, it always causes a sudden change in speed or reduces the adhesion between the wheel and the ground, or after the sudden change in speed, the efficiency of the whole vehicle is reduced. However, the power input through the driving member 15 of the present application can make the speed change more stable, and can automatically adjust the output torque even when one side of the wheel slips, thereby improving the driving experience.

[0047] like Figures 1-4As shown, the first planetary gear set in the present application further includes a second sun gear 7, a second planetary gear 8, and a second planetary carrier 10; the second sun gear 7 is connected to the output shaft, the second planetary gear 8 is located between the first ring gear 9 and the second sun gear 7 and meshes with the inner teeth of both the second sun gear 7 and the first ring gear 9 at the same time, and the output end of the second planetary carrier 10 is connected to the first half shaft 21 through a gear ratio meshing connection; the outer teeth of the first ring gear 9 mesh with the meshing member 16.

[0048] The second planetary gear set includes a third sun gear 11, a third planetary gear 12, and a third planetary carrier 14; the third sun gear 11 is connected to the output shaft, the third planetary gear 12 is located between the second ring gear 13 and the third sun gear 11 and meshes with the inner teeth of both the third sun gear 11 and the second ring gear 13 at the same time, and the output end of the third planetary carrier 14 is connected to the second half shaft 22; the outer teeth of the second ring gear 13 mesh with the meshing member 16.

[0049] In this embodiment, as Figure 1 shown, the output shaft of the first planetary carrier 6 is connected to the second sun gear 7 and the third sun gear 11, so as to be able to synchronously drive the second sun gear 7 and the third sun gear 11 to rotate. When the second sun gear 7 rotates, it can drive the second planetary gear 8 to rotate. When the third sun gear 11 rotates, it can drive the third planetary gear 12 to rotate.

[0050] It can be understood that since the meshing member 16 meshes with the first ring gear 9 and the second ring gear 13, when the driving member 15 does not input power, the meshing member 16 has no driving torque. Thus, the first ring gear 9 and the second ring gear 13 can be in a free linkage state through the meshing member 16. When the driving member 15 inputs power, the meshing member 16 can drive the first ring gear 9 and the second ring gear 13 to rotate, thereby affecting the rotation of the second planetary gear 8 and the third planetary gear 12. Since the second planetary gear 8 is connected to the second planetary carrier 10 and the third planetary gear 12 is connected to the third planetary carrier 14, the power output by the second planetary carrier 10 and the power output by the third planetary carrier 14 can be affected. When the driving member 15 does not input power, the power output by the first planetary carrier 6 is evenly transmitted to the second sun gear 7 and the third sun gear 11, so that the second planetary carrier 10 and the third planetary carrier 14 output the same power. When the driving member 15 inputs power, the power output by the second planetary carrier 10 and the third planetary carrier 14 is different. Under the action of the driving member 15, the power output by one planetary carrier decreases, and the power output by the other planetary carrier increases. Here, the power refers to the numerical values of the decrease and increase of torque being the same, so as to achieve the differential rotation of the first half shaft 21 and the second half shaft 22.

[0051] Optionally, as Figures 1-4As shown in the figure, the power output mechanism in this application includes a drive motor 1, the drive motor 1 includes a stator 101 and a rotor 102, and the main shaft 2 is connected to the rotor 102.

[0052] It should be noted here that in Figures 1-3 the shown embodiment, the main shaft 2 in this application is a hollow shaft, the first half shaft 21 is the right half shaft, the second half shaft 22 is the left half shaft, and after the second half shaft 22 is connected to the third planet carrier 14, it passes through the main shaft 2 and is connected to the left wheel.

[0053] In this embodiment, as Figure 1 shown, the meshing member 16 is a bevel gear, and the external teeth of the first gear ring 9 and the second gear ring 13 are both bevel teeth.

[0054] The power can be reversed through the bevel gear cooperation, so as to achieve the purpose of transmitting the power to the first gear ring 9 and the second gear ring 13.

[0055] Embodiment 2

[0056] As Figure 2 shown, the meshing member 16 in this application is the first transmission shaft or a helical gear; when the meshing member 16 is the first transmission shaft, the torque control mechanism further includes a second transmission shaft, a third transmission shaft, a first transmission bevel gear and a second transmission bevel gear; the first transmission shaft is located between the second transmission shaft and the third transmission shaft and is in contact with the second transmission shaft and the third transmission shaft, the first transmission bevel gear is connected to the second transmission shaft and meshes with the outer ring of the first gear ring 9, the second transmission bevel gear is connected to the third transmission shaft and meshes with the outer ring of the second gear ring 13; when the meshing member 16 is a helical gear, both the first gear ring 9 and the second gear ring 13 are helical gears.

[0057] Based on the structure provided in Embodiment 1, in Embodiment 2, only the torque control mechanism is optimized. It can be understood that since the torque control mechanism only provides the control torque power input, therefore, the meshing member 16 can be the first transmission shaft. By making the second transmission shaft and the third transmission shaft simultaneously abut against the first transmission shaft, the power transfer can be achieved through the frictional force. Correspondingly, the second transmission shaft and the third transmission shaft have the same rotational speed and opposite directions. Since the first transmission bevel gear is also connected to the second transmission shaft and the second transmission bevel gear is connected to the third transmission shaft in this application, therefore, they can mesh with the first gear ring 9 and the second gear ring 13 correspondingly to achieve power transmission.

[0058] When the meshing member 16 adopts a helical gear, then helical gear teeth are formed on the side walls of the first gear ring 9 and the second gear ring 13 in this application, so as to be able to cooperate with the meshing member 16 to realize the rotation of the first gear ring 9 and the second gear ring 13.

[0059] It should be noted here that, in addition to the above embodiments, as Figure 3 shown, the torque control mechanism provided by the present application can also adopt a two-stage parallel shaft gear structure to achieve power transmission, which is only another deformation of the power transmission mechanism and will not be elaborated here.

[0060] Embodiment 3

[0061] In this embodiment, as Figure 4 shown, the planetary reduction mechanism includes a first reduction component 19 and a second reduction component 20. The first reduction component 19 and the second reduction component 20 are oppositely arranged on both sides of the power output mechanism, and the first reduction component 19 is connected to the first planetary gear train mechanism, and the second reduction component 20 is connected to the second planetary gear train mechanism.

[0062] In this embodiment, the planetary reduction mechanism in Embodiments 1 and 2 is divided into two parts. Correspondingly, the first half shaft 21 and the second half shaft 22 are respectively located on both sides of the power output mechanism. Therefore, the main shaft 2 can adopt any form, and correspondingly, the structural distribution is clearer and more symmetrical.

[0063] In this embodiment, both the first reduction component 19 and the second reduction component 20 include the above-mentioned first sun gear 3, first planetary gear 4, third ring gear 5 and first planetary carrier 6. Both ends of the main shaft 2 protrude from the rotor 102, so as to be able to realize the connection with the first sun gear 3 of the first reduction component 19 and the second sun gear 7 of the second reduction component 20.

[0064] Correspondingly, in this embodiment, the third ring gear 5 is also in a fixed state. When the first sun gear 3 rotates, it can transmit power to the first planetary gear 4, thereby driving the first planetary carrier 6 to rotate. At the same time, the output shaft formed by the first planetary carrier 6 can be correspondingly connected to the second sun gear 7 and the third sun gear 11 on the corresponding side, so as to realize power transmission.

[0065] In this embodiment, as Figure 4 shown, since the first planetary gear train mechanism and the second planetary gear train mechanism are also arranged on both sides of the power output mechanism, therefore, to ensure the power transmission of the torque control mechanism, the size of the torque control mechanism in this embodiment needs to be increased. Therefore, as Figure 4 shown, in this embodiment, the torque control mechanism further includes a first transmission member 17 and a second transmission member 18. The first transmission member 17 is engaged with the first ring gear 9, the second transmission member 18 is engaged with the second ring gear 13, and the first transmission member 17 and the second transmission member 18 are simultaneously engaged with the engaging member 16.

[0066] In this embodiment, the first transmission member 17 and the second transmission member 18 can be one or more, and both the first transmission member 17 and the second transmission member 18 are bevel gears, which can be increased or decreased according to the specifically increased dimensions. The transmission process is the same as the above-mentioned transmission process, that is, the power output by the motor is transmitted to the first ring gear 9 and the second ring gear 13 through the meshing member 16 to achieve power coupling, which will not be elaborated here.

[0067] In addition, the present invention also provides a vehicle, including the above-mentioned differential torque system.

[0068] The vehicle adopting the differential torque system provided by the present application can simultaneously achieve the active adjustment of differential torque, and moreover, only one driving member 15 can be used to achieve differential torque adjustment, which greatly saves the overall production cost. Correspondingly, the required control system logic is more streamlined, reducing the design and later maintenance costs. At the same time, it can further increase the output torque of one side of the wheels according to the different requirements of the left and right wheels and the input of the ground friction coefficient without affecting the main output power of the power output mechanism, so that the overall vehicle steering is smoother, the energy consumption is lower, and at the same time, it can also have better off-road capabilities.

[0069] When the vehicle steers, the differential torque system provided by the present application can achieve different rotational torques of the left and right wheels, enabling the steering to be smoothly achieved. At this time, the vehicle does not require a power steering system; in addition, on roads with different friction coefficients, the wheels can be driven with different torques to fully adapt to the ground conditions, and there is no need to borrow a braking system to achieve driving anti-skid, which can provide another technical solution for the vehicle.

[0070] It should be supplemented and explained here that the differential torque system provided by the present application can more easily achieve four-wheel drive of the vehicle, and only two sets of front and rear electric drive systems are required. However, to achieve four-wheel drive on traditional gasoline vehicles, higher technologies are often required, making four-wheel drive vehicles expensive. Even so far, the fuel consumption problem has not been solved, resulting in serious fuel waste and high vehicle usage costs. For new energy vehicles to achieve four-wheel drive, four motors and four sets of systems are required, and the cost is quite considerable. Even in two-wheel drive vehicles, the solution of the present application is significantly superior to the current dual-motor system, significantly reducing the vehicle price and improving the use economy.

[0071] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A differential torque system for a vehicle, characterized in that, It includes a power output mechanism, a main shaft, a planetary reduction mechanism, a first planetary gear set mechanism, a second planetary gear set mechanism, and a torque control mechanism; One end of the main shaft is connected to the output end of the power output mechanism, and the other end is connected to the input end of the planetary reduction mechanism. The output end of the planetary reduction mechanism is connected to the input ends of the first planetary gear set mechanism and the second planetary gear set mechanism. The output end of the first planetary gear set mechanism is connected to the first half shaft of the vehicle, and the output end of the second planetary gear set mechanism is connected to the second half shaft of the vehicle; The torque control mechanism includes a driving member and an engaging member. The first planetary gear set mechanism includes a first ring gear, and the second planetary gear set mechanism includes a second ring gear. The engaging member is connected to the output end of the driving member and is simultaneously engaged with the first ring gear and the second ring gear.

2. The differential torque system according to claim 1, wherein, The planetary reduction mechanism includes a first sun gear, a first planetary gear, a third ring gear, and a first planetary carrier; The main shaft is connected to the first sun gear. The first planetary gear is located between the third ring gear and the first sun gear and is simultaneously engaged with the inner teeth of the first sun gear and the third ring gear. The first planetary carrier is connected to the first planetary gear; The first planetary carrier is formed with an output shaft, and the output shaft is connected to the input ends of the first planetary gear set mechanism and the second planetary gear set mechanism.

3. The differential torque system according to claim 2, wherein The first planetary gear set mechanism further includes a second sun gear, a second planetary gear, and a second planetary carrier; The second sun gear is connected to the output shaft. The second planetary gear is located between the first ring gear and the second sun gear and is simultaneously engaged with the inner teeth of the second sun gear and the first ring gear. The output end of the second planetary carrier is connected to the first half shaft; The outer teeth of the first ring gear are engaged with the engaging member.

4. The differential torque system according to claim 2, wherein The second planetary gear set mechanism further includes a third sun gear, a third planetary gear, and a third planetary carrier; The third sun gear is connected to the output shaft. The third planetary gear is located between the second ring gear and the third sun gear and is simultaneously engaged with the inner teeth of the third sun gear and the second ring gear. The output end of the third planetary carrier is connected to the second half shaft; The outer teeth of the second ring gear are engaged with the engaging member.

5. The differential torque system according to claim 1, wherein The power output mechanism includes a driving motor, the driving motor includes a stator and a rotor, and the main shaft is connected to the rotor.

6. The differential torque system according to claim 1, wherein, The engaging member is a bevel gear, and the outer teeth of the first ring gear and the second ring gear are both bevel teeth.

7. The differential torque system according to claim 1, wherein The engaging member is a first transmission shaft or a helical gear; When the engaging member is a first transmission shaft, the torque control mechanism further includes a second transmission shaft, a third transmission shaft, a first transmission bevel gear, and a second transmission bevel gear; The first transmission shaft is located between the second transmission shaft and the third transmission shaft and is in contact with the second transmission shaft and the third transmission shaft. The first transmission bevel gear is connected to the second transmission shaft and is engaged with the outer ring of the first ring gear. The second transmission bevel gear is connected to the third transmission shaft and is engaged with the outer ring of the second ring gear; When the meshing member is a helical gear, both the first gear ring and the second gear ring are helical gears.

8. The differential torque system according to claim 1, wherein The planetary reduction mechanism includes a first reduction assembly and a second reduction assembly. The first reduction assembly and the second reduction assembly are oppositely arranged on both sides of the power output mechanism, and the first reduction assembly is connected to the first planetary gear train mechanism, and the second reduction assembly is connected to the second planetary gear train mechanism.

9. The differential torque system according to claim 8, wherein, The torque control mechanism further includes a first transmission member and a second transmission member. The first transmission member cooperates with the first gear ring, the second transmission member cooperates with the second gear ring, and the first transmission member and the second transmission member are simultaneously meshed with the meshing member.

10. A vehicle, characterized in that, It includes the differential torque system according to any one of claims 1-9 above.

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