Torque distribution speed reducer and vehicle

Abstract

The invention relates to a torque distribution speed reducer which comprises a reduction gearbox, an input shaft, an intermediate shaft and a large pipe shaft which are sequentially arranged in parallel, meshing teeth are arranged on the input shaft, and the input shaft is meshed with and drives an intermediate gear; the intermediate gear and the intermediate shaft are coaxially arranged, the intermediate gear drives the intermediate shaft, the intermediate shaft drives the main reduction gear, and the main reduction gear and the large pipe shaft are coaxially arranged; a left input execution disc and a right input execution disc are arranged at the two ends of the large pipe shaft, and the large pipe shaft is provided with a clutch disc set, a left torque manager and a right torque manager in a matched mode. The left torque manager and the right torque manager compress the axial space of the friction plate group to a target position, so that the friction plates are combined to the target position, and the torque at the two ends of the large tubular shaft is distributed; the torque distribution speed reducer is applied to a vehicle, and torque distribution is improved.

Description

Technical Field

[0001] This invention belongs to the technical field of deceleration mechanisms for torque distribution management, and specifically relates to a torque distribution deceleration device and a vehicle. Background Technology

[0002] With the rapid development of electric vehicle technology, the requirements for powertrain performance are becoming increasingly stringent. Traditional electric vehicle gearboxes often integrate conventional open differentials, whose torque distribution is fixed and cannot actively and flexibly distribute torque to the left and right wheels as needed, thus limiting improvements in vehicle stability and handling. Current technology has many shortcomings: on the one hand, limited-slip differentials can only limit speed differences, and the torque distribution is relatively fixed, making it difficult to meet the needs of complex operating conditions; on the other hand, existing gearboxes have low integration and single function, making it difficult to meet the diverse needs of vehicles under different operating conditions. For example, when the vehicle is traveling at high speeds, it cannot effectively improve driving efficiency and reduce energy consumption; while under complex and harsh operating conditions, it is difficult to provide sufficient traction and control capabilities. Summary of the Invention

[0003] The purpose of this invention is to provide a torque distribution deceleration device, including a reduction gearbox, an input shaft, an intermediate shaft, and a main shaft arranged in parallel in sequence. The input shaft is provided with meshing teeth, and the input shaft meshes with and drives the intermediate gear.

[0004] The intermediate gear and intermediate shaft are coaxially arranged. The intermediate gear drives the intermediate shaft, and the intermediate shaft drives the main reduction gear. The main reduction gear and the main tube shaft are coaxially arranged.

[0005] The main shaft is equipped with a left input actuator plate and a right input actuator plate at both ends, and the main shaft is also equipped with a clutch plate assembly, a left torque manager, and a right torque manager.

[0006] The left and right torque managers compress the friction plate assembly along the axial space to the target position, causing the friction plates to engage with the target as expected, and the torque at both ends of the large tube shaft is distributed.

[0007] This technical solution has the following technical features:

[0008] The torque manager and the right torque manager are independently located at both ends of the main shaft and connected to the corresponding left and right input actuators. They are used to drive the left and right input actuators to move axially, thereby adjusting the clamping degree with the clutch plate assembly and realizing independent control of the left and right output torques. The left and right input actuators can be connected to the drive source through the ball track mechanism, which can convert the rotational motion of the drive source into axial linear motion, improving the control accuracy and response speed of the friction plate engagement action.

[0009] The drive source can be a small motor, a linear motor, a stepper motor or a hydraulic actuator, and can perform closed-loop adjustment according to the signal of the vehicle controller to achieve dynamic control of the friction plate engagement degree;

[0010] The clutch plate assembly is designed to work in conjunction with the differential housing, allowing the power path between the differential housing and the reduction gear system to be switched under different engagement states, thereby achieving optimal energy distribution under different driving conditions.

[0011] The torque distribution process can be actively switched according to vehicle operating conditions. For example, in high-speed cruising conditions, it automatically releases the friction plates and disconnects the gear pair rotation to reduce idling losses. In low-speed traction or cornering conditions, it actively limits slip by pressurizing the friction plates to improve traction and vehicle stability. It has a compact structure, short transmission path, and modular integration capabilities, which makes it easy to deploy flexibly on different vehicle platforms and meet the integrated requirements of efficient and controllable torque distribution in intelligent electric drive systems.

[0012] The technical solution provided in this application also has the following technical features:

[0013] Preferably, in one embodiment of this application, the left torque manager and the right torque manager implement the following operating conditions:

[0014] Condition 1: When the vehicle is traveling at high speed, the left torque manager and / or the right torque manager do not distribute torque.

[0015] In the second operating condition, when the vehicle needs to improve its ability to get out of trouble and enhance its control, the wheel-end torque is precisely distributed through the left torque manager and / or the right torque manager.

[0016] Preferably, in one embodiment of this application, the clutch plate assembly is provided with a differential housing.

[0017] Preferably, in one embodiment of this application, in operating condition one, the left torque manager and / or the right torque manager drive the left input actuator plate and / or the right input actuator plate to move toward the main reduction gear, the left and right clutch plate groups are released, the transmission between the differential housing and the clutch hub is disconnected, so that when the vehicle is moving, the wheel half shaft only drives the differential housing and friction plates to rotate, and the gear pair of the reduction gearbox does not rotate.

[0018] Preferably, in one embodiment of this application, in operating condition two, the left torque manager and the right torque manager drive the left input actuator disk or / and the right input actuator disk to move axially along the main tube shaft through the drive source, thereby pressing the clutch plate assembly, so that the differential housing is connected to the clutch hub, and the torque distribution between the left and right wheel ends is completed by controlling the drive of the left input actuator disk or / and the right input actuator disk to press the clutch plate assembly.

[0019] Preferably, in one embodiment of this application, the drive source drives the left input execution disk and / or the right input execution disk to rotate circumferentially, which is converted into axial movement in the direction of the wheel through the ball track disk mechanism.

[0020] Preferably, in one embodiment of this application, the drive source for the left torque manager and / or the right torque manager is a small motor or a hydraulic device.

[0021] Preferably, in one embodiment of this application, the drive source of the left torque manager and / or the right torque manager is a linear motor or a stepper motor. The linear motor or stepper motor controls the left input execution disk and / or the right input execution disk to axially press the friction plate. By controlling the degree of axial pressing, the positive pressure is increased or decreased, thereby realizing the dynamic distribution of torque.

[0022] Preferably, in one embodiment of this application, the drive source of the left torque manager and / or the right torque manager is a hydraulic actuator, which achieves dynamic torque distribution by adjusting the pressure of the friction plates.

[0023] Preferably, in one embodiment of this application, a vehicle includes the aforementioned torque distribution deceleration device.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

[0025] The technical solution of this application has the following technical features: In order to solve the problems of fixed torque distribution, inflexible response, and difficulty in adapting to complex working conditions in the existing electric vehicle gearbox, a structural design of "controlling the engagement degree of the clutch plate group through the left / right torque manager to realize the active dynamic distribution of wheel end torque" is adopted. This overcomes the defects of traditional differentials that cannot accurately control torque output, have poor off-road capability and control capability, and achieves the technical effect of improving the stability, handling and energy efficiency of the vehicle under different working conditions.

[0026] 1. To address the significant difference in torque control requirements between high-speed driving and off-road conditions, this application employs a dual torque manager to control the engagement state of the left and right clutch plates. This allows the system to completely disconnect the torque distribution mechanism and reduce rotational inertia during high-speed driving. Under low-adhesion or complex road conditions, the torque output of the left and right wheels can be dynamically adjusted according to actual needs. This effectively overcomes the problems of rigid differential output and slow response in the prior art, thereby optimizing vehicle energy consumption and improving off-road performance.

[0027] 2. To address the issues of low integration and complex structure in existing gearboxes, this application adopts a technique that integrates left and right input actuators and friction plate groups at both ends of a large tube shaft, combined with the integrated arrangement of the differential housing. This avoids energy loss and control instability caused by multiple transmission paths and mechanical coordination between multiple components in traditional structures, and overcomes the drawbacks of low space utilization and complex processing and assembly in existing gearboxes, thereby achieving the effects of compact structure, short transmission path, and flexible arrangement.

[0028] 3. In order to achieve high-precision control of the friction plate bonding force, this application further adopts the technical feature of driving the actuator plate with a motor, such as a small motor, stepper motor, linear motor or hydraulic device, and realizes axial movement with the help of the ball track plate mechanism, thereby overcoming the problems of slow response, high energy consumption and poor control accuracy of traditional hydraulic systems, and achieving the technical effects of fast response, programmable control and adaptability to multiple working conditions.

[0029] 4. To meet the multi-mode control requirements of vehicles, this application achieves fine-grained torque adjustment by adjusting the tightness of the friction plates, so that the torque distribution can be upgraded from "discrete" to "continuously adjustable", overcoming the limitations of existing technologies that rely solely on mechanical engagement and are difficult to control precisely, thereby realizing intelligent torque management and improving the flexibility of the vehicle's drive strategy.

[0030] This application, through the synergistic design of structural integration optimization and active torque management, forms a torque distribution and deceleration device with comprehensive advantages such as high response, high precision, adjustability, and high integration, which significantly improves the drive control capability and system efficiency of electric vehicles under multiple operating conditions. Attached Figure Description

[0031] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0032] Figure 1 This is a front view of a torque distribution deceleration device according to the present invention;

[0033] Figure 2 This is a schematic diagram of a torque distribution deceleration device according to the present invention;

[0034] Components in the diagram:

[0035] 1. Input axis

[0036] 2. Intermediate shaft

[0037] 3. Intermediate gear

[0038] 4. Main reduction gear

[0039] 5. Large tube shaft

[0040] 6. Left input execution disk

[0041] 7. Clutch plate assembly

[0042] 8. Differential housing

[0043] 9. Clutch hub

[0044] 10. Right-click the execution disk

[0045] 11. Left Torque Manager

[0046] 12. Right Torque Manager. Detailed Implementation

[0047] The specific embodiments of this application will be further described in detail below with reference to the accompanying drawings. These embodiments are only for illustrating this application and are not intended to limit the invention.

[0048] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0050] Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0051] like Figure 1 , 2 A torque distribution deceleration device includes a reduction gearbox, an input shaft 1, an intermediate shaft 2, and a main shaft 5 arranged in parallel in sequence. The input shaft 1 is provided with meshing teeth, and the input shaft 1 meshes with and drives the intermediate gear 3.

[0052] The intermediate gear 3 and the intermediate shaft 2 are coaxially arranged. The intermediate gear 3 drives the intermediate shaft 2, and the intermediate shaft 2 drives the main reduction gear 4. The main reduction gear 4 and the large tube shaft 5 are coaxially arranged.

[0053] The large tube shaft 5 is equipped with a left input actuator 6 and a right input actuator 10 at both ends, and the large tube shaft 5 is also equipped with a clutch plate group 7, a left torque manager 11, and a right torque manager 12.

[0054] The left torque manager 11 and the right torque manager 12 compress the friction plate group axial space to the target position, so that the friction plates are engaged to the target expectation, and the torque at both ends of the large tube shaft 5 is distributed.

[0055] When this application is implemented, the working principle is as follows:

[0056] When the vehicle is in normal driving condition, the power drive input shaft 1, the input shaft 1 meshes with the intermediate gear 3 through the gear on it, thereby driving the intermediate shaft 2, which is set on the same axis, to rotate; the intermediate shaft 2 then transmits the power to the main tube shaft 5, which is set on the same axis, through the main reduction gear 4, to realize the primary power output of the reduction transmission;

[0057] The left and right ends of the large tube shaft 5 are connected to the clutch plate group 7 through the left input actuator plate 6 and the right input actuator plate 10 respectively. The clutch plate group 7 is located between the differential housing 8 and the clutch hub 9 and is used to transmit or isolate torque.

[0058] When the vehicle is cruising at high speed or driving in a straight line, the control system controls the left input actuator 6 and the right input actuator 10 to retract outward through the left torque manager 11 and the right torque manager 12, so that the friction plate group 7 is in the released state, and the power transmission between the differential housing 8 and the gear pair is disconnected. At this time, the wheels mainly drive the differential housing 8 and the friction plates to rotate, and the gear pair in the reduction gearbox does not participate in the transmission, thereby reducing idling energy consumption and improving efficiency.

[0059] When precise control of the torque of the left and right wheels is required in low-adhesion road conditions, getting out of trouble, or when the vehicle is cornering, the left torque manager 11 and the right torque manager 12 drive the left input actuator 6 and the right input actuator 10 to press the friction plate group 7 axially through a motor or hydraulic drive device. By controlling the pressing degree of the left input actuator 6 and the right input actuator 10 respectively, the dynamic adjustment of the friction plate group bonding force can be realized, thereby realizing the differentiated output of the torque of the left and right wheels and realizing the active control of the vehicle's traction and attitude.

[0060] The device also supports the control system to adjust the engagement degree of the left and right friction plates in real time based on information such as wheel speed, torque demand, and vehicle posture, so as to achieve continuously adjustable torque distribution and effectively improve the vehicle's passability, stability and handling under complex working conditions.

[0061] Specifically, in one embodiment of this application, the left torque manager 11 and the right torque manager 12 implement the following operating conditions:

[0062] Condition 1: When the vehicle is traveling at high speed, the left torque manager 11 and / or the right torque manager 12 does not distribute torque.

[0063] In the second working condition, when the vehicle needs to get out of trouble and improve control, the wheel end torque is precisely distributed through the left torque manager 11 and / or the right torque manager 12; the clutch plate group 7 is equipped with a differential housing 8.

[0064] In working condition one, the left torque manager 11 or / and the right torque manager 12 drive the left input actuator 6 or / and the right input actuator 10 to move toward the main reduction gear 4. The left and right clutch plate groups 7 are released, and the transmission between the differential housing 8 and the clutch hub 9 is disconnected, so that when the vehicle is moving, the wheel half shafts only drive the differential housing 8 and friction plates to rotate, and the gear pair of the reduction gear does not rotate.

[0065] In operating condition two, the left torque manager 11 and the right torque manager 12 drive the left input actuator 6 and / or the right input actuator 10 to move axially along the main shaft 5 via a drive source, thereby pressing the clutch plate assembly 7 and establishing a connection between the differential housing 8 and the clutch hub 9. By controlling the drive of the left input actuator 6 and / or the right input actuator 10 to press the clutch plate assembly 7, the torque distribution between the left and right wheel ends is completed. The drive source drives the left input actuator 6 and / or the right input actuator 10 to rotate circumferentially, which is converted into axial movement in the direction of the wheels through the ball track mechanism. The drive source of the left torque manager 11 and / or the right torque manager 12 is a small motor or a hydraulic device.

[0066] Under the control system's scheduling, the left torque manager 11 and right torque manager 12 dynamically respond based on the vehicle's real-time driving status signals. The controller, by acquiring information such as vehicle speed, wheel slippage rate, and driving mode, determines whether the current operating condition is Condition 1 or Condition 2, and then instructs the torque managers to activate or deactivate their corresponding drive sources. In Condition 2, when the system detects wheel slippage on one side or a need to increase drive capability, the drive source, such as a small motor, responds quickly, driving the input actuator plate to move axially, reliably pressing the clutch plate assembly, thus establishing an effective connection between the differential housing and the clutch hub, enabling the wheel on that side to obtain the required torque. If the other side does not require torque distribution, it can remain disengaged, avoiding... Unnecessary energy consumption is eliminated; the ball track mechanism converts rotational movement to axial movement during this process, ensuring smooth transmission and rapid response; when the vehicle enters a stable high-speed cruising condition, the controller actively releases the drive source, executes the ball track retraction, disengages the clutch plate group, and disconnects the transmission path, preventing the reduction mechanism from idling and improving system efficiency; through the above coordinated work, this embodiment achieves intelligent and precise distribution or disconnection control of torque at the left and right wheel ends under different operating conditions, significantly improving the vehicle's passability and stability in complex road conditions, while taking into account energy consumption control and structural reliability, meeting the comprehensive performance requirements of modern electronically controlled differential systems for intelligent response and efficient transmission.

[0067] Specifically, in one embodiment of this application, the drive source for the left torque manager 11 and / or the right torque manager 12 is a linear motor or a stepper motor. The linear motor or stepper motor controls the left input actuator 6 and / or the right input actuator 10 to axially press the friction plates. By controlling the degree of axial pressing, the positive pressure is increased or decreased, thereby achieving dynamic torque distribution. The left torque manager 11 and / or the right torque manager 12 drives the input actuator 6 to move precisely along the main shaft axis via the linear motor or stepper motor, causing the clutch plate assembly to gradually press or release between the differential housing and the clutch hub. This makes the engagement state of the friction plate assembly continuously adjustable from sliding, partial engagement to full engagement, thereby achieving dynamic changes in the torque output ratio of the left and right wheels. This control process is adjusted by real-time signals from the vehicle control system and can intelligently adjust the torque according to the road surface adhesion, steering requirements, or drive load, improving the vehicle's responsiveness to changes in operating conditions and driving efficiency, achieving a comprehensive technical effect of low energy consumption, high stability, and good handling performance.

[0068] Specifically, in one embodiment of this application, the drive source of the left torque manager 11 and / or the right torque manager 12 is a hydraulic actuator. By adjusting the pressure of the friction plates, dynamic torque distribution is achieved. Utilizing the precise adjustment capability of hydraulic oil pressure, the clamping force between the clutch plates is controlled, thereby adjusting the engagement pressure of the friction plates and achieving a continuously variable torque ratio between the left and right output ends. This hydraulic system can perform closed-loop control based on the dynamic parameters of the vehicle (such as wheel speed difference, vehicle posture, and drive requirements) to ensure a smooth and reliable torque distribution process. This effectively improves the vehicle's drive controllability and passability under low adhesion, steering, or complex road conditions, achieving the technical effect of improving vehicle stability and response accuracy.

[0069] Specifically, in one embodiment of this application, a vehicle includes the aforementioned torque distribution reduction device. This device is integrated into the vehicle's drive system and serves as an intermediate transmission mechanism between the electric drive output and the wheels. By controlling the dynamic adjustment of the clutch plate engagement state by the left and right torque managers, it achieves real-time and precise distribution of torque to the left and right drive wheels. Combined with the vehicle's overall control strategy, this vehicle can actively adjust the distribution of driving force under different driving conditions, effectively improving acceleration stability, cornering performance, and the ability to get out of trouble in complex road conditions. It further reduces tire slippage and energy waste, achieving a comprehensive technical effect of energy saving, efficiency improvement, and enhanced vehicle handling safety.

[0070] Specifically, in one embodiment of this application, this application differs from integrating a conventional open differential. This solution uses two torque manager systems, left and right, instead of a differential, which can actively, flexibly, and precisely distribute torque to the left and right wheels as needed.

[0071] This invention proposes an electric drive reduction gearbox integrating a mechanical torque manager through innovative design. The technical solution is as follows: It replaces the traditional differential with two independent left and right torque manager systems. A small motor drives a ball bearing actuator to compress the axial space of the friction plate assembly, achieving different degrees of friction plate engagement and thus precisely distributing different torques. This solution is expected to significantly improve vehicle performance under various operating conditions. During normal driving, it can provide power as an open differential; during high-speed driving, it can be disconnected to improve efficiency and reduce energy consumption; under complex operating conditions, it can precisely distribute wheel-end torque, enhancing off-road capability and control. This invention demonstrates significant advantages in power performance, transmission efficiency, control performance, durability, integration performance, and safety and protection. For example, it can precisely control torque distribution, optimize the maximum load torque and torque adjustment range, improve response speed, and adapt to complex differential requirements. In terms of transmission efficiency, it achieves efficient power transmission and reduces energy consumption. It features refined electronic control and adaptive matching algorithms to ensure superior control performance. By optimizing structural design and material selection, it extends the life of key components and improves durability. Its compact modular design and low noise and low vibration characteristics enhance integration performance and overall vehicle comfort. At the same time, high-precision torque limiting and fault self-locking functions comprehensively ensure system safety.

[0072] Specifically, in one embodiment of this application, such as Figure 1 , 2 The two-stage, three-axis, single-speed reduction gearbox has, from front to back, an input shaft 1, an intermediate shaft 2, a main shaft 5, and a main reduction gear 4 connected to the left torque manager 11 and the right torque manager 12 via the main shaft 5. The left torque manager 11 and / or the right torque manager 12 can be driven by a small motor or a hydraulic system; the current solution uses a small motor. Under different operating conditions of the vehicle, the left and right small motor assemblies are driven respectively. The ball bearing actuator compresses the axial space of the friction plate assembly, causing the friction plates to engage to varying degrees to achieve precise torque distribution.

[0073] When the vehicle is driving normally, it can be used as an open differential to provide power. When the vehicle is driving at high speed, the left torque manager 11 or / and the right torque manager 12 can be disconnected, which improves driving efficiency and reduces fuel consumption. When the vehicle needs to improve its ability to get out of trouble and control, the left torque manager 11 or / and the right torque manager 12 can be controlled to precisely distribute the wheel end torque, so as to cope with complex and harsh working conditions with ease.

[0074] Disconnection mode: When the vehicle is traveling at high speed and requires high efficiency and low energy consumption, the power connection of the reduction gearbox is disconnected. The vehicle control issues a disconnection command, and the left small motor assembly and the right small motor assembly drive the left input actuator 6 and / or the right input actuator 10 respectively to move towards the main reduction gear 4. At this time, the left and right clutch plate groups 7 are released, and the transmission between the differential housing 8 and the clutch hub 9 is disconnected. When the vehicle is moving, the wheel half shafts only drive the differential housing 8 and friction plates to rotate, and the gear pair of the reduction gearbox does not rotate, thus improving efficiency.

[0075] Engagement Mode: When the vehicle needs to improve its ability to get out of trouble or improve its control in complex road conditions, the vehicle control system issues an engagement command, which drives the left input actuator plate 6 and / or the right input actuator plate 10 to rotate circumferentially by controlling the left and right small motor assemblies respectively. This rotation is converted into axial movement in the direction of the wheels through the ball bearing mechanism, thereby pressing the clutch plate assembly 7 and establishing a connection between the differential housing 8 and the clutch hub 9. By controlling the small motors to drive the input actuator plates to compress the clutch plate assembly 7 to different degrees, precise control of the torque at the left and right wheel ends can be achieved.

[0076] This mechanism utilizes a low-power small motor drive unit to connect the differential housing 8 and the clutch hub 9 via a clutch plate assembly 7. The independent control design of the left torque manager 11 and the right torque manager 12 allows for the distribution of torque to the left and right wheels to varying degrees under different operating conditions of the vehicle. During normal vehicle operation, the torque managers can provide power to a certain extent. When the vehicle is traveling at high speed, the transmission can be disconnected to improve driving efficiency. When the vehicle needs to get out of trouble and improve control, a torque connection can be established, which can meet the functional requirements of the vehicle for precise control and high-performance products.

[0077] In summary, this invention aims to address the problems of inaccurate torque distribution, delayed response, and energy loss at high speeds in existing vehicle drive systems under complex road conditions. It proposes a differential control system integrating left and right torque managers. Through an electronically controlled drive source (such as a small motor or hydraulic device) combined with a ball-track mechanism, it achieves precise axial drive control of the input actuator plate. Under different operating conditions, it intelligently switches the engagement state of the clutch plate group, thereby realizing dynamic distribution of torque at the left and right wheel ends and control of the differential output state. This improves the vehicle's ability to overcome obstacles, handling stability, and power response efficiency while effectively reducing energy loss at high speeds, enhancing the overall driving performance and system adaptability of the vehicle.

[0078] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A torque distribution reduction device, comprising a reduction gearbox, an input shaft (1), an intermediate shaft (2), and a main shaft (5) arranged in parallel in sequence, characterized in that, The input shaft (1) is provided with meshing teeth, and the input shaft (1) meshes with the drive intermediate gear (3); The intermediate gear (3) and the intermediate shaft (2) are coaxially arranged. The intermediate gear (3) drives the intermediate shaft (2), and the intermediate shaft (2) drives the main reduction gear (4). The main reduction gear (4) and the large tube shaft (5) are coaxially arranged. The large tube shaft (5) is provided with a left input execution plate (6) and a right input execution plate (10) at both ends, and the large tube shaft (5) is also provided with a clutch plate group (7), a left torque manager (11), and a right torque manager (12); The left torque manager (11) and the right torque manager (12) compress the friction plate group axial space to the target position, so that the friction plates are engaged to the target expectation, and the torque at both ends of the large tube shaft (5) is distributed.

2. The torque distribution reduction device as described in claim 1, characterized in that, The left torque manager (11) and right torque manager (12) implement the following operating conditions: In condition one, when the vehicle is traveling at high speed, the left torque manager (11) and / or the right torque manager (12) do not distribute torque; in condition two, when the vehicle needs to get out of trouble and lift control, the wheel end torque is precisely distributed through the left torque manager (11) and / or the right torque manager (12).

3. The torque distribution reduction device as described in claim 1, characterized in that, The clutch plate assembly (7) is equipped with a differential housing (8).

4. The torque distribution reduction device as described in claim 2, characterized in that, In operating condition one, the left torque manager (11) or / and the right torque manager (12) drive the left input actuator (6) or / and the right input actuator (10) to move toward the main reduction gear (4), the left and right clutch plate groups (7) are released, the transmission between the differential housing (8) and the clutch hub (9) is disconnected, so that when the vehicle is moving, the wheel half shaft only drives the differential housing (8) and friction plates to rotate, and the gear pair of the reduction gearbox does not rotate.

5. The torque distribution reduction device as described in claim 2, characterized in that, In operating condition 2, the left torque manager (11) and the right torque manager (12) drive the left input actuator (6) and / or the right input actuator (10) to move axially along the main tube shaft (5) through the drive source, thereby pressing the clutch plate group (7) so that the differential housing (8) and the clutch hub (9) are connected. By controlling the drive of the left input actuator (6) and / or the right input actuator (10) to press the clutch plate group (7), the torque distribution of the left and right wheel ends is completed.

6. The torque distribution reduction device as described in claim 2, characterized in that, The drive source drives the left input execution disk (6) and / or the right input execution disk (10) to rotate circumferentially, which is converted into axial movement in the direction of the wheel through the ball track mechanism.

7. The torque distribution reduction device as described in claim 6, characterized in that, The drive source for the left torque manager (11) and / or the right torque manager (12) is a small motor or a hydraulic device.

8. The torque distribution reduction device as described in claim 6, characterized in that, The driving source of the left torque manager (11) or / and the right torque manager (12) is a linear motor or a stepper motor. The left input execution disk (6) or / and the right input execution disk (10) are axially pressed against the friction plate by the linear motor or the stepper motor. By controlling the degree of axial pressing, the positive pressure is increased or decreased, thereby realizing the dynamic distribution of torque.

9. A torque distribution reduction device as described in claim 6, characterized in that, The left torque manager (11) and / or the right torque manager (12) are driven by hydraulic actuators, which achieve dynamic torque distribution by adjusting the pressure of the friction plates.

10. A vehicle, characterized in that, Includes the torque distribution deceleration device as described in any one of claims 1-9.

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