Vector distribution assembly, vector distribution method, vehicle drive system, and vehicle

Abstract

The application relates to the technical field of vehicle driving, and discloses a vector distribution assembly, a vector distribution method, a vehicle driving system and a vehicle, which comprise a vector output module, a coupling switching module which is in transmission connection with the vector output module and is switchable between a first coupling state and a second coupling state, a differential module which comprises a differential housing, a first half shaft and a second half shaft, the first half shaft and the second half shaft being rotatably installed on the differential housing, in the first coupling state, the coupling switching module being in transmission connection with the differential housing, a torque distribution module which comprises a first transmission unit and a second transmission unit, the first transmission unit and the second transmission unit being in transmission connection, the first transmission unit being in transmission connection with the first half shaft, the second transmission unit being in transmission connection with the differential housing, and in the second coupling state, the coupling switching module being in transmission connection with the torque distribution module. The vector distribution assembly can be used in steering scenes and straight-line power lifting scenes, and the utilization rate of the vector output module is high.

Description

Technical Field

[0001] This invention relates to the field of vehicle drive technology, and more specifically to vector allocation components, vector allocation methods, vehicle drive systems, and vehicles. Background Technology

[0002] In vehicles using related technologies, a vector motor is installed. The vector motor is connected to the differential through a vector distribution mechanism, which can provide equal and opposite vector torques to the two half-shafts of the differential to improve the vehicle's steering performance. When the vehicle does not need to steer, the vector motor stops working and the vector distribution mechanism idles. Thus, the utilization rate of the vector motor is low, and the added value it brings to the whole vehicle is limited. Summary of the Invention

[0003] This invention provides a vector allocation component, a vector allocation method, a vehicle drive system, and a vehicle to solve the problem of low utilization of vector motors in the prior art.

[0004] In a first aspect, the present invention provides a vector distribution component, comprising: a vector output module; a coupling switching module, which is drive-connected to the vector output module and is switchable between a first coupling state and a second coupling state; a differential module, comprising a differential housing, a first half-shaft, and a second half-shaft, the first half-shaft and the second half-shaft being rotatably mounted on opposite sides of the differential housing, wherein in the first coupling state, the coupling switching module is drive-connected to the differential housing; and a torque distribution module, comprising a first transmission unit and a second transmission unit, the first transmission unit and the second transmission unit being drive-connected, the first transmission unit being drive-connected to the first half-shaft, and the second transmission unit being drive-connected to the differential housing, wherein in the second coupling state, the coupling switching module is drive-connected to either the first transmission unit or the second transmission unit.

[0005] Beneficial effects: When the coupling switching module is in the first coupling state, the vector output module, coupling switching module, and differential housing are sequentially connected by transmission. The coupling switching module is disconnected from the torque distribution module. The vector output module directly transmits power to the differential housing through the coupling switching module. The torque output by the vector output module and the torque output by the drive unit work together on the differential housing of the differential module, and then are evenly distributed to the left and right wheels, improving the overall vehicle's power performance and efficiency while reducing costs. When the coupling switching module is in the second coupling state, the vector output module, coupling switching module, torque distribution module, and differential housing are sequentially connected by transmission. The first transmission unit transmits power to the first half-shaft, and the second transmission unit transmits power to the differential housing, so that the first and second half-shafts have equal values ​​and opposite directions of torque. This generates differential torque for the left and right wheels, achieving the effect of torque vector distribution. This brings users safety benefits and driving pleasure, such as high-speed emergency lane changes, power cornering, and U-turns, and covers the distributed electric drive function. Furthermore, in the second coupling state, the vector distribution component can realize the "differential lock" function. The torque output by the vector output module is the same as the torque output by the vehicle's drive unit, so that one of the left and right wheels has no torque, while the other has all the drive torque. When one wheel slips during vehicle operation, all power can be transferred to the other wheel with high traction, significantly enhancing the vehicle's ability to get out of trouble. In some embodiments, the vehicle may not need to set up a traditional differential lock structure, simplifying the vehicle structure, reducing cost and weight, and optimizing range. In other embodiments, the vehicle can be equipped with a differential lock structure, providing redundancy for the "differential lock" function, increasing its reliability, and enabling it to cope with different application scenarios. In the first coupling state, the torque output by the vector output module is used as the drive torque to accelerate the vehicle; in the second coupling state, the torque output by the vector output module is used as the yaw torque to steer the vehicle. The coupling switching module switches between the two states to suit different vehicle needs, avoiding idle and wasteful use of the vector output module, improving its utilization rate, and bringing higher added value to the vehicle.

[0006] In one optional embodiment, the first transmission unit includes: a first sun gear, which is drivenly connected to the first half-shaft; a plurality of first planet gears, which are spaced apart circumferentially along the first sun gear and mesh with the first sun gear; in the second coupling state, the coupling switching module is drivenly connected to the plurality of first planet gears; and a first planet carrier, which is rotatably connected to the plurality of first planet gears and is drivenly connected to the second transmission unit.

[0007] Beneficial effects: The first transmission unit is constructed as a planetary gear set, which is compact, has high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the first transmission unit outputs torque to the first half-shaft via the first sun gear and to the second transmission unit via the first planetary carrier. This reduces the number of transmission parts, increases integration, decreases cumulative tolerances and axial dimensions, and lowers the precision requirements for parts manufacturing, thus reducing costs.

[0008] In one optional implementation, the coupling switching module includes a steering transmission component, wherein in the second coupling state, the steering transmission component is sleeved on a plurality of first planetary gears, and the plurality of first planetary gears are all engaged with the steering transmission component.

[0009] Beneficial effects: No additional gear ring structure is required in the first transmission unit. The steering transmission component can be used as the gear ring for transmission, reducing the number of structures, lowering costs and weight, and also facilitating the miniaturization of the vector distribution component.

[0010] In one optional embodiment, the first transmission unit further includes: a first gear ring, sleeved on a plurality of first planetary gears, all of which mesh with the first gear ring; and in the second coupling state, the coupling switching module is connected to the first gear ring in a transmission connection.

[0011] Beneficial effects: While ensuring that the coupling switching module can be connected to the first transmission unit in the second coupling state, the structure of the first transmission unit is more complete, which is conducive to ensuring the transmission efficiency of the first transmission unit. In addition, the continuous cooperation between the first gear ring and multiple first planetary gears can reduce motion damage and reduce the probability of damage to the vector distribution component.

[0012] In one optional embodiment, the second transmission unit includes: a second sun gear, which is drivenly connected to the differential housing; a plurality of second planet gears, which are spaced apart circumferentially along the second sun gear and mesh with the second sun gear; a second planet carrier, which is rotatably connected to the plurality of second planet gears and is drivenly connected to the first planet carrier; and a second gear ring, which is sleeved on the plurality of second planet gears and meshes with the second gear ring, which is fixedly disposed.

[0013] Beneficial effects: The second transmission unit is constructed as a planetary gear set, resulting in a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the second transmission unit inputs torque through the second planetary carrier, outputs torque through the second sun gear, and is fixedly mounted on the second gear ring. This reduces the number of transmission parts, increases integration, decreases cumulative tolerances and axial dimensions, and lowers the precision requirements for parts manufacturing, thus reducing costs.

[0014] In one alternative embodiment, the second planetary carrier is integrally formed with the first planetary carrier.

[0015] Beneficial effects: On the one hand, it can reduce the number of parts, improve assembly production efficiency, reduce weight, and lower costs. The connection strength between the second planetary carrier and the first planetary carrier is higher. On the other hand, the force transmission path between the second planetary carrier and the first planetary carrier is short, which can improve the transmission efficiency between the first transmission unit and the second transmission unit and reduce energy loss.

[0016] In one optional implementation, the vector output module, the first transmission unit, the second transmission unit, and the differential module are coaxially arranged.

[0017] Beneficial effects: The vector distribution component has a compact structure, saves chassis space, eliminates the need for components such as bevel gears that change the direction of power, has high transmission efficiency, and makes vibration and noise control easier.

[0018] In one optional embodiment, the vector output module, the first transmission unit, the second transmission unit, and the differential module are arranged sequentially along the axial direction of the first half-shaft, and the vector output module and the second transmission unit are both sleeved on the first half-shaft.

[0019] Beneficial effects: The transmission connection between the second transmission unit and the differential housing is not obstructed by the first transmission unit, and the first half-shaft can pass through the second transmission unit and be transmitted to the first transmission unit, ensuring that the vector distribution component can normally realize its transmission function while simplifying the layout. In addition, the first half-shaft passes through the vector output module, ensuring that the first half-shaft can be normally transmitted to the wheel.

[0020] In one optional implementation, the vector distribution component further includes a power boosting module, which is drivenly connected to the differential housing, and in the first coupling state, the coupling switching module is drivenly connected to the power boosting module.

[0021] Beneficial effects: By adjusting parameters such as the transmission ratio and torque output direction of the power boost module, the magnitude and direction of the torque received by the differential housing can be changed, making the vector distribution component adaptable to vehicles with different needs. The function of the vector distribution component is more versatile, and the applicable scenarios of the vector distribution component can be expanded.

[0022] In one optional embodiment, the power boosting module includes: a plurality of third planetary gears, wherein in the first coupling state, the coupling switching module is drive-connected to the plurality of third planetary gears; a third planetary carrier, which is rotatably connected to the plurality of third planetary gears; and a third gear ring, which is sleeved on the plurality of third planetary gears, wherein the plurality of third planetary gears mesh with the third gear ring, wherein one of the third planetary carrier and the third gear ring is fixedly disposed, and the other is drive-connected to the differential housing.

[0023] Beneficial effects: The power booster module is constructed with a planetary gear set, resulting in a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the power booster module inputs torque through the sun gear and outputs torque through the third ring gear or the third planetary carrier, achieving torque increase and speed reduction.

[0024] In one optional embodiment, the coupling switching module includes a power transmission component, wherein in the first coupling state, a plurality of third planetary gears are arranged at circumferential intervals along the power transmission component, and all of the plurality of third planetary gears are engaged with the power transmission component.

[0025] Beneficial effects: The power booster module does not require an additional sun gear structure. The power transmission component can be used as the sun gear structure for transmission, reducing the number of structures, lowering costs and weight, and also facilitating the miniaturization of the vector distribution component.

[0026] In one optional embodiment, the power boosting module further includes a third sun gear, a plurality of third planet gears are arranged at circumferential intervals along the third sun gear, and the plurality of third planet gears are all meshed with the third sun gear. In the first coupling state, the coupling switching module is drivenly connected to the third sun gear.

[0027] Beneficial effects: While ensuring that the coupling switching module can be connected to the power lifting module in the first coupling state, the structure of the power lifting module is more complete, which is conducive to ensuring the transmission efficiency of the power lifting module. In addition, the continuous cooperation between the third sun gear and multiple third planet gears can reduce motion damage and lower the probability of damage to the vector distribution component.

[0028] In one optional embodiment, the vector output module has an output shaft, and the coupling switching module includes: a sliding sleeve slidably fitted onto the output shaft, the sliding sleeve and the output shaft being drive-connected; a power transmission component disposed on the outer peripheral surface of the sliding sleeve, in the first coupling state, the power transmission component being drive-connected to the power lifting module; and a steering transmission component disposed on the outer peripheral surface of the sliding sleeve, the steering transmission component and the power transmission component being spaced apart along the axial direction of the sliding sleeve, in the second coupling state, the steering transmission component being drive-connected to the torque distribution module.

[0029] Beneficial effects: By dividing the coupling switching module into a sliding sleeve, a power transmission component, and a steering transmission component, it can be ensured that the coupling switching module and the output shaft can both slide relative to each other and maintain a continuous transmission connection. In the first coupling state, the power transmission component is connected to the power boosting module, the steering transmission component is disconnected from the torque distribution module, and the vector output module transmits power to the differential module through the coupling switching module. In the second coupling state, the power transmission component is disconnected from the power boosting module, the steering transmission component is connected to the torque distribution module, and the vector output module transmits power to the differential module through the coupling switching module and the torque distribution module. This not only enables the vector distribution component to switch between the yaw torque and drive torque output by the differential module, but also simplifies the structure of the coupling switching module.

[0030] In one alternative implementation, in the first coupling state, the power transmission component and the power lifting module are connected by gear transmission.

[0031] Beneficial effects: By changing the gear ratio of the power transmission components and the power boost module, the input torque and speed of the power boost module can be adjusted, thereby adjusting the input torque and speed of the differential module and optimizing the vehicle's power performance.

[0032] In one alternative implementation, in the second coupling state, the steering transmission component and the torque distribution module are connected by gear transmission.

[0033] Beneficial effects: By changing the gear ratio of the steering transmission components and the torque distribution module, the input torque and speed of the torque distribution module can be adjusted, thereby adjusting the torque difference between the left and right wheels and optimizing the vehicle's steering performance.

[0034] In one optional embodiment, the vector output module has an output shaft with an output portion on the output shaft. The coupling switching module includes: a movable portion slidably connected to the output portion; a first switching portion connected to the movable portion; the power lifting module having a first mating portion; and in the first coupling state, the first switching portion and the first mating portion being connected in drive. A second switching portion is connected to the movable portion, and the torque distribution module has a second mating portion. The first switching portion and the second switching portion are spaced apart along the axial direction of the movable portion, and in the second coupling state, the second switching portion and the second mating portion are connected in drive.

[0035] Beneficial effects: By dividing the coupling switching module into a moving part, a first switching part, and a second switching part, the moving part and the output part can slide relative to each other and be continuously connected by transmission. In the first coupling state, the first switching part and the first mating part are connected by transmission, and the second switching part and the second mating part are disconnected from transmission. The vector output module transmits power to the differential module through the coupling switching module. In the second coupling state, the first switching part and the first mating part are disconnected from transmission, and the second switching part and the second mating part are connected by transmission. The vector output module transmits power to the differential module through the coupling switching module and the torque distribution module. This not only realizes the switching between the yaw torque and the drive torque output by the differential module by the vector distribution component, but also makes the structure of the coupling switching module relatively simple.

[0036] In one alternative embodiment, the output section and the moving section are connected by a gear transmission.

[0037] Beneficial effects: By changing the gear ratio between the output section and the moving section, it is possible to adjust the torque output from the coupling switching module to the power boosting module in the first coupling state, and to adjust the torque output from the coupling switching module to the torque distribution module in the second coupling state.

[0038] In one optional embodiment, in the first coupling state, the first switching part and the first mating part are connected by gear transmission.

[0039] Beneficial effects: By changing the gear ratio of the first switching part and the first mating part, the input torque and speed of the power boosting module can be adjusted, thereby adjusting the input torque and speed of the differential module and optimizing the vehicle's power performance.

[0040] In one alternative embodiment, in the second coupling state, the second switching part and the second mating part are connected by gear transmission.

[0041] Beneficial effects: By changing the gear ratio of the second switching part and the second mating part, the input torque and speed of the torque distribution module can be adjusted, thereby adjusting the torque difference between the left wheel and the right wheel and optimizing the vehicle's steering performance.

[0042] In one alternative implementation, the power boosting module is fitted onto the torque distribution module.

[0043] Beneficial effects: The overall size of the power boost module and torque distribution module in the first half-shaft is smaller in the axial direction, which reduces the space occupied by the vector distribution component in the axial direction and is conducive to the miniaturization of the vector distribution component.

[0044] In one alternative implementation, the power boosting module and the torque distribution module are arranged axially offset from each other on the first half-shaft.

[0045] Beneficial effects: It takes into account both the radial and axial dimensions of the vector distribution component, which is conducive to the miniaturization of the vector distribution component.

[0046] In one optional implementation, the vector output module includes: a vector motor; and a reduction mechanism, which is drive-connected between the vector motor and the coupling switching module.

[0047] Beneficial effects: Vector motors can not only output torque, but also perform vector control. The reduction mechanism can amplify the torque output by the vector motor, reduce the speed output by the vector motor, and transmit the amplified torque to the coupling switching module.

[0048] Secondly, the present invention also provides a vector allocation method applicable to the aforementioned vector allocation component. The vector allocation component includes a control unit, and the vector allocation method includes: the control unit receiving an acceleration signal and controlling the coupling switching module to switch to a first coupling state, so that the coupling switching module is drivenly connected to the differential housing of the differential module, and controlling the vector output module to directly transmit power to the differential housing through the coupling switching module; the control unit receiving a yaw signal and controlling the coupling switching module to switch to a second coupling state, so that the coupling switching module is drivenly connected to the torque distribution module, and controlling the vector output module to transmit power to the first half-shaft of the differential module through the first transmission unit of the coupling switching module and the torque distribution module, and to transmit power to the differential housing through the second transmission unit of the coupling switching module and the torque distribution module.

[0049] In an optional embodiment, the vector distribution method further includes: the control unit receiving a signal that the difference in rotational speed between the two wheels is greater than or equal to a first threshold, controlling the coupling switching module to switch to a second coupling state so that the coupling switching module is connected to the torque distribution module, controlling the vector output module to transmit power to the first half-shaft of the differential module through the first transmission unit of the coupling switching module and the torque distribution module, and to transmit power to the differential housing through the second transmission unit of the coupling switching module and the torque distribution module, so as to brake the wheel on the low-adhesion side and distribute power to the wheel on the high-adhesion side.

[0050] Thirdly, the present invention also provides a vehicle drive system, comprising: the aforementioned vector distribution component; and a drive unit, which is drively connected to the differential module.

[0051] Fourthly, the present invention also provides a vehicle including the aforementioned vehicle drive system.

[0052] The beneficial effects of this invention are: (1) When the coupling switching module is in the first coupling state, the vector output module, the coupling switching module and the differential housing are connected in sequence by transmission. The coupling switching module is disconnected from the torque distribution module. The vector output module transmits power directly to the differential housing through the coupling switching module. The torque output by the vector output module and the torque output by the drive unit work together on the differential housing of the differential module, and then are evenly distributed to the left and right wheels, improving the power performance and efficiency of the whole vehicle and reducing costs. When the coupling switching module is in the second coupling state, the vector output module, the coupling switching module, the torque distribution module and the differential housing are connected in sequence by transmission. The first transmission unit transmits power to the first half-shaft and the second transmission unit transmits power to the differential housing, so that the first half-shaft and the second half-shaft have torques of equal value and opposite direction, thereby generating differential torque for the left and right wheels, achieving the effect of torque vector distribution, bringing users safety benefits and driving pleasure such as high-speed emergency lane change, power cornering, and U-turn, and realizing the coverage of distributed electric drive function. Furthermore, in the second coupling state, the vector distribution component can realize the "differential lock" function. The torque output by the vector output module is the same as the torque output by the vehicle's drive unit, so that one of the left and right wheels has no torque, while the other has all the drive torque. When one wheel slips during vehicle operation, all power can be transferred to the other wheel with high traction, significantly enhancing the vehicle's ability to get out of trouble. In some embodiments, the vehicle may not need to set a traditional differential lock structure, simplifying the vehicle structure, reducing cost and weight, and optimizing range. In other embodiments, the vehicle can be equipped with a differential lock structure, providing redundancy for the "differential lock" function, increasing its reliability, and enabling it to cope with different application scenarios. In the first coupling state, the torque output by the vector output module is used as the drive torque to accelerate the vehicle; in the second coupling state, the torque output by the vector output module is used as the yaw torque to steer the vehicle. The coupling switching module switches between the two states to suit different vehicle needs, avoiding idle and wasteful use of the vector output module, improving its utilization rate, and bringing higher added value to the vehicle. (2) The first transmission unit is constructed as a planetary gear set. The first transmission unit has a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the first transmission unit outputs torque to the first half-shaft through the first sun gear and to the second transmission unit through the first planetary carrier. The number of transmission parts is small, the integration is higher, the cumulative tolerance and axial dimension are reduced, and the requirements for the precision of parts processing and manufacturing are reduced, thus reducing costs. (3) No additional gear ring structure is required in the first transmission unit. The steering transmission component can be used as the gear ring for transmission, which reduces the number of structures, lowers cost and weight, and is also conducive to the miniaturization of the vector distribution component. (4) While ensuring that the coupling switching module can be connected to the first transmission unit in the second coupling state, the structure of the first transmission unit is more complete, which is conducive to ensuring the transmission efficiency of the first transmission unit. Furthermore, the continuous cooperation between the first gear ring and multiple first planetary gears can reduce motion damage and lower the probability of damage to the vector distribution component. (5) The second transmission unit is constructed as a planetary gear set. The second transmission unit has a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the second transmission unit inputs torque through the second planetary carrier, outputs torque through the second sun gear, and is fixedly set with the second gear ring. The number of transmission parts is small, the integration is higher, the cumulative tolerance and axial dimension are reduced, and the requirements for the precision of parts processing and manufacturing are reduced, thus reducing costs. (6) On the one hand, it can reduce the number of parts, improve assembly production efficiency, reduce weight and reduce cost. The connection strength between the second planetary carrier and the first planetary carrier is higher. On the other hand, the force transmission path between the second planetary carrier and the first planetary carrier is short, which can improve the transmission efficiency between the first transmission unit and the second transmission unit and reduce energy loss. (7) The vector distribution component has a compact structure, saves chassis space, does not require bevel gears or other components that change the direction of power, has high transmission efficiency, and makes vibration and noise control easier; (8) The transmission connection between the second transmission unit and the differential housing is not blocked by the first transmission unit, and the first half-shaft can pass through the second transmission unit and be connected to the first transmission unit, which ensures that the vector distribution component can normally realize the transmission function while simplifying the layout. In addition, the first half-shaft passes through the vector output module, which ensures that the first half-shaft can be normally connected to the wheel transmission. (9) By adjusting the transmission ratio, torque output direction and other parameters of the power boosting module, the torque received by the differential housing can be changed, making the vector distribution component adaptable to vehicles with different needs. The vector distribution component has more versatile functions and can expand the application scenarios of the vector distribution component. (10) The power boosting module is constructed as a planetary gear set. The power boosting module has a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the power boosting module can achieve the function of increasing torque and reducing speed by inputting torque through the sun gear and outputting torque through the third ring gear or the third planetary carrier. (11) No additional sun gear structure is required in the power lifting module. The power transmission component can be used as the sun gear structure for transmission, which reduces the number of structures, lowers cost and weight, and is also conducive to the miniaturization of the vector distribution component. (12) While ensuring that the coupling switching module can be connected to the power lifting module in the first coupling state, the structure of the power lifting module is more complete, which is conducive to ensuring the transmission efficiency of the power lifting module. Furthermore, the continuous cooperation between the third sun gear and multiple third planet gears can reduce motion damage and lower the probability of damage to the vector distribution component. (13) By dividing the coupling switching module into a sliding sleeve, a power transmission component and a steering transmission component, it can be ensured that the coupling switching module and the output shaft can slide relative to each other and be continuously connected in transmission. In the first coupling state, the power transmission component is connected in transmission with the power lifting module, the steering transmission component is disconnected from the torque distribution module, and the vector output module transmits power to the differential module through the coupling switching module. In the second coupling state, the power transmission component is disconnected from the power lifting module, the steering transmission component is connected in transmission with the torque distribution module, and the vector output module transmits power to the differential module through the coupling switching module and the torque distribution module. This not only enables the vector distribution component to switch between the yaw torque and the drive torque output by the differential module, but also makes the structure of the coupling switching module relatively simple. (14) By changing the gear ratio of the power transmission component and the power boosting module, the input torque and speed of the power boosting module can be adjusted, thereby adjusting the input torque and speed of the differential module and optimizing the vehicle's power performance. (15) By changing the gear ratio of the steering transmission component and the torque distribution module, the input torque and speed of the torque distribution module can be adjusted, thereby adjusting the torque difference between the left wheel and the right wheel and optimizing the steering performance of the vehicle. (16) By dividing the coupling switching module into a moving part, a first switching part and a second switching part, the moving part and the output part can slide relative to each other and be continuously connected by transmission. In the first coupling state, the first switching part and the first mating part are connected by transmission, and the second switching part and the second mating part are disconnected from transmission. The vector output module transmits power to the differential module through the coupling switching module. In the second coupling state, the first switching part and the first mating part are disconnected from transmission, and the second switching part and the second mating part are connected by transmission. The vector output module transmits power to the differential module through the coupling switching module and the torque distribution module. This not only realizes the switching between the yaw torque and the drive torque output by the vector distribution component of the differential module, but also makes the structure of the coupling switching module relatively simple. (17) By changing the gear ratio between the output section and the moving section, the torque output from the coupling switching module to the power boosting module in the first coupling state and the torque output from the coupling switching module to the torque distribution module in the second coupling state can be adjusted. (18) By changing the gear ratio of the first switching part and the first mating part, the input torque and speed of the power boosting module can be adjusted, thereby adjusting the input torque and speed of the differential module and optimizing the power performance of the vehicle. (19) By changing the gear ratio of the second switching part and the second mating part, the input torque and speed of the torque distribution module can be adjusted, thereby adjusting the torque difference between the left wheel and the right wheel and optimizing the steering performance of the vehicle. (20) The overall size of the power boosting module and torque distribution module in the first half-shaft is smaller in the axial direction, which reduces the space occupied by the vector distribution component in the axial direction and is conducive to the miniaturization of the vector distribution component. (21) The vector motor can not only output torque, but also perform vector control. The reduction mechanism can amplify the torque output by the vector motor, reduce the speed output by the vector motor, and transmit the amplified torque to the coupling switching module. Attached Figure Description

[0053] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0054] Figure 1 This is one of the structural schematic diagrams of the vector allocation component in an embodiment of the present invention.

[0055] Figure 2 This is one of the partial schematic diagrams of the vector allocation component in an embodiment of the present invention.

[0056] Figure 3 This is a second schematic diagram of the structure of the vector allocation component according to an embodiment of the present invention.

[0057] Figure 4 This is a second partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0058] Figure 5 This is the third schematic diagram of the structure of the vector allocation component in an embodiment of the present invention.

[0059] Figure 6 This is a third partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0060] Figure 7 This is the fourth schematic diagram of the structure of the vector allocation component in an embodiment of the present invention.

[0061] Figure 8 This is a fourth partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0062] Figure 9 This is the fifth schematic diagram of the structure of the vector allocation component in an embodiment of the present invention.

[0063] Figure 10 This is a partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0064] Figure 11 This is a partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0065] Figure 12 This is the sixth schematic diagram of the structure of the vector allocation component in an embodiment of the present invention.

[0066] Figure 13 This is a partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0067] Figure 14 This is the eighth partial schematic diagram of the vector allocation component according to an embodiment of the present invention.

[0068] Explanation of reference numerals in the attached figures: 1. Vector assignment component; 100. Vector output module; 101. Output shaft; 102. Output section; 110. Vector motor; 111. Stator; 112. Rotor; 120. Reduction mechanism; 200, First transmission unit; 210, First sun gear; 220, First planet gear; 230, First planet carrier; 240, First gear ring; 250, Second mating part; 300, Second transmission unit; 310, Second sun gear; 320, Second planet gear; 330, Second planet carrier; 340, Second gear ring; 400. Power boosting module; 410. Third sun gear; 420. Third planetary gear; 430. Third planetary carrier; 440. Third gear ring; 450. First mating part; 500. Differential module; 510. Differential housing; 520. First half-shaft; 530. Second half-shaft; 600, Coupling switching module; 610, Sliding sleeve; 620, Power transmission component; 630, Steering transmission component; 640, Moving part; 650, First switching part; 660, Second switching part; 700, Torque distribution module; 800. Connecting components. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0070] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Directional terms used in this application, such as "upper," "lower," "front," "rear," "left," "right," "inner," and "outer," are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate the orientation of the referred device or component in an actual application scenario.

[0071] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0072] The terms "parallel" and "perpendicular" are relative to the current technological level, not absolute mathematical definitions. Slight deviations are permissible; approximations of parallelism or perpendicularity are acceptable. For example, "A and B are parallel" means that A and B are parallel or approximately parallel, with the angle between them ranging from 0 to 5 degrees. Similarly, "A and B are perpendicular" means that A and B are perpendicular or approximately perpendicular, with the angle between them ranging from 85 to 95 degrees.

[0073] In this embodiment of the invention, a vehicle is provided, comprising a vehicle drive system. The vehicle drive system includes a drive unit and a vector distribution component 1. The drive unit includes at least a device with output capability, such as a motor or engine. The vector distribution component 1 includes a differential module 500, which may include a differential housing 510, a first half-shaft 520, and a second half-shaft 530. The first half-shaft 520 and the second half-shaft 530 are rotatably mounted on opposite sides of the differential housing 510. One of the first half-shaft 520 and the second half-shaft 530 is connected to the left wheel, and the other is connected to the right wheel. That is, the first half-shaft 520 can be connected to the left wheel and the second half-shaft 530 can be connected to the right wheel, or the first half-shaft 520 can be connected to the right wheel and the second half-shaft 530 can be connected to the left wheel.

[0074] The drive unit and the differential housing 510 of the differential module 500 can be connected for transmission, and are used to output torque to the differential module 500 to drive the vehicle to perform actions such as forward, reverse, or steering. A reducer can be provided between the drive unit and the differential module 500, which serves to increase torque and reduce speed, thereby improving the stability of power transmission.

[0075] The following is combined with Figures 1 to 14 The vector allocation component 1 of the present invention is described in an embodiment. The vector allocation component 1 includes a vector output module 100, a coupling switching module 600, a differential module 500, and a torque distribution module 700.

[0076] The coupling switching module 600 is drive-connected to the vector output module 100. The coupling switching module 600 can switch between a first coupling state and a second coupling state. The differential module 500 includes a differential housing 510, a first half-shaft 520, and a second half-shaft 530. The first half-shaft 520 and the second half-shaft 530 are rotatably mounted on opposite sides of the differential housing 510. In the first coupling state, the coupling switching module 600 is drive-connected to the differential housing 510. The torque distribution module 700 includes a first transmission unit 200 and a second transmission unit 300. The first transmission unit 200 is drive-connected to the first half-shaft 520, and the second transmission unit 300 is drive-connected to the differential housing 510. In the second coupling state, the coupling switching module 600 is drive-connected to the torque distribution module 700.

[0077] The vector output module 100 enables vector control of the output power, achieving closed-loop control, real-time feedback, and improving the control accuracy of the output power. Furthermore, in the first coupling state, the coupling switching module 600 is disconnected from the torque distribution module 700, and the torque output by the vector output module 100, after passing through the coupling switching module 600, can be transmitted to the differential housing 510 without going through the torque distribution module 700. In the second coupling state, the coupling switching module 600 is connected to the torque distribution module 700, and the torque output by the vector output module 100 is transmitted to the differential housing 510 through both the coupling switching module 600 and the torque distribution module 700.

[0078] The coupling switching module 600 is driven by the torque distribution module 700, including the following two cases: First, the coupling switching module 600 is driven by the first transmission unit 200. In the second coupling state, the torque output by the vector output module 100 is transmitted through the coupling switching module 600 to the first transmission unit 200 and the second transmission unit 300 in sequence. Second, the coupling switching module 600 is driven by the second transmission unit 300. In the second coupling state, the torque output by the vector output module 100 is transmitted through the coupling switching module 600 to the second transmission unit 300 and the first transmission unit 200 in sequence. The vector distribution component 1 can select either of the above two cases according to the actual application scenario. For ease of description, the following description uses the first case as an example. The working principle of the second case can be referred to the working principle of the second case.

[0079] The first transmission unit 200 and the second transmission unit 300 can be planetary gear sets or other structures with transmission functions, such as gear pairs. The specific structures of the first transmission unit 200 and the second transmission unit 300 will not be listed here.

[0080] In this embodiment of the invention, when the coupling switching module 600 is in the first coupling state, the vector output module 100, the coupling switching module 600 and the differential housing 510 are sequentially connected by transmission. The coupling switching module 600 is disconnected from the torque distribution module 700. The coupling switching module 600 directly transmits power to the differential housing 510. The torque generated by the vector output module 100 and the torque output by the drive unit work together on the differential housing 510 of the differential module 500, and then are evenly distributed to the left wheel and the right wheel, thereby improving the power performance and efficiency of the whole vehicle and reducing costs.

[0081] When the coupling switching module 600 is in the second coupling state, the vector output module 100, the coupling switching module 600, and the torque distribution module 700 are sequentially connected by transmission. The coupling switching module 600 is disconnected from the differential housing 510 by direct transmission. The first transmission unit 200 transmits power to the first half-shaft 520, and the second transmission unit 300 transmits power to the differential housing 510, so that the first half-shaft 520 and the second half-shaft 530 have torques of equal value and opposite direction. This generates differential torque for the left wheel and the right wheel, achieving the effect of torque vector distribution. This brings users safety benefits and driving pleasure such as high-speed emergency lane changes, power cornering, and U-turns, and realizes the coverage of distributed electric drive functions.

[0082] Furthermore, in the second coupling state, the vector distribution component 1 can realize the "differential lock" function. The torque output by the vector output module 100 is the same as the torque output by the vehicle's drive unit, so that one of the left and right wheels has no torque, while the other has all the drive torque. For example, the torque output by the vector output module 100 and the torque output by the vehicle's drive unit are both 100 N·m. The torque output by the drive unit is distributed to the left and right wheels, meaning that both the left and right wheels have 50 N·m. The torque output by the vector output module 100 N·m is also distributed to the left and right wheels, so the left and right wheels have the same value but opposite direction of torque. That is, one of the left and right wheels has a torque of 50 N·m, and the other has a torque of -50 N·m. Therefore, one of the left and right wheels has a torque of 100 N·m, and the other has a torque of 0 N·m. In this way, when one wheel slips while the vehicle is driving, all the power can be transferred to the other wheel with high traction, significantly enhancing the vehicle's ability to get out of trouble. In some embodiments, the vehicle may not require a traditional differential lock structure, simplifying the vehicle structure, reducing cost and weight, and optimizing range. In other embodiments, the vehicle may have a differential lock structure, with redundant differential lock functionality, higher reliability, and the ability to handle different application scenarios.

[0083] When the vehicle is traveling in a straight line, the coupling switching module 600 can switch to the first coupling state, where the torque output by the vector output module 100 serves as the driving torque to accelerate the vehicle, improving its power performance. When the vehicle needs to turn, the coupling switching module 600 can switch to the second coupling state, where the torque output by the vector output module 100 serves as the yaw torque to drive the vehicle's steering, improving the vehicle's steering precision. The coupling switching module 600 switches between these two states to suit different vehicle needs, avoiding idle and wasted vector output module 100, increasing its utilization rate, and bringing greater added value to the vehicle.

[0084] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the first transmission unit 200 includes a first sun gear 210 and a plurality of first planet gears 220.

[0085] The first sun gear 210 is connected to the first half-shaft 520 for transmission. Multiple first planet gears 220 are arranged at circumferential intervals along the first sun gear 210. All of the multiple first planet gears 220 mesh with the first sun gear 210. The first planet carrier 230 is rotatably connected to the multiple first planet gears 220. The first planet carrier 230 is connected to the second transmission unit 300 for transmission. In the second coupling state, the coupling switching module 600 is connected to the first gear ring 240 for transmission.

[0086] It is understood that each first planetary gear 220 is rotatable relative to the first planetary carrier 230, and the plurality of first planetary gears 220 drive the first planetary carrier 230 to rotate around the central axis of the first sun gear 210.

[0087] The first transmission unit 200 is constructed as a planetary gear set. It features a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the first transmission unit 200 outputs torque to the first half-shaft 520 via the first sun gear 210 and to the second transmission unit 300 via the first planetary carrier 230. This reduces the number of transmission parts, increases integration, decreases cumulative tolerances and axial dimensions, and lowers the precision requirements for parts manufacturing, thus reducing costs.

[0088] In some embodiments, reference Figures 1-8 As shown, the coupling switching module 600 includes a steering transmission component 630. In the second coupling state, the steering transmission component 630 is sleeved on a plurality of first planetary gears 220, and the plurality of first planetary gears 220 are all engaged with the steering transmission component 630.

[0089] The coupling switching module 600 can move along the axial direction of the first transmission unit 200. In the first coupling state, the steering transmission component 630 and the multiple first planetary gears 220 are misaligned in the axial direction of the first transmission unit 200, and the steering transmission component 630 is separated from the multiple first planetary gears 220, thus disconnecting the transmission connection. In the second coupling state, the steering transmission component 630 is connected to the multiple first planetary gears 220 in a transmission connection.

[0090] In this way, there is no need to set an additional gear ring structure in the first transmission unit 200. The steering transmission component 630 can be used as the gear ring for transmission, which reduces the number of structures, reduces cost and weight, and also facilitates the miniaturization of the vector distribution component 1.

[0091] In other embodiments, reference is made to... Figures 9-14 As shown, the first transmission unit 200 also includes a first gear ring 240, which is sleeved on a plurality of first planetary gears 220. All the plurality of first planetary gears 220 mesh with the first gear ring 240. In the second coupling state, the coupling switching module 600 is connected to the first gear ring 240 in a transmission connection.

[0092] In this way, while ensuring that the coupling switching module 600 can be connected to the first transmission unit 200 in the second coupling state, the structure of the first transmission unit 200 is more complete, which is conducive to ensuring the transmission efficiency of the first transmission unit 200. Furthermore, the continuous cooperation between the first gear ring 240 and the multiple first planetary gears 220 can reduce motion damage and lower the probability of damage to the vector distribution component 1.

[0093] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the second transmission unit 300 includes a second sun gear 310, a plurality of second planet gears 320, a second planet carrier 330, and a second gear ring 340.

[0094] The second sun gear 310 is connected to the differential housing 510 for transmission. Multiple second planet gears 320 are arranged at intervals around the second sun gear 310. All of the multiple second planet gears 320 mesh with the second sun gear 310. The second planet carrier 330 is rotatably connected to the multiple second planet gears 320. The second planet carrier 330 is connected to the first planet carrier 230 for transmission. The second gear ring 340 is sleeved on the multiple second planet gears 320. All of the multiple second planet gears 320 mesh with the second gear ring 340. The second gear ring 340 is fixedly installed.

[0095] It is understood that each second planetary gear 320 is rotatable relative to the second planetary carrier 330, and the multiple second planetary gears 320 drive the second planetary carrier 330 to rotate around the central axis of the second sun gear 310.

[0096] The second transmission unit 300 is constructed as a planetary gear set. It features a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the second transmission unit 300 receives torque through the second planetary carrier 330, outputs torque through the second sun gear 310, and is fixedly mounted on the second ring gear 340. This reduces the number of transmission parts, increases integration, decreases cumulative tolerances and axial dimensions, and lowers the precision requirements for parts manufacturing, thus reducing costs.

[0097] Specifically, refer to Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the second planetary carrier 330 and the first planetary carrier 230 are integrally formed. Specifically, the second planetary carrier 330 and the first planetary carrier 230 are directly machined as a single unit during the manufacturing process.

[0098] In this way, on the one hand, the number of parts can be reduced, the assembly production efficiency can be improved, and the weight can be reduced and the cost can be lowered. The connection strength between the second planetary carrier 330 and the first planetary carrier 230 is higher. On the other hand, the force transmission path between the second planetary carrier 330 and the first planetary carrier 230 is short, which can improve the transmission efficiency between the first transmission unit 200 and the second transmission unit 300 and reduce energy loss.

[0099] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the vector output module 100, the first transmission unit 200, the second transmission unit 300, and the differential module 500 are coaxially arranged. That is, the central axis of the vector output module 100, the central axis of the first transmission unit 200, the central axis of the second transmission unit 300, and the central axis of the differential module 500 are aligned.

[0100] In this way, the vector distribution component 1 has a compact structure, saves chassis space, eliminates the need for components such as bevel gears that change the direction of power, has high transmission efficiency, and makes vibration and noise control easier.

[0101] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the vector output module 100, the first transmission unit 200, the second transmission unit 300 and the differential module 500 are arranged sequentially along the axial direction of the first half-shaft 520, and the vector output module 100 and the second transmission unit 300 are both sleeved on the first half-shaft 520.

[0102] In this configuration, neither the vector output module 100 nor the second transmission unit 300 contacts the first half-shaft 520, thus avoiding interference between the vector output module 100 and the second transmission unit 300 and the rotation of the first half-shaft 520.

[0103] In this way, the transmission connection between the second transmission unit 300 and the differential housing 510 is not obstructed by the first transmission unit 200. The transmission path between the second transmission unit 300 and the differential housing 510 is short, which improves transmission efficiency. Furthermore, the first half-shaft 520 can pass through the second transmission unit 300 and be connected to the first transmission unit 200, ensuring that the vector distribution component 1 can normally realize its transmission function while simplifying the layout. The force transmission path between the first transmission unit 200 and the first half-shaft 520 is shorter, resulting in less energy loss and higher transmission efficiency. In addition, the first half-shaft 520 passes through the vector output module 100, ensuring that the first half-shaft 520 can be normally connected to the wheel drive.

[0104] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the vector distribution component 1 also includes a power boosting module 400, which is connected to the differential housing 510 via a transmission connection. In the first coupling state, the coupling switching module 600 is connected to the power boosting module 400 via a transmission connection. The power boosting module 400 can be a planetary gear set structure or other structures with transmission functions, such as a gear pair structure. The specific structure of the power boosting module 400 will not be listed here.

[0105] In the first coupling state, the torque output by the vector output module 100 is transmitted to the differential housing 510 of the differential module 500 through the coupling switching module 600 and the power boosting module 400. By adjusting parameters such as the transmission ratio and torque output direction of the power boosting module 400, the magnitude and direction of the torque received by the differential housing 510 can be changed, making the vector distribution component 1 adaptable to vehicles with different needs. The function of the vector distribution component 1 is more versatile, which can expand the applicable scenarios of the vector distribution component 1.

[0106] In some embodiments, reference Figures 1-14 As shown, the power boosting module 400 includes multiple third planetary gears 420, a third planetary carrier 430, and a third ring gear 440.

[0107] In the first coupling state, the coupling switching module 600 is connected to multiple third planetary gears 420 in a transmission connection, the third planetary carrier 430 is rotatably connected to multiple third planetary gears 420, the third gear ring 440 is sleeved on multiple third planetary gears 420, and multiple third planetary gears 420 are all meshed with the third gear ring 440. One of the third planetary carrier 430 and the third gear ring 440 is fixedly set, and the other is connected to the differential housing 510 in a transmission connection.

[0108] It is understood that each third planetary gear 420 is rotatable relative to the third planetary carrier 430, and the multiple third planetary gears 420 drive the third planetary carrier 430 to rotate around the central axis of the third gear ring 440.

[0109] One of the third planetary carrier 430 and the third ring gear 440 is fixedly disposed, and the other is drivenly connected to the differential housing 510. This can include the following two situations: First, the third planetary carrier 430 is fixedly disposed, and the third ring gear 440 is drivenly connected to the differential housing 510; Second, the third planetary carrier 430 is drivenly connected to the differential housing 510, and the third ring gear 440 is fixedly disposed.

[0110] Thus, the power booster module 400 is constructed as a planetary gear set, resulting in a compact structure, high power density, strong load-bearing capacity, and smooth transmission. Furthermore, the power booster module 400 outputs torque to the differential housing 510 via the third ring gear 440 or the third planetary carrier 430, enabling it to increase torque and reduce speed, thereby optimizing the vehicle's power performance.

[0111] Specifically, refer to Figures 5-11 As shown, with the third planetary carrier 430 fixedly installed and the third ring gear 440 connected to the differential housing 510, the power boosting module 400 outputs torque through the third ring gear 440. This not only increases torque and reduces speed but also reverses the direction of the input and output torque, providing reverse torque to the differential module 500. For example, the structure of this embodiment can be applied to the vehicle in reverse, but it is not limited to this embodiment; it can be adjusted according to the vehicle's needs. At this time, the second ring gear 340 and the third planetary carrier 430 can be integrally formed, meaning they are directly machined as a single piece during manufacturing. This reduces the number of parts, improves assembly efficiency, and reduces weight and cost.

[0112] refer to Figures 1-4 , Figure 12 and Figure 14 As shown, when the third planetary carrier 430 is fixedly connected to the differential housing 510 and the third gear ring 440 is fixedly installed, the power boosting module 400 outputs torque through the third planetary carrier 430. The input torque and the output torque are in the same direction, which can achieve the maximum same-direction deceleration and torque increase with the smallest volume, taking into account both small space occupation and torque enhancement effect.

[0113] In some embodiments, such as Figures 1-8 As shown, the coupling switching module 600 includes a power transmission component 620. In the first coupling state, a plurality of third planetary gears 420 are arranged at circumferential intervals along the power transmission component 620, and all of the plurality of third planetary gears 420 are engaged with the power transmission component 620.

[0114] The coupling switching module 600 can move along the axial direction of the power lifting module 400. In the second coupling state, the power transmission component 620 and the multiple third planetary gears 420 are misaligned in the axial direction of the power lifting module 400, and the power transmission component 620 is separated from the multiple third planetary gears 420, thus disconnecting the transmission connection. In the first coupling state, the power transmission component 620 is connected to the multiple third planetary gears 420, and the vector output module 100 provides torque to the differential module 500 through the coupling switching module 600 and the power lifting module 400.

[0115] In this way, there is no need to set up an additional sun gear structure in the power lifting module 400. The power lifting module 400 can be used as the sun gear structure for transmission, reducing the number of structures, reducing cost and weight, and also facilitating the miniaturization of the vector distribution component 1.

[0116] In other embodiments, reference is made to Figures 9-14 As shown, the power boosting module 400 also includes a third sun gear 410, and multiple third planetary gears 420 are arranged at circumferential intervals along the third sun gear 410. All of the multiple third planetary gears 420 are meshed with the third sun gear 410. In the first coupling state, the coupling switching module 600 is connected to the third sun gear 410 in a transmission connection.

[0117] In this way, while ensuring that the coupling switching module 600 can be connected to the power lifting module 400 in the first coupling state, the structure of the power lifting module 400 is more complete, which is conducive to ensuring the transmission efficiency of the power lifting module 400. Furthermore, the continuous cooperation between the third sun gear 410 and multiple third planet gears 420 can reduce motion damage and lower the probability of damage to the vector distribution component 1.

[0118] In some embodiments, reference Figures 1-8 As shown, the vector output module 100 has an output shaft 101, and the coupling switching module 600 includes a sliding sleeve 610, a power transmission component 620, and a steering transmission component 630.

[0119] The sliding sleeve 610 is slidably sleeved on the output shaft 101, and the sliding sleeve 610 and the output shaft 101 are connected in a driving connection. The power transmission component 620 is disposed on the outer peripheral surface of the sliding sleeve 610. In the first coupling state, the power transmission component 620 is connected in a driving connection with the power lifting module 400. The steering transmission component 630 is disposed on the outer peripheral surface of the sliding sleeve 610. In the second coupling state, the steering transmission component 630 is connected in a driving connection with the torque distribution module 700.

[0120] The sliding sleeve 610 and the output shaft 101 can be splined to allow relative sliding between them while maintaining a transmission connection. The power transmission component 620 and the steering transmission component 630 are spaced apart along the axial direction of the sliding sleeve 610.

[0121] By dividing the coupling switching module 600 into a sliding sleeve 610, a power transmission component 620, and a steering transmission component 630, it is possible to ensure that the coupling switching module 600 and the output shaft 101 can both slide relative to each other and maintain a continuous transmission connection. In the first coupling state, the power transmission component 620 is connected to the power boosting module 400, and the steering transmission component 630 is disconnected from the torque distribution module 700. In the second coupling state, the power transmission component 620 is disconnected from the power boosting module 400, and the steering transmission component 630 is connected to the torque distribution module 700. This not only enables the vector distribution component 1 to switch between the yaw torque and drive torque output by the differential module 500, but also makes the structure of the coupling switching module 600 relatively simple.

[0122] At this time, the first transmission unit 200 does not need to be equipped with a gear ring structure, and the steering transmission component 630 serves as the gear ring structure of the first transmission unit 200 in the second coupling state; the power lifting module 400 does not need to be equipped with a sun gear structure, and the power transmission component 620 serves as the sun gear structure of the power lifting module 400 in the first coupling state.

[0123] Specifically, in the first coupling state, the power transmission component 620 and the power boosting module 400 are connected by gears. By changing the gear ratio between the power transmission component 620 and the power boosting module 400, the input torque and speed of the power boosting module 400 can be adjusted, thereby adjusting the input torque and speed of the differential module 500 and optimizing the vehicle's power performance.

[0124] In the second coupling state, the steering transmission component 630 and the torque distribution module 700 are connected by gears. By changing the gear ratio between the steering transmission component 630 and the torque distribution module 700, the input torque and speed of the torque distribution module 700 can be adjusted, thereby adjusting the torque difference between the left and right wheels and optimizing the vehicle's steering performance.

[0125] In other embodiments, reference is made to Figures 9-14 As shown, the vector output module 100 has an output shaft 101, and an output section 102 is provided on the output shaft 101. The coupling switching module 600 includes a moving section 640, a first switching section 650, and a second switching section 660.

[0126] The moving part 640 is slidably connected to the output part 102. The first switching part 650 is connected to the moving part 640. The power lifting module 400 has a first mating part 450. In the first coupling state, the first switching part 650 and the first mating part 450 are connected. The second switching part 660 is connected to the moving part 640. The torque distribution module 700 has a second mating part 250. In the second coupling state, the second switching part 660 and the second mating part 250 are connected.

[0127] The output unit 102, the first switching unit 650, and the second switching unit 660 are spaced apart along the moving direction of the coupling switching module 600.

[0128] Specifically, the first transmission unit 200 is provided with a second mating part 250, or the second transmission unit 300 is provided with a second mating part 250. In this embodiment of the invention, the first transmission unit 200 is provided with a second mating part 250 as an illustration.

[0129] At this time, the first transmission unit 200 includes a first gear ring 240, and the outer peripheral surface of the first gear ring 240 is provided with a second mating part 250; the power lifting module 400 includes a third sun gear 410, and the outer peripheral surface of the third sun gear 410 is provided with a first mating part 450.

[0130] By dividing the coupling switching module 600 into a moving part 640, a first switching part 650, and a second switching part 660, the moving part 640 and the output part 102 can slide relative to each other and be continuously connected by transmission. In the first coupling state, the first switching part 650 and the first mating part 450 are connected by transmission, and the second switching part 660 and the second mating part 250 are disconnected by transmission. In the second coupling state, the first switching part 650 and the first mating part 450 are disconnected by transmission, and the second switching part 660 and the second mating part 250 are connected by transmission. This not only enables the vector distribution component 1 to switch between the yaw torque and the drive torque output by the differential module 500, but also makes the structure of the coupling switching module 600 relatively simple.

[0131] Specifically, the output section 102 and the moving section 640 are connected by gears. The inner circumferential surface of the output section 102 is provided with teeth, and the outer circumferential surface of the moving section 640 is provided with teeth, so that the inner circumferential surface of the output section 102 and the outer circumferential surface of the moving section 640 mesh.

[0132] By changing the gear ratio between the output unit 102 and the moving unit 640, the torque output from the coupling switching module 600 to the power boosting module 400 in the first coupling state and the torque output from the coupling switching module 600 to the torque distribution module 700 in the second coupling state can be adjusted.

[0133] In the first coupling state, the first switching part 650 and the first mating part 450 are connected by gear transmission. The outer peripheral surface of the first switching part 650 is provided with teeth, and the inner peripheral surface of the first mating part 450 is provided with teeth, so that the inner peripheral surface of the first mating part 450 and the outer peripheral surface of the first switching part 650 mesh.

[0134] By changing the gear ratio between the first switching unit 650 and the first mating unit 450, the input torque and speed of the power boosting module 400 can be adjusted, thereby adjusting the input torque and speed of the differential module 500 and optimizing the vehicle's power performance.

[0135] In the second coupling state, the second switching part 660 and the second mating part 250 are gear drives. The outer peripheral surface of the second mating part 250 is provided with teeth, and the inner peripheral surface of the second switching part 660 is provided with teeth, so that the inner peripheral surface of the second switching part 660 and the outer peripheral surface of the second mating part 250 mesh.

[0136] By changing the gear ratio of the second switching unit 660 and the second mating unit 250, the input torque and speed of the torque distribution module 700 can be adjusted, thereby adjusting the torque difference between the left and right wheels and optimizing the vehicle's steering performance.

[0137] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the vector output module 100, differential module 500, first transmission unit 200, second transmission unit 300, and power boosting module 400 are coaxially arranged. That is, the central axis of the vector output module 100, the central axis of the first transmission unit 200, the central axis of the second transmission unit 300, the central axis of the differential module 500, and the central axis of the power boosting module 400 are coincident.

[0138] In this way, the vector distribution component 1 has a compact structure, saves chassis space, eliminates the need for components such as bevel gears that change the direction of power, has high transmission efficiency, and makes vibration and noise control easier.

[0139] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the power boosting module 400 is fitted onto the torque distribution module 700. In this way, the overall size of the power boosting module 400 and the torque distribution module 700 in the axial direction of the first half-shaft 520 is smaller, reducing the space occupied by the vector distribution component 1 in the axial direction, which is beneficial to the miniaturization of the vector distribution component 1.

[0140] In this configuration, the power boosting module 400 can be partially fitted onto the torque distribution module 700 along the axial direction of the first half-shaft 520. At this time, the end of the power boosting module 400 that is close to the differential housing 510 of the differential module 500 along the axial direction of the first half-shaft 520 is named the first end, and the end of the torque distribution module 700 that is close to the differential housing 510 of the differential module 500 along the axial direction of the first half-shaft 520 is named the second end. The first end extends beyond the second end, and the second end is the end of the second transmission unit 300 that is close to the differential housing 510 of the differential module 500 along the axial direction of the first half-shaft 520.

[0141] In this way, the power boost module 400 is closer to the differential housing 510 of the differential module 500, which can reduce the transmission path between the power boost module 400 and the differential housing 510 of the differential module 500, thereby reducing the transmission structure between the power boost module 400 and the differential housing 510 of the differential module 500, and reducing cost and weight.

[0142] Alternatively, the power boosting module 400 can be completely fitted onto the torque distribution module 700. In this case, the end of the power boosting module 400 that is close to the differential housing 510 of the differential module 500 along the axial direction of the first half-shaft 520 is named the first end, and the end of the torque distribution module 700 that is close to the differential housing 510 of the differential module 500 along the axial direction of the first half-shaft 520 is named the second end. The first end does not extend beyond the second end, and the second end is the end of the second transmission unit 300 that is close to the differential housing 510 of the differential module 500 along the axial direction of the first half-shaft 520.

[0143] In this way, the overall axial dimension of the power boosting module 400 and the torque distribution module 700 is smaller, further reducing the axial dimension of the vector distribution component 1.

[0144] In some embodiments, the power boosting module 400 and the torque distribution module 700 are arranged axially offset from each other on the first half-shaft 520. This allows for consideration of both the radial and axial dimensions of the vector distribution assembly 1, which is beneficial for miniaturizing the vector distribution assembly 1.

[0145] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the vector distribution component 1 also includes a connecting member 800, which is connected to the differential housing 510, the second transmission unit 300 and the power boosting module 400.

[0146] The connecting member 800 is connected to the second sun gear 310 of the second transmission unit 300, and also to the differential housing 510. When the third planetary carrier 430 is fixedly installed and the third ring gear 440 is connected to the differential housing 510 in a transmission connection, the connecting member 800 is connected to the third ring gear 440; when the third planetary carrier 430 is fixedly installed in a transmission connection with the differential housing 510 and the third ring gear 440 is fixedly installed, the connecting member 800 is connected to the third planetary carrier 430.

[0147] In this way, while enabling the differential housing 510 to transmit power to the second transmission unit 300 and the power lifting module 400 respectively, the number of intermediate transmission structures can be reduced, weight and cost can be reduced, and assembly efficiency can be improved.

[0148] In some embodiments, reference Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 , Figure 12 As shown, the vector output module 100 includes a vector motor 110 and a reduction mechanism 120, with the reduction mechanism 120 being driven between the vector motor 110 and the coupling switching module 600.

[0149] The vector motor 110 includes a stator 111 and a rotor 112. The stator 111 is fixedly mounted, while the rotor 112 is rotatable relative to the stator 111. When the vector motor 110 is working, the rotor 112 rotates around its axis and outputs torque and power to the reduction mechanism 120. The reduction mechanism 120 can be a gear pair structure or other mechanisms with reduction function, which will not be described in detail here.

[0150] The vector motor 110 can not only output torque, but also perform vector control. The reduction mechanism 120 can amplify the torque output by the vector motor 110, reduce the speed output by the vector motor 110, and transmit the amplified torque to the coupling switching module 600.

[0151] In this embodiment of the invention, a vector allocation method is also proposed. The vector allocation method is applicable to the above-mentioned vector allocation component 1, and the vector allocation component 1 further includes a control unit. The vector allocation method includes: When the control unit receives the acceleration signal, it controls the coupling switching module 600 to switch to the first coupling state so that the coupling switching module 600 is connected to the differential housing 510 of the differential module 500. The control unit controls the vector output module 100 to transmit power directly to the differential housing 510 through the coupling switching module 600. Upon receiving a yaw signal, the control unit controls the coupling switching module 600 to switch to the second coupling state, thereby connecting the coupling switching module 600 with the torque distribution module 700. The control unit then controls the vector output module 100 to transmit power to the first half-shaft 520 of the differential module 500 through the first transmission unit 200 of the coupling switching module 600 and the torque distribution module 700, and to transmit power to the differential housing through the second transmission unit 300 of the coupling switching module 600 and the torque distribution module 700.

[0152] The acceleration signal can be generated by user operation. For example, if the user presses the accelerator pedal to an opening of 80% or more, the vehicle control unit (VCU) will generate an acceleration signal. Alternatively, some vehicles may have an accelerator switch, which the user can manually operate to generate an acceleration signal.

[0153] Yaw signals can be issued by the Vehicle Motion Control (VMC) system. When a vehicle is turning or changing direction, the VMC system can issue yaw signals based on the overall motion posture to improve the directional accuracy of the vehicle.

[0154] Thus, when the vehicle is accelerating in a straight line, the coupling switching module 600 can switch to the first coupling state, and the vector output module 100 outputs power directly to the differential housing 510 of the differential module 500 through the coupling switching module 600, increasing the vehicle's power. When the vehicle is changing direction, the coupling switching module 600 can switch to the second coupling state, and the vector output module 100 outputs power to the differential housing 510 and the first half-shaft 520 of the differential module 500 through the coupling switching module 600 and the torque distribution module 700, so that the torque values ​​of the first half-shaft 520 and the second half-shaft 530 of the differential module 500 are the same and the directions are opposite, improving the turning performance.

[0155] Furthermore, vector assignment methods also include: When the control unit receives a signal that the difference in wheel speed between the two sides is greater than or equal to a first threshold, the control unit controls the coupling switching module 600 to switch to a second coupling state, so that the coupling switching module 600 is connected to the torque distribution module 700. The control unit controls the vector output module 100 to transmit power to the first half-shaft 520 of the differential module 500 through the first transmission unit 200 of the coupling switching module 600 and the torque distribution module 700, and transmits power to the differential housing 510 through the second transmission unit 300 of the coupling switching module 600 and the torque distribution module 700, so as to brake the wheel on the low-adhesion side and distribute power to the wheel on the high-adhesion side.

[0156] In off-road scenarios, one wheel of a vehicle may get stuck in mud. This causes one wheel to slip, while the other wheel loses power, rendering the vehicle unable to move. At this point, the vehicle controller can detect that the speed difference between the two wheels is too large, exceeding a first threshold. The controller determines that the wheel with the higher speed is on the low-traction side, and the wheel with the lower speed is on the high-traction side. It then controls the coupling switching module 600 to switch to a second coupling state, depriving the wheel on the low-traction side of power. The wheel on the low-traction side stops rotating, and all power is output to the wheel on the high-traction side, achieving a "differential lock" effect, which helps the vehicle get out of trouble.

[0157] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and all such modifications and variations fall within the scope defined by the appended claims.

[0158] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A vector allocation component, characterized in that, include: Vector output module (100); A coupling switching module (600) is connected to the vector output module (100) and the coupling switching module (600) can switch between a first coupling state and a second coupling state; The differential module (500) includes a differential housing (510), a first half-shaft (520), and a second half-shaft (530). The first half-shaft (520) and the second half-shaft (530) are rotatably mounted on opposite sides of the differential housing (510). In the first coupling state, the coupling switching module (600) is drivenly connected to the differential housing (510). The torque distribution module (700) includes a first transmission unit (200) and a second transmission unit (300). The first transmission unit (200) and the second transmission unit (300) are connected in a transmission manner. The first transmission unit (200) is connected in a transmission manner to the first half-shaft (520), and the second transmission unit (300) is connected in a transmission manner to the differential housing (510). In the second coupling state, the coupling switching module (600) is connected in a transmission manner to the torque distribution module (700).

2. The vector allocation component according to claim 1, characterized in that, The first transmission unit (200) includes: The first sun gear (210) is connected to the first half-shaft (520) for transmission. Multiple first planetary gears (220) are arranged at circumferential intervals along the first sun gear (210), and all of the multiple first planetary gears (220) are meshed with the first sun gear (210). In the second coupling state, the coupling switching module (600) is connected to the multiple first planetary gears (220) in a transmission connection. The first planetary carrier (230) is rotatably connected to a plurality of first planetary gears (220), and the first planetary carrier (230) is drive-connected to the second transmission unit (300).

3. The vector allocation component according to claim 2, characterized in that, The coupling switching module (600) includes: In the second coupling state, the steering transmission member (630) is sleeved on a plurality of first planetary gears (220), and all of the plurality of first planetary gears (220) are engaged with the steering transmission member (630).

4. The vector allocation component according to claim 2, characterized in that, The first transmission unit (200) further includes: The first gear ring (240) is sleeved on a plurality of first planetary gears (220), and the plurality of first planetary gears (220) are all meshed with the first gear ring (240). In the second coupling state, the coupling switching module (600) is connected to the first gear ring (240) in a transmission connection.

5. The vector allocation component (1) according to claim 2, characterized in that, The second transmission unit (300) includes: The second sun gear (310) is connected to the differential housing (510) for transmission. Multiple second planetary gears (320) are arranged at circumferential intervals along the second sun gear (310), and all of the multiple second planetary gears (320) mesh with the second sun gear (310); The second planetary carrier (330) is rotatably connected to a plurality of second planetary gears (320), and the second planetary carrier (330) is drive-connected to the first planetary carrier (230); The second gear ring (340) is sleeved on a plurality of second planetary gears (320), and the plurality of second planetary gears (320) mesh with the second gear ring (340). The second gear ring (340) is fixedly installed.

6. The vector allocation component according to claim 5, characterized in that, The second planetary carrier (330) is integrally formed with the first planetary carrier (230).

7. The vector allocation component according to claim 1, characterized in that, The vector output module (100), the first transmission unit (200), the second transmission unit (300), and the differential module (500) are coaxially arranged.

8. The vector allocation component according to claim 1, characterized in that, The vector output module (100), the first transmission unit (200), the second transmission unit (300) and the differential module (500) are arranged sequentially along the axial direction of the first half-shaft (520), and the vector output module (100) and the second transmission unit (300) are both sleeved on the first half-shaft (520).

9. The vector allocation component according to any one of claims 1-8, characterized in that, The vector allocation component (1) further includes: The power boosting module (400) is driven to the differential housing (510). In the first coupling state, the coupling switching module (600) is driven to the power boosting module (400).

10. The vector allocation component according to claim 9, characterized in that, The power enhancement module (400) includes: In the first coupling state, the coupling switching module (600) is connected to the multiple third planetary gears (420) in a transmission connection. The third planetary carrier (430) is rotatably connected to the plurality of said third planetary gears (420); The third ring gear (440) is sleeved on a plurality of the third planetary gears (420), and the plurality of the third planetary gears (420) mesh with the third ring gear (440). The third ring gear (440) is connected to the differential housing (510) in a driving connection. One of the third planetary carrier (430) and the third ring gear (440) is fixedly set, and the other is connected to the differential housing (510) in a driving connection.

11. The vector assignment component according to claim 10, characterized in that, The coupling switching module (600) includes: In the first coupling state, a plurality of third planetary gears (420) are arranged at circumferential intervals along the power transmission component (620), and all of the plurality of third planetary gears (420) mesh with the power transmission component (620).

12. The vector allocation component according to claim 10, characterized in that, The power enhancement module (400) also includes: The third sun gear (410) and a plurality of the third planet gears (420) are arranged at circumferential intervals along the third sun gear (410). The plurality of the third planet gears (420) are all meshed with the third sun gear (410). In the first coupling state, the coupling switching module (600) is connected to the third sun gear (410) in a transmission connection.

13. The vector allocation component according to claim 9, characterized in that, The vector output module (100) has an output shaft (101), and the coupling switching module (600) includes: A sliding sleeve (610) is slidably sleeved on the output shaft (101), and the sliding sleeve (610) and the output shaft (101) are connected in a driving manner; A power transmission component (620) is disposed on the outer peripheral surface of the sliding sleeve (610). In the first coupling state, the power transmission component (620) is connected to the power lifting module (400) in a transmission connection. A steering transmission component (630) is disposed on the outer peripheral surface of the sliding sleeve (610). The steering transmission component (630) and the power transmission component (620) are spaced apart along the axial direction of the sliding sleeve (610). In the second coupling state, the steering transmission component (630) is connected to the torque distribution module (700) in a transmission connection.

14. The vector assignment component according to claim 13, characterized in that, In the first coupling state, the power transmission component (620) and the power lifting module (400) are connected by gear transmission; and / or, In the second coupling state, the steering transmission component (630) and the torque distribution module (700) are connected by gear transmission.

15. The vector allocation component according to claim 9, characterized in that, The vector output module (100) has an output shaft (101), and an output section (102) is provided on the output shaft (101). The coupling switching module (600) includes: The moving part (640) is slidably connected to the output part (102); The first switching part (650) is connected to the moving part (640), and the power lifting module (400) has a first mating part (450). In the first coupling state, the first switching part (650) and the first mating part (450) are connected in a transmission. The second switching part (660) is connected to the moving part (640). The torque distribution module (700) has a second mating part (250). The first switching part (650) and the second switching part (660) are arranged at an axial distance along the moving part (640). In the second coupling state, the second switching part (660) and the second mating part (250) are connected in a driving connection.

16. The vector allocation component according to claim 15, characterized in that, The output section (102) and the moving section (640) are connected by gear transmission; and / or, In the first coupling state, the first switching part (650) and the first mating part (450) are connected by gear transmission; and / or, In the second coupling state, the second switching part (660) and the second mating part (250) are connected by gear transmission.

17. The vector allocation component according to claim 9, characterized in that, The power boosting module (400) is fitted onto the torque distribution module (700); or The power boosting module (400) and the torque distribution module (700) are arranged axially offset from each other on the first half-shaft (520).

18. The vector allocation component (1) according to any one of claims 1-8, characterized in that, The vector output module (100) includes: Vector motor (110); The speed reduction mechanism (120) is connected between the vector motor (110) and the coupling switching module (600).

19. A vector allocation method applicable to the vector allocation component (1) according to any one of claims 1-18, said vector allocation component (1) further comprising a control unit, characterized in that, include: When the control unit receives the acceleration signal, it controls the coupling switching module (600) to switch to the first coupling state so that the coupling switching module (600) is connected to the differential housing (510) of the differential module (500) and the control vector output module (100) transmits power directly to the differential housing (510) through the coupling switching module (600). The control unit receives the yaw signal and controls the coupling switching module (600) to switch to the second coupling state so that the coupling switching module (600) is connected to the torque distribution module (700) for transmission. The control vector output module (100) transmits power to the first half-shaft (520) of the differential module (500) through the first transmission unit (200) of the coupling switching module (600) and the torque distribution module (700), and transmits power to the differential housing (510) through the second transmission unit (300) of the coupling switching module (600) and the torque distribution module (700).

20. The vector allocation method according to claim 19, characterized in that, The vector allocation method further includes: When the control unit receives a signal that the difference in speed between the two wheels is greater than or equal to the first threshold, it controls the coupling switching module (600) to switch to the second coupling state so that the coupling switching module (600) is connected to the torque distribution module (700) for transmission. The control vector output module (100) transmits power to the first half-shaft (520) of the differential module (500) through the first transmission unit (200) of the coupling switching module (600) and the torque distribution module (700), and transmits power to the differential housing (510) through the second transmission unit (300) of the coupling switching module (600) and the torque distribution module (700), so that the wheel on the low adhesion side is braked and the power is distributed to the wheel on the high adhesion side.

21. A vehicle drive system, characterized in that, include: Vector assignment component (1) as described in any one of claims 1-18; The drive unit is connected to the differential module (500) in a transmission manner.

22. A vehicle, characterized in that, Includes the vehicle drive system as described in claim 21.

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