Vehicle transmission system integrated with torque vector

Abstract

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

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle transmission technical field, especially a kind of integrated torque vector vehicle transmission system. BACKGROUND

[0002] Integrated torque vector vehicle transmission system is a kind of automobile transmission technology system, the performance, controllability and stability of vehicle are improved by accurately controlling torque distribution, the current clutch integrated torque vector vehicle transmission system is prone to friction plate temperature too high in severe working conditions, prone to torque instability even function loss. SUMMARY

[0003] The technical problem to be solved by the present application is to provide an integrated torque vector vehicle transmission system that can continuously provide sufficient lubricating oil to the reduction gearbox and the two sets of clutches, achieving efficient lubrication and cooling, effectively preventing the reduction gearbox and the friction plate from overheating, and ensuring stable torque output.

[0004] To solve the above technical problems, the technical scheme of the utility model is as follows: an integrated torque vector vehicle transmission system, comprising:

[0005] a reduction gearbox;

[0006] a drive motor in transmission connection with the input end of the reduction gearbox;

[0007] two sets of output shafts in transmission connection with the output end of the reduction gearbox;

[0008] two sets of clutches arranged between the reduction gearbox and the two sets of output shafts, the two sets of clutches respectively controlling the transmission of the reduction gearbox and the two sets of output shafts;

[0009] a lubrication system connected to the reduction gearbox and the two sets of clutches through an oil circuit, the lubrication system lubricates and cools the reduction gearbox and the two sets of clutches, and the drive pump of the lubrication system is in transmission connection with the output end of the reduction gearbox.

[0010] Optionally, the reduction gearbox comprises:

[0011] a reduction gearbox input shaft in transmission connection with the drive motor;

[0012] an intermediate shaft in transmission connection with the reduction gearbox input shaft, the intermediate shaft being in transmission connection with the two sets of clutches through a gear ring.

[0013] Optionally, the clutch comprises:

[0014] a steel sheet, a friction plate and a clutch outer hub, which are sequentially arranged from inside to outside between the corresponding output shaft and the gear ring, the steel sheet being fixedly connected with the output shaft, and the clutch outer hub being fixedly connected with the gear ring;

[0015] A pressing plate, a push ring, a thrust bearing and a piston are sequentially arranged outside the friction plate;

[0016] A spring is arranged between the push ring and the clutch outer hub;

[0017] An actuator is arranged to provide oil pressure to the piston, the actuator supplies oil to the piston, the piston pushes the thrust bearing, the push ring, the pressing plate to compress the friction plate and the steel plate, and the push ring compresses the spring, the torque of the ring gear is transmitted to the output shaft through the clutch outer hub, the friction plate and the steel plate to realize clutch engagement, the actuator stops supplying oil to the piston, the spring rebounds to drive the pressing plate, the push ring, the thrust bearing and the piston to return to the initial position to realize clutch disengagement.

[0018] Optionally, the lubrication system comprises:

[0019] A drive pump, a drive pump rotor of the drive pump is in transmission connection with the intermediate shaft, a drive pump housing of the drive pump is integrally formed with the reduction box housing, and an oil outlet of the drive pump is in communication with oil holes arranged at the output shaft, the clutch outer hub, the friction plate and the thrust bearing through an oil path;

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

[0021] Optionally, the actuator comprises:

[0022] An actuator oil cavity;

[0023] A brushless DC motor and a plunger pump arranged in the actuator oil cavity;

[0024] An electronic control unit (ECU), the ECU receives a vehicle oil supply signal, controls the brushless DC motor to work, drives the plunger of the plunger pump to move inward, the pump cavity volume decreases, the oil is extruded and the pressure rises, and the oil flows into the piston, the ECU receives a vehicle oil cut-off signal, controls the brushless DC motor to stop working, the oil loses pressure, and the spring presses the oil back to the pump cavity from the piston.

[0025] Optionally, the actuator oil cavity is in communication with the output shaft oil seal through a supplementary oil path.

[0026] Optionally, the actuator oil cavity is arranged in isolation from a large oil cavity of the clutch.

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

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

[0029] The ECU receives a whole vehicle oil supply signal, and performs two-stage work, the first stage controls the brushless DC motor to reversely drive the plunger pump to suck oil from the piston back to the pump cavity, and supplies the oil to the piston through the oil return oil way and the small piston cavity to make the clutch pre-combined, and the second stage controls the brushless DC motor to positively drive the plunger pump to supply the oil to the piston through the large piston cavity and the small piston cavity to make the clutch fully combined.

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

[0031] The above scheme of the utility model has at least the following beneficial effects:

[0032] The above scheme of the utility model, the lubricating system adopts the active lubrication mode, the driving pump of the lubricating system is in transmission connection with the output end of the reduction gearbox, can continuously provide sufficient lubricating oil for the reduction gearbox and the two sets of clutches, realizes efficient lubrication and cooling.

[0033] Through the transmission of the two sets of clutches and the two sets of output shafts, more accurate torque vector control can be realized, and the torque can be reasonably distributed to the wheels according to the vehicle driving state and road conditions, so that the control stability and driving feeling of the vehicle in various working conditions are improved.

[0034] The vehicle transmission system adopts the driving motor as the power source, realizes left and right torque vector control in the vehicle driving process, and can improve the driving stability feeling and fuel economy of the whole vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 It is a structure schematic view of the integrated torque vector vehicle transmission system of the utility model.

[0036] Figure 2 It is a transmission relationship diagram of the integrated torque vector vehicle transmission system and the wheels of the utility model.

[0037] Figure 3 It is a structure schematic view of the left side actuator oil cavity of the integrated torque vector vehicle transmission system of the utility model.

[0038] Figure 4 It is a structure schematic view of the right side actuator oil cavity of the integrated torque vector vehicle transmission system of the utility model.

[0039] Figure 5 It is a structure schematic view of the dry oil sump of the integrated torque vector vehicle transmission system of the utility model.

[0040] Figure 6It is the position schematic view of small piston cavity and big piston cavity of the vehicle transmission system of integrated torque vector.

[0041] Mark explanation:

[0042] 1, drive motor; 2, reduction box input shaft; 3, intermediate shaft; 4, drive pump rotor; 5, gear ring; 6, piston; 7, push ring; 8, spring; 9, clutch outer hub; 10, wheel; 11, bolt; 12, pressing plate; 13, steel sheet; 14, friction plate; 15, output shaft; 16, vehicle axle half spline; 17, actuator; 18, thrust bearing, 19, actuator oil cavity; 20, small piston cavity; 21, big piston cavity; 22, dry oil sump. DETAILED DESCRIPTION

[0043] Exemplary embodiments of the present application will be described herein below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it is understood that the present application can be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0044] As Figure 1 shown, the embodiment of the present application provides a vehicle transmission system integrated with torque vector, comprising:

[0045] Reduction box;

[0046] Drive motor 1 in transmission connection with the input end of the reduction box;

[0047] Two groups of output shafts 15 in transmission connection with the output end of the reduction box;

[0048] Two groups of clutches arranged between the reduction box and the two groups of output shafts 15, and the two groups of clutches respectively control whether the reducer and the two groups of output shafts 15 are in transmission;

[0049] Lubricating system connected with the reduction box and the two groups of clutches through oil circuit, the lubricating system lubricates and cools the reduction box and the two groups of clutches, and the drive pump of the lubricating system is in transmission connection with the output end of the reduction box.

[0050] Specifically, as Figure 2 shown, the output shaft 15 and the vehicle axle half spline 16 are in transmission connection with the wheel 10.

[0051] The lubricating system adopts an active lubrication mode, the driving pump of the lubricating system is in transmission connection with the output end of the reduction gearbox, can continuously provide sufficient lubricating oil for the reduction gearbox and the two sets of clutches, and realizes efficient lubrication and cooling.

[0052] Through the precise control of the transmission of the reduction gear and the two sets of output shafts 15 by the two sets of clutches, more precise torque vector control can be realized, and the torque can be reasonably distributed to the wheels 10 according to the vehicle driving state and road conditions, so that the control stability and driving feeling of the vehicle under various working conditions are improved.

[0053] The vehicle transmission system adopts the driving motor 1 as a power source, realizes left and right torque vector control in the vehicle driving process, and can improve the driving stability feeling and fuel economy of the whole vehicle.

[0054] In an optional embodiment of the utility model, the reduction gearbox comprises:

[0055] The reduction gearbox input shaft 2 in transmission connection with the driving motor 1;

[0056] The intermediate shaft 3 in transmission connection with the reduction gearbox input shaft 2, the intermediate shaft 3 is in transmission connection with the two sets of clutches through the gear ring 5.

[0057] The clutch comprises:

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

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

[0060] The spring 8 is arranged between the push ring 7 and the clutch outer hub 9;

[0061] The actuator 17 provides oil pressure for the piston 6, the actuator 17 supplies oil to the piston 6, the piston 6 pushes the thrust bearing 18, the push ring 7 and the pressing plate 12 to compress the friction plate 14 and the steel sheet 13, meanwhile, the push ring 7 compresses the spring 8, the torque of the gear ring 5 is transmitted to the output shaft 15 through the clutch outer hub 9, the friction plate 14 and the steel sheet 13, the clutch is combined, the actuator 17 stops supplying oil to the piston 6, the spring 8 rebounds to drive the pressing plate 12, the push ring 7, the thrust bearing 18 and the piston 6 to return to the initial position, and the clutch is disconnected.

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

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

[0064] The clutch adopts a self-inner-to-outer steel sheet 13, friction plate 14 and clutch outer hub 9 set structure, cooperates with the design of the outer pressure plate 12, push ring 7, thrust bearing 18, piston 6 and spring 8, and has a compact and reasonable overall layout. This structure can effectively disperse the pressure when the clutch transmits torque, enhance the stability of the friction plate 14 and the steel sheet 13, improve the torque transmission efficiency, reduce wear caused by loose structure or uneven stress, and prolong the service life of the clutch.

[0065] The actuator 17 can accurately control the combination and disconnection of the clutch by supplying and cutting off oil to the piston 6. During vehicle driving, no matter the special road conditions such as turning, rounding, and escaping, the actuator 17 can quickly respond, accurately control the oil pressure, and realize the rapid combination and smooth disconnection of the clutch. This not only improves the smoothness of driving operation, but also avoids power interruption or impact caused by improper clutch control, bringing a more comfortable and safe driving experience to the driver. When the clutch is combined, it can improve the handling and driving experience of the whole vehicle, and when the clutch is disconnected, it can reduce the energy consumption of the whole vehicle.

[0066] Two sets of clutches with the same size are symmetrically arranged on both sides of the ring gear 5, and the clutch outer hub 9 is fixedly connected with the ring gear 5 through the bolts 11, which can reduce the deformation of the ring gear 5 under stress, reduce the deformation amount of the reduction box gear set, and reduce the risk of reducing the service life and the driving comfort of the vehicle caused by the deformation of the reduction box gear set. At the same time, the reasonable axial space can be utilized to reasonably increase the number of friction plates 14, improve the torque capacity of the clutch, and improve the flexibility of the design scheme.

[0067] Specifically, the inner circle of the gear ring 5 and the outer circle of the clutch outer hub 9 are assembled by interference fit, and the gear ring 5 and the clutch outer hub 9 are pressed and assembled and then connected by bolts 11, so that the tolerances of the taper bearing mounting positions on both sides of the clutch outer hub 9 are small, thereby reducing the risk of gear wear and reducing the comfort of the vehicle during operation of the gear train; in addition, the gear ring 5 and the clutch outer hub 9 on one side are designed by pressing, and the other side is designed by gap fit between the gear ring 5 and the clutch outer hub 9, the machining precision of the parts is controlled to ensure that the tolerance after assembly is within a reasonable range, and the bolts 11 are fixed; or the gear ring 5 and the clutch outer hub 9 on both sides are designed by high-precision gap, and fixed by bolts 11, which can also achieve similar functions.

[0068] In an optional embodiment of the utility model, the actuator 17 comprises;

[0069] The actuator oil cavity 19;

[0070] The brushless DC motor and plunger pump arranged in the actuator oil cavity 19;

[0071] The electronic control unit ECU receives the whole vehicle oil supply signal, controls the brushless DC motor to work, drives the plunger of the plunger pump to move inward, reduces the volume of the pump cavity, and the oil is extruded and flows into the piston 6 under high pressure. The ECU receives the whole vehicle oil cut signal and controls the brushless DC motor to stop working. The oil loses pressure, and the spring 8 presses the oil back from the piston 6 to the pump cavity.

[0072] In this example, the electronic control unit ECU in the actuator 17 can accurately receive the whole vehicle oil supply and oil cut signals, and accurately control the brushless DC motor to work. When oil supply is needed, the plunger of the plunger pump moves inward, the volume of the pump cavity decreases, the oil is extruded and flows into the piston 6 under high pressure, ensuring that the clutch can be quickly and stably combined to realize reliable power transmission. When receiving the oil cut signal, the brushless DC motor stops working, the oil loses pressure, and the spring 8 presses the oil back from the piston 6 to the pump cavity, so that the clutch is smoothly disconnected. This precise oil pressure control can accurately adjust the working state of the clutch according to the actual driving conditions of the vehicle, such as turning, rounding, high-low auxiliary road surface, etc., to ensure the accuracy and stability of vehicle power transmission, improve the smoothness and comfort of driving operation, and at the same time ensure that the vehicle reduces energy consumption in the two-wheel drive state.

[0073] The brushless DC motor has the advantage of fast response speed, and cooperates with the rapid signal processing capability of the ECU, so that the actuator 17 can respond to the vehicle signal in a very short time. During vehicle driving, the working condition changes frequently, for example, when rapid acceleration is needed, the clutch needs to be combined quickly to transmit greater torque, the actuator 17 can act quickly, the oil pressure is quickly raised, the clutch is quickly combined, and the power demand of the vehicle is met. This fast response characteristic can effectively improve the power response performance of the vehicle, so that the driver feels more sensitive power feedback when operating the vehicle, and the driving experience is enhanced.

[0074] In an optional embodiment of the utility model, as shown in Figure 3 、 Figure 4 The actuator oil cavity 19 of the left and right actuators 17 adopts independent sealing design and is isolated from the large oil cavity of the reducer. The volume of the actuator oil cavity 19 is greater than the stroke volume of the piston 6 and the execution oil circuit. The actuator oil cavity 19 is in communication with the oil seal of the output shaft 15 through a supplement oil circuit, which prevents the page height of the oil seal of the output shaft 15 from being too high, reduces the leakage risk at the oil seal, and can supplement the oil in the actuator oil cavity 19 in time to compensate for the leakage of the actuator oil cavity 19. The bottom shell of the clutch is a dry oil bottom shell 22, which reduces the oil stirring loss of the reducer and improves the endurance of the vehicle.

[0075] In this example, the actuator oil cavity 19 of the left and right actuators 17 adopts independent sealing design and is isolated from the large oil cavity of the reducer. This isolated setting effectively avoids the interference of the fluctuation, impurities and pressure change of the oil in the large oil cavity of the reducer on the actuator oil cavity 19.

[0076] The volume of the actuator oil cavity 19 is greater than the stroke volume of the piston 6 and the execution oil circuit, which provides sufficient storage space for the oil. During frequent operation of the actuator 17 and reciprocating motion of the piston 6, there is always enough oil to maintain the oil pressure, avoiding the situation that oil shortage leads to unstable oil pressure or failure of the actuator 17.

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

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

[0079] In an optional embodiment of the utility model, the lubricating system comprises:

[0080] The driving pump is in transmission connection with the intermediate shaft 3 through the driving pump rotor 4, and the driving pump housing is integrally formed with the reducer housing, and the oil outlet of the driving pump is in communication with the oil holes arranged at the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 through an oil circuit.

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

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

[0083] In this example, the driving pump rotor 4 is in transmission connection with the intermediate shaft 3, and the driving pump housing is integrally formed with the reducer housing, and this close structural connection ensures that the lubricating system can work stably. When the vehicle is running, the driving motor 1 drives the reducer input shaft 2, and then drives the intermediate shaft 3 to rotate, and the intermediate shaft 3 drives the driving pump rotor 4 through the spline, so that the driving pump continuously and stably transmits the oil to the oil holes of the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18. Under complex working conditions such as frequent start-stop, high-speed driving or heavy-load transportation, these key components can also be fully and timely lubricated, effectively reducing the friction coefficient between the components, preventing problems such as wear, overheating and even jamming caused by insufficient lubrication, prolonging the service life of the components, and improving the reliability and stability of the vehicle transmission system.

[0084] The oil liquid at the oil hole of the output shaft 15, the clutch outer hub 9, the friction plate 14 and the thrust bearing 18 is cooled and lubricated in all directions by centrifugal force generated by rotation. Taking the friction plate 14 as an example, in the process of frequent combination and disconnection of the clutch, a large amount of heat is generated due to friction, and the oil liquid under the action of centrifugal force can quickly take away the heat, so that the working temperature of the friction plate 14 is kept within a reasonable range, and problems such as decrease of friction coefficient and unstable torque transmission caused by overheating are avoided. For the thrust bearing 18, cooling and lubrication can reduce the wear of the thrust bearing 18 when bearing axial force, ensure smooth operation, and improve the working performance of the entire clutch system, and ensure the smoothness of vehicle power transmission.

[0085] Specifically, the oil suction port of the drive pump is arranged at the lowest part of the reduction gearbox, so as to ensure normal operation of the drive pump during operation.

[0086] As Figure 6 As shown in the optional embodiment of the utility model, the actuator oil chamber 19 and the piston 6 are provided with a large piston cavity 21 and a small piston cavity 20;

[0087] The ECU receives the vehicle oil supply signal and works in two stages, the first stage controls the reverse rotation of the brushless DC motor to drive the plunger pump to suck the oil back into the pump cavity from the piston 6, and the oil is supplied to the piston 6 through the oil return oil way and the small piston cavity 20, so that the clutch is pre-combined, and the second stage controls the forward rotation of the brushless DC motor to drive the plunger pump to supply the oil to the piston 6 through the large piston cavity 21 and the small piston cavity 20, so that the clutch is fully combined.

[0088] In this example, by setting the large and small piston cavities 20 and the ECU stage control, in the initial stage of clutch combination, that is, the first stage, the ECU controls the reverse rotation of the brushless DC motor to drive the plunger pump to quickly suck the oil back into the pump cavity from the piston 6, and supply the oil to the piston 6 through the oil return oil way and the small piston cavity 20, so that the clutch can quickly reach the pre-combined state, that is, the Kisspoint point (pre-combined point) position. This stage uses the small volume of the small piston cavity 20 to realize the rapid filling of the oil liquid, greatly shortening the time from receiving the instruction to starting to transmit a certain torque. In the process of vehicle driving, the driver can obviously feel more agile power response, and the driving experience is improved.

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

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

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

[0092] The clutch is actively lubricated and the dry oil sump 22 is used, which can reduce the risk of overheating of the clutch under extreme working conditions, and the friction plate 14 can reduce the torque loss caused by excessive temperature within a reasonable temperature range, and can output greater torque under extreme working conditions. The design of the actuator 17 and the actuator oil chamber 19 of the utility model can ensure independent control of the clutch left and right, and further ensure that the whole vehicle can quickly and stably realize the torque vector function under a large inclination angle. The utility model can improve the adaptability of the product, fully utilize the axial space, improve the torque capacity of the clutch, and reduce the deformation of the gear set by supporting the clutch outer hub 9, thereby improving the service life of the gear set and the NVH (noise reduction, vibration isolation, optimization design) performance of the product.

[0093] The above is the preferred embodiment of the utility model, and it should be pointed out that for ordinary skilled persons in the technical field, without departing from the principle of the utility model, some improvements and refinements can be made, and these improvements and refinements should also be considered as the protection range of the utility model.

Claims

1. An integrated torque vectoring vehicle driveline, characterized by, The application relates to a speed reducer. The speed reducer comprises: a driving motor (1) connected with an input shaft (2) of the speed reducer; two groups of output shafts (15) connected with an output end of the speed reducer; two groups of clutches arranged between the speed reducer and the two groups of output shafts (15) and used for controlling whether the speed reducer is connected with the two groups of output shafts (15) or not; a lubricating system connected with the speed reducer and the two groups of clutches through oil channels, wherein the lubricating system is used for lubricating and cooling the speed reducer and the two groups of clutches, and a driving pump of the lubricating system is connected with the output end of the speed reducer.

2. The integrated torque vectoring vehicle driveline of claim 1, wherein, The speed reducer comprises: the input shaft (2) of the speed reducer connected with the driving motor (1); an intermediate shaft (3) connected with the input shaft (2) of the speed reducer, wherein the intermediate shaft (3) is connected with the two groups of clutches through gear rings (5).

3. The integrated torque vectoring vehicle driveline of claim 2, wherein, The clutch comprises: a steel sheet (13), a friction sheet (14) and a clutch outer hub (9) arranged in the order of from inside to outside between the corresponding output shaft (15) and the gear ring (5), wherein the steel sheet (13) is fixedly connected with the output shaft (15), and the clutch outer hub (9) is fixedly connected with the gear ring (5); a pressing plate (12), a push ring (7), a thrust bearing (18) and a piston (6) arranged in the order of from outside to inside of the friction sheet (14); a spring (8) arranged between the push ring (7) and the clutch outer hub (9); an actuator (17) used for providing oil pressure to the piston (6), wherein the actuator (17) supplies oil to the piston (6), the piston (6) pushes the thrust bearing (18), the push ring (7), the pressing plate (12) and the spring (8) to press the friction sheet (14) and the steel sheet (13) tightly, the torque of the gear ring (5) is transmitted to the output shaft (15) through the clutch outer hub (9), the friction sheet (14) and the steel sheet (13), the clutch is combined, the actuator (17) stops supplying oil to the piston (6), the spring (8) rebounds to drive the pressing plate (12), the push ring (7), the thrust bearing (18) and the piston (6) to return to the initial position, and the clutch is disconnected.

4. The integrated torque vectoring vehicle driveline of claim 3, wherein, The lubricating system comprises: a driving pump, wherein a driving pump rotor (4) of the driving pump is connected with the intermediate shaft (3), a driving pump shell of the driving pump is integrally formed with a shell of the speed reducer, and an oil outlet of the driving pump is connected with oil holes arranged at the output shaft (15), the clutch outer hub (9), the friction sheet (14) and the thrust bearing (18) through oil channels. The driving pump rotor (4) transmits oil to the output shaft (15), the clutch outer hub (9), the friction sheet (14) and the thrust bearing (18) to cool and lubricate under the transmission of the intermediate shaft (3).

5. The integrated torque vectoring vehicle driveline of claim 3, wherein, The actuator (17) comprises: an actuator oil cavity (19); a brushless direct current motor and a plunger pump arranged in the actuator oil cavity (19). The electronic control unit (ECU) receives the whole vehicle oil supply signal, controls the brushless DC motor to work, drives the plunger of the plunger pump to move inward, the pump cavity volume decreases, the oil is extruded to increase the pressure and flows into the piston (6), the ECU receives the whole vehicle oil cut-off signal, controls the brushless DC motor to stop working, the oil loses pressure, and the spring (8) presses the oil from the piston (6) back to the pump cavity.

6. The integrated torque vectoring vehicle driveline of claim 5, wherein, The actuator oil cavity (19) is communicated with the oil seal of the output shaft (15) through a supplementary oil path.

7. The integrated torque vectoring vehicle driveline of claim 5, wherein, The actuator oil cavity (19) is isolated from the large oil cavity of the clutch.

8. The integrated torque vectoring vehicle driveline of claim 3, wherein, The bottom shell of the clutch is a dry oil bottom shell (22).

9. The integrated torque vectoring vehicle driveline of claim 5, wherein, The actuator oil cavity (19) and the piston (6) are provided with a large piston cavity (21) and a small piston cavity (20) therebetween. The ECU receives the whole vehicle oil supply signal and works in two stages, the first stage controls the brushless DC motor to reverse drive the plunger pump to suck the oil from the piston (6) back to the pump cavity, and the oil is supplied to the piston (6) through the oil return oil path and the small piston cavity (20) to make the clutch pre-combined, and the second stage controls the brushless DC motor to drive the plunger pump to rotate in the positive direction to supply the oil to the piston (6) through the large piston cavity (21) and the small piston cavity (20) to make the clutch fully combined.

10. The integrated torque vectoring vehicle driveline of claim 4, wherein, The clutch outer hub (9) is fixedly connected with the gear ring (5) through bolts (11).

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