Torque vector distribution system adopting parallel shaft structure

Abstract

The utility model discloses a torque vector distribution system adopting a parallel shaft structure, which comprises a differential mechanism, a left half shaft is arranged on one side of the differential mechanism, a right half shaft is arranged on the other side of the differential mechanism, a vector motor is arranged on one side of the differential mechanism, a motor shaft of the vector motor is parallel to the left half shaft, a driven gear is sleeved on the left half shaft, and the driven gear is sleeved on the right half shaft. The vector motor transmits power to the driven gear through a linkage assembly, and the driven gear transmits power to the left half shaft and a shell of the differential mechanism through a transmission assembly. The motor has a torque distribution function, the vector motor is arranged through a parallel shaft structure, the axial size can be greatly reduced, reasonable layout is facilitated, the dynamic property and economical efficiency of the whole vehicle are considered to the maximum extent, and the structure can be more compact.

Description

Technical Field

[0001] This utility model relates to the field of automotive power chassis technology, and more specifically, to a torque vector distribution system employing a parallel shaft structure. Background Technology

[0002] Vehicle safety performance is a crucial topic in automotive research. Electronic Stability Program (ESP), as one of the representative active safety technologies, improves vehicle handling stability by applying braking force to one side of the wheels to generate additional yaw torque and thus controlling the vehicle's dynamics. However, because ESP uses differential braking to control the vehicle, it negatively impacts driving performance and fuel economy during operation, resulting in power loss. Therefore, researchers have proposed torque vectoring technology to address the energy consumption and driving experience issues in vehicle yaw dynamics control.

[0003] For example, CN106195193B, a patent announcement number, discloses a dual-clutch planetary electric differential, relating to the field of automotive technology. It includes a main differential, a dual planetary gear set, a torque-distribution left planetary gear set, a torque-distribution right planetary gear set, a reduction planetary gear set, a power clutch, a torque-distribution clutch, and a motor. Different operating modes can be switched by controlling the engagement and disengagement of the torque-distribution clutch and the power clutch. However, this automotive differential has an unreasonable layout. Under conditions of high-angle turns, poor road surface traction, or adverse weather conditions, its stability is poor, easily leading to slippage, sideslip, and poor climbing ability, posing significant safety hazards. Traditional brakes cannot meet the high-precision torque response control requirements of the entire vehicle. Furthermore, in the industry, the motor is typically located on one side of the first half-shaft, with its motor shaft parallel to the first half-shaft. This layout results in a large radial footprint, restricting the overall vehicle layout and hindering rational design, thus exhibiting significant limitations. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a torque vector distribution system with a parallel shaft structure.

[0005] The objective of this utility model is achieved through the following technical solution:

[0006] A torque vectoring distribution system employing a parallel shaft structure includes a differential. The differential has a left half-shaft on one side and a right half-shaft on the other. A vector motor is mounted on one side of the differential, with its motor shaft parallel to the left half-shaft. A driven gear is fitted onto the left half-shaft. The vector motor transmits power to the driven gear via a linkage assembly. The driven gear then transmits power to the left half-shaft and the differential housing via a transmission assembly. The transmission assembly includes a first planetary gear set and a second planetary gear set, sharing the same planet carrier. The first ring gear of the first planetary gear set is fixedly connected to the left half-shaft, and the second ring gear of the second planetary gear set is fixedly connected to the differential housing. The first planetary gear set includes a first sun gear, with a first planetary gear meshing between the first ring gear and the first sun gear. The second planetary gear set includes a second sun gear, with a second planetary gear meshing between the second ring gear and the second sun gear.

[0007] Preferably, the first sun gear and the driven gear are fixedly disposed together; the second sun gear is pivotally disposed on the torque transfer mechanism housing, and the second planet gear and the first planet gear are coaxially connected through the planet carrier.

[0008] Preferably, the planet carrier is located inside the second planetary gear and the first planetary gear, and is pivotally connected to both.

[0009] Preferably, the planet carrier is located outside the second planet gear and the first planet gear, and the first gear ring and the second gear ring are arranged opposite to each other.

[0010] Preferably, the second sun gear and the driven gear are fixedly arranged together; the first sun gear is pivotally mounted on the torque transfer mechanism housing, and the second planet gear and the first planet gear are coaxially connected through a planet carrier.

[0011] Preferably, the planet carrier is located inside the second planetary gear and the first planetary gear, and is pivotally connected to both.

[0012] Preferably, the planet carrier is located outside the second planet gear and the first planet gear, and the first gear ring and the second gear ring are arranged opposite to each other.

[0013] Preferably, the linkage component includes a linkage shaft disposed between the left half-shaft and the motor shaft of the vector motor. A linkage gear and a transmission gear are fixed on the linkage shaft. The linkage gear meshes with a driving gear fixed on the motor shaft of the vector motor, and the transmission gear meshes with the driven gear.

[0014] Preferably, the linkage component includes a drive gear fixed on the motor shaft of the vector motor, and an idler gear meshing between the drive gear and the driven gear.

[0015] Preferably, the left and right half-shafts are provided with hubs on their end sides.

[0016] Preferably, the differential is powered and connected to the main drive mechanism.

[0017] The beneficial effects of this utility model are mainly reflected in:

[0018] 1. This utility model system has a torque distribution function, which takes into account both the energy consumption problem and driving experience in yaw dynamics control; under the same specification vector motor, it can enhance the torque of the car and improve the adhesion, thereby meeting the requirements of driving on roads with high cornering or poor adhesion conditions or in harsh conditions, and can effectively improve the car's economy, handling stability and active safety.

[0019] 2. The transmission component of this utility model uses a planetary gear system with a shared planetary carrier, and the rotational speed of the planetary carrier is lower than that of the differential, which can reduce the drag torque and improve the performance. At the same time, it can also reduce the number of parts, further reduce the weight and enhance the heat dissipation capacity, thus achieving overall lightweighting.

[0020] 3. In the transmission assembly of this utility model, a gear ring is used for power output (i.e., the first gear ring is fixedly connected to the left half shaft for torque output, and the second gear ring is fixedly connected to the differential housing for torque output). This structure can lead to a larger speed ratio, which can significantly reduce the overall speed of the transmission assembly, greatly reduce heat generation, reduce oil oxidation and deterioration, reduce lubrication performance and rubber seal aging, and maximize safety.

[0021] 4. The present invention arranges the vector motor through a parallel shaft structure, which can significantly reduce the axial dimension, facilitate reasonable layout, maximize the balance between the power and economy of the vehicle, and make the structure more compact. In addition, the system requires less modification to the traditional differential, has low modification cost, and has wide applicability.

[0022] 5. The utility model solution requires minimal modification to the traditional differential, has low modification costs, and is widely applicable.

[0023] 6. In this utility model, the vector motor, the first planetary gear set, the second planetary gear set, and the differential are all rigidly connected, which can maximize the control accuracy of the system, with a control accuracy of less than 10ms and a fast feedback speed. Attached Figure Description

[0024] The technical solution of this utility model will be further described below with reference to the accompanying drawings:

[0025] Figure 1 : A schematic diagram of the structure of the first embodiment of this utility model;

[0026] Figure 2 : A schematic diagram of the structure of the second embodiment of this utility model;

[0027] Figure 3 : A schematic diagram of the structure of the third embodiment of this utility model;

[0028] Figure 4 : A schematic diagram of the structure of the fourth embodiment of this utility model;

[0029] Figure 5 : A schematic diagram of the structure of the fifth embodiment of this utility model;

[0030] Figure 6 : A schematic diagram of the structure of the sixth embodiment of this utility model;

[0031] Figure 7 : A schematic diagram of the structure of the seventh embodiment of this utility model;

[0032] Figure 8 : A schematic diagram of the structure of the eighth embodiment of this utility model. Detailed Implementation

[0033] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the protection scope of the present invention.

[0034] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0035] like Figures 1 to 8 As shown, this utility model discloses a torque vector distribution system with a parallel shaft structure, including a differential 1. Similar to the prior art, the differential is powered to the main drive mechanism, which can be electric, hybrid, or other feasible solutions.

[0036] The differential 1 has a left half-shaft 2 on one side and a right half-shaft 3 on the other side. The differential 1 is used to enable the wheel hubs set on the left half-shaft 2 and the right half-shaft 3 to rotate at different speeds.

[0037] A vector motor 4 is provided on one side of the differential 1. The vector motor 4 is electrically connected to the battery. The motor shaft of the vector motor 4 is parallel to the left half-shaft 2. In this invention, the vector motor 4 is arranged parallel to the differential half-shaft, which can significantly reduce the axial dimension, facilitate reasonable layout, maximize the balance between vehicle power and economy, and make the structure more compact. In addition, this system requires minimal modification to the traditional differential, has low modification costs, and has wide applicability.

[0038] In this utility model, a driven gear 9 is sleeved on the left half-shaft 2. The vector motor 4 transmits power to the driven gear 9 through the linkage component 8. After receiving the power, the driven gear 9 transmits the power to the housing of the left half-shaft 1 and the differential 1 through the transmission component.

[0039] Specifically, the transmission assembly includes a first planetary gear set 5 and a second planetary gear set 6, which share the same planet carrier 7. By sharing a single planet carrier, the dual planetary gear sets can reduce the number of parts, further reduce weight, and enhance heat dissipation, achieving overall weight reduction and lower costs.

[0040] Of course, more importantly, according to the speed ratio equation, the rotational speed of the planetary carrier in this invention is lower than that of the differential. When the planetary carrier rotates at a lower speed, the movement of the planetary gears it drives is relatively smoother, the meshing between the planetary gears and the half-shaft gears is more stable, and the impact and loss during power transmission are reduced. This means that the system does not need to overcome a large amount of additional resistance to transmit power, resulting in a smaller drag torque. Furthermore, the reduced drag torque means that the power output of the engine can be transmitted to the wheels more effectively. When the vehicle is turning or performing other operations, the differential can more flexibly adjust the rotational speed of the two wheels, making the speed difference between the inner and outer wheels more in line with actual driving needs. The vehicle's steering is more precise and smooth, reducing phenomena such as jerking and fishtailing during steering, and improving the vehicle's handling performance and driving safety.

[0041] In the first embodiment of this utility model, the first ring gear 51 of the first planetary gear set 5 is fixedly connected to the left half-shaft 2, and the second ring gear 61 of the second planetary gear set 6 is fixedly connected to the housing of the differential 1. This arrangement has a torque distribution function, balancing energy consumption in yaw dynamics control with driving experience; it can effectively improve the vehicle's economy, handling stability, and active safety. The first ring gear is connected to the differential, reducing intermediate transmission components and increasing structural rigidity; the second ring gear is directly connected to the left half-shaft, shortening the power transmission path and reducing energy loss. In this utility model, the first and second ring gears respectively output power to the housing of the differential 1 and the left half-shaft. When using helical gears, the thrust bearing can be miniaturized and arranged on both sides of the connecting plate, eliminating the need for additional parts to guide the axial force of the ring gears. The first and second ring gears can be radially fixed to the existing structure to improve NVH performance. Furthermore, the ring gear is the largest diameter component in the planetary gear set, while the planetary gears are smaller. According to the gear transmission principle, power is transmitted to the ring gear through the planetary gears, resulting in a larger speed ratio. This transmission assembly utilizes the ring gear for transmission, leading to a higher speed ratio. This reduces the overall rotational speed of the entire transmission assembly, significantly reducing heat generation and minimizing problems such as oil oxidation and deterioration, reduced lubrication performance, and aging of rubber seals, thus maximizing safety. This is an advantage unmatched by existing technologies.

[0042] like Figure 1 As shown in the first embodiment of this utility model, specifically, the first planetary gear set 5 includes a first sun gear 52 fixedly connected to the driven gear 9, and the two can be fixedly connected by a fixed hollow shaft. A first planet gear 53 meshing with the first ring gear 51 and the first sun gear 52 is provided between them; the second planetary gear set 6 includes a second sun gear 62 pivotally mounted on the torque transfer mechanism housing, and a second planet gear 63 meshing with the second ring gear 61 and the second sun gear 62 is provided between them. The second planet gear 63 and the first planet gear 53 are coaxially connected through the planet carrier 7.

[0043] The linkage component 8 includes a linkage shaft 81 disposed between the left half-shaft 2 and the motor shaft of the vector motor 4. A linkage gear 82 and a transmission gear 83 are fixed on the linkage shaft 81. The linkage gear 82 meshes with the driving gear 41 fixed on the motor shaft of the vector motor 4, and the transmission gear 83 meshes with the driven gear 9.

[0044] In the first embodiment, the planet carrier 7 is located inside the second planetary gear 63 and the first planetary gear 53, and is connected to both.

[0045] The working process of this first embodiment is briefly described below:

[0046] When the vehicle is driving normally, the first planetary gear set 5 and the second planetary gear set 6 are idling without load, and the vector motor 4 is not running.

[0047] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the linkage gear 82 to rotate via the drive gear 41 on its motor shaft. The rotation of the linkage gear 82 drives the transmission gear 83 to rotate via the linkage shaft 81. The rotation of the transmission gear 83 drives the first sun gear 52 to rotate via the driven gear. The rotation of the first sun gear 52 drives the first planetary gear 53 meshing with it to rotate. The rotation of the first planetary gear 53 transmits power to the first ring gear 51 and, through the planet carrier 7, to the second planetary gear 63. The first ring gear 51 drives the left half-shaft 2 to rotate; the second planetary gear 63, through its meshing with the second ring gear 61, transmits power to the housing of the differential 1, creating a "differential torque" effect between the two half-shafts of the differential.

[0048] like Figure 2 As shown, this is the second embodiment of the present invention. Compared with the first embodiment, the difference lies in the arrangement of the planet carrier. The planet carrier 7 is located outside the second planet gear 63 and the first planet gear 53, and the first gear ring 51 and the second gear ring 61 are arranged opposite to each other. Its working process is the same as that of the first embodiment, and will not be described in detail here.

[0049] like Figure 3 As shown in the third embodiment of this utility model, specifically, the first planetary gear set 5 includes a first sun gear 52 fixedly connected to the driven gear 9, and a first planet gear 53 meshing with the first ring gear 51 and the first sun gear 52; the second planetary gear set 6 includes a second sun gear 62 pivotally mounted on the torque transfer mechanism housing, and a second planet gear 63 meshing with the second ring gear 61 and the second sun gear 62, and the second planet gear 63 and the first planet gear 53 are coaxially connected through the planet carrier 7. The linkage component 8 includes a driving gear 41 fixedly mounted on the motor shaft of the vector motor 4, and an idler gear 89 meshing with the driven gear 9.

[0050] In the third embodiment, the planet carrier 7 is located inside the second planetary gear 63 and the first planetary gear 53, and is connected to both.

[0051] The working process of this third embodiment is briefly described below:

[0052] When the vehicle is driving normally, the first planetary gear set 5 and the second planetary gear set 6 are idling without load, and the vector motor 4 is not running.

[0053] When the vehicle turns, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the idler gear 89 to rotate via the drive gear 41 on its motor shaft. The rotation of the idler gear 89 drives the transmission gear 83 to rotate, and the rotation of the driven gear drives the first sun gear 52 to rotate. The rotation of the first sun gear 52 drives the first planetary gear 53 meshing with it to rotate. The rotation of the first planetary gear 53 transmits power to the first ring gear 51 and, through the planet carrier 7, to the second planetary gear 63. The first ring gear 51 drives the left half-shaft 2 to rotate. The second planetary gear 63 transmits power to the housing of the differential 1 through the second ring gear 61 meshing with it, creating a "differential torque" effect between the two half-shafts of the differential.

[0054] like Figure 4 As shown, this is the fourth embodiment of the present invention. Compared with the third embodiment, the difference lies in the arrangement of the planet carrier. The planet carrier 7 is located outside the second planet gear 63 and the first planet gear 53, and the first gear ring 51 and the second gear ring 61 are arranged opposite to each other. Its working process is the same as that of the third embodiment, and will not be described in detail here.

[0055] In the first to fourth embodiments, a disconnection device is provided between the driven gear 9 and the first sun gear 52, or in another form, a disconnection device is provided between the torque transfer mechanism housing and the second sun gear 62. The disconnection device is used to transmit or interrupt torque transmission in the system. The disconnection device can be a claw clutch, a sliding clutch, or a friction clutch. Of course, it can also be other structures. The specific working process will be described in detail later.

[0056] like Figure 5 As shown in the fifth embodiment of this utility model, specifically, the first planetary gear set 5 includes a first sun gear 52 pivotally mounted on the torque transfer mechanism housing, and a first planet gear 53 meshing with the first ring gear 51 and the first sun gear 52; the second planetary gear set 6 includes a second sun gear 62 fixedly connected to the driven gear 9, and a second planet gear 63 meshing with the second ring gear 61 and the second sun gear 62, and the second planet gear 63 and the first planet gear 53 are coaxially connected via a planet carrier 7. The linkage assembly 8 includes a linkage shaft 81 disposed between the left half-shaft 2 and the motor shaft of the vector motor 4, and a linkage gear 82 and a transmission gear 83 are fixedly mounted on the linkage shaft 81. The linkage gear 82 meshes with the driving gear 41 fixedly mounted on the motor shaft of the vector motor 4, and the transmission gear 83 meshes with the driven gear 9.

[0057] In the fifth embodiment, the planet carrier 7 is located inside the second planetary gear 63 and the first planetary gear 53, and is connected to both.

[0058] The working process of this fifth embodiment is briefly described below:

[0059] When the vehicle is driving normally, the first planetary gear set 5 and the second planetary gear set 6 are idling without load, and the vector motor 4 is not running.

[0060] When the vehicle turns, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the linkage gear 82 to rotate via the drive gear 41 on its motor shaft. The rotation of the linkage gear 82 drives the transmission gear 83 to rotate via the linkage shaft 81. The rotation of the transmission gear 83 drives the second sun gear 62 to rotate via the driven gear. The rotation of the second sun gear 62 drives the second planetary gear 63 meshing with it to rotate. The rotation of the second planetary gear 63 transmits power to the second ring gear 61 and, through the planet carrier 7, to the first planetary gear 53. The second ring gear 61 drives the left half-shaft 2 to rotate. The first planetary gear 53 transmits power to the housing of the differential 1 through the first ring gear 51 meshing with it, creating a "differential torque" effect between the two half-shafts of the differential.

[0061] like Figure 6 As shown, this is the sixth embodiment of the present invention. Compared with the fifth embodiment, the difference lies in the arrangement of the planet carrier. The planet carrier 7 is located outside the second planet gear 63 and the first planet gear 53, and the first gear ring 51 and the second gear ring 61 are arranged opposite to each other. Its working process is the same as that of the fifth embodiment, and will not be described in detail here.

[0062] like Figure 7 As shown in the seventh embodiment of this utility model, specifically, the first planetary gear set 5 includes a first sun gear 52 pivotally mounted on the torque transfer mechanism housing, and a first planet gear 53 meshing with the first ring gear 51 and the first sun gear 52; the second planetary gear set 6 includes a second sun gear 62 fixedly connected to the driven gear 9, and a second planet gear 63 meshing with the second ring gear 61 and the second sun gear 62, and the second planet gear 63 and the first planet gear 53 are coaxially connected via a planet carrier 7. The linkage component 8 includes a driving gear 41 fixedly mounted on the motor shaft of the vector motor 4, and an idler gear 89 meshing with the driven gear 9.

[0063] In the seventh embodiment, the planet carrier 7 is located inside the second planetary gear 63 and the first planetary gear 53, and is connected to both.

[0064] The working process of this seventh embodiment is briefly described below:

[0065] When the vehicle is driving normally, the first planetary gear set 5 and the second planetary gear set 6 are idling without load, and the vector motor 4 is not running.

[0066] When the vehicle turns, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the idler gear 89 to rotate via the drive gear 41 on its motor shaft. The rotation of the idler gear 89 drives the transmission gear 83 to rotate, and the rotation of the driven gear drives the second sun gear 62 to rotate. The rotation of the second sun gear 62 drives the second planetary gear 63 meshing with it to rotate. The rotation of the second planetary gear 63 transmits power to the second ring gear 61 and, through the planet carrier 7, to the first planetary gear 53. The second ring gear 61 drives the left half-shaft 2 to rotate. The first planetary gear 53 transmits power to the housing of the differential 1 through the first ring gear 51 meshing with it, creating a "differential torque" effect between the two half-shafts of the differential.

[0067] like Figure 8 As shown, this is the eighth embodiment of the present invention. Compared with the seventh embodiment, the difference lies in the arrangement of the planet carrier. The planet carrier 7 is located outside the second planet gear 63 and the first planet gear 53, and the first gear ring 51 and the second gear ring 61 are arranged opposite to each other. Its working process is the same as that of the seventh embodiment, and will not be described in detail here.

[0068] In the fifth to eighth embodiments, a disconnection device or driven gear 9 is provided between the torque transfer mechanism housing and the first sun gear 52, or in another form, a disconnection device is provided between the second sun gear 62.

[0069] All embodiments of this utility model include the aforementioned disconnecting device, and the use of the disconnecting device is a preferred embodiment of this utility model. The disconnecting device is a claw clutch, a sliding clutch, or a friction clutch; of course, other structures are also possible and all fall within the protection scope of this utility model.

[0070] The disconnection device can detach a portion of the system, which helps eliminate mechanical losses associated with the rotation of various unused components, thereby improving the overall efficiency of the system.

[0071] The disconnection device is controlled by an actuator, which may be electromechanical, electromagnetic, or hydraulic.

[0072] Currently, the industry standard typically includes the disconnect device within the auxiliary drive system. When the permanent magnet motor serves as an auxiliary motor in the vehicle's auxiliary drive system, in the off-power state, to prevent the auxiliary drive system from generating reverse rotational torque (i.e., the rotor of the permanent magnet motor would cut magnetic lines of force as it rotates with the differential housing), the disconnect device within the auxiliary drive system disconnects the permanent magnet motor from the differential housing. To save overall vehicle energy consumption, when the vehicle is traveling at high speed, the disconnect device can disconnect the permanent magnet motor in the auxiliary drive system from the differential housing; that is, the auxiliary drive system does not transmit power to the differential housing, while the left and right half-shafts operate normally at high speed.

[0073] When the torque vector distribution system with the parallel shaft structure is used in conjunction with the vehicle auxiliary drive system, if the disconnect device on the auxiliary drive system is disconnected when the vehicle is in a high-speed forward state, there will be a speed difference of more than 1000 RPM between the left or right half shaft and the differential housing. Due to the rigid connection of the vector motor, the first planetary gear set, the second planetary gear set, and the differential, as well as the speed ratio, the vector motor will continuously operate at a speed exceeding 20000 RPM. Long-term high-speed operation will have a significant adverse impact on the thermal balance performance, efficiency, and reliability of the torque vector distribution system with the parallel shaft structure. Therefore, the disconnect device of the torque vector distribution system with the parallel shaft structure also needs to be disconnected.

[0074] Of course, in the embodiments of this utility model, the disconnection device may not be provided. In this way, the vector motor, the first planetary gear set, the second planetary gear set and the differential are all rigidly connected, which can maximize the feedback speed of the system.

[0075] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0076] The detailed descriptions listed above are merely specific descriptions of feasible implementations of this utility model, and are not intended to limit the scope of protection of this utility model. All equivalent implementations or modifications made without departing from the spirit of this utility model should be included within the scope of protection of this utility model.

Claims

1. A torque vector distribution system employing a parallel shaft structure, comprising a differential (1), wherein a left half-shaft (2) is provided on one side of the differential (1) and a right half-shaft (3) is provided on the other side, characterized in that: A vector motor (4) is provided on one side of the differential (1). The motor shaft of the vector motor (4) is parallel to the left half-shaft (2). A driven gear (9) is fitted on the left half-shaft (2). The vector motor (4) transmits power to the driven gear (9) through a linkage assembly (8). The driven gear (9) transmits power to the left half-shaft (2) and the housing of the differential (1) through a transmission assembly. The transmission assembly includes a first planetary gear set (5) and a second planetary gear set (6). The first planetary gear set (5) and the second planetary gear set (6) share the same planet carrier. 7), the first ring gear (51) of the first planetary gear set (5) is fixedly connected to the left half shaft (2), and the second ring gear (61) of the second planetary gear set (6) is fixedly connected to the housing of the differential (1); the first planetary gear set (5) includes a first sun gear (52), and a first planet gear (53) meshing with the first ring gear (51) and the first sun gear (52) is provided between them; the second planetary gear set (6) includes a second sun gear (62), and a second planet gear (63) meshing with the second ring gear (61) and the second sun gear (62) is provided between them.

2. The torque vector distribution system employing a parallel shaft structure according to claim 1, characterized in that: The first sun gear (52) is fixedly disposed with respect to the driven gear (9); the second sun gear (62) is pivotally disposed on the housing of the torque transfer mechanism; the second planetary gear (63) is coaxially connected with the first planetary gear (53) through the planet carrier (7).

3. The torque vector distribution system employing a parallel shaft structure according to claim 2, characterized in that: The planet carrier (7) is located inside the second planetary gear (63) and the first planetary gear (53) and is pivotally connected to both.

4. The torque vector distribution system employing a parallel shaft structure according to claim 2, characterized in that: The planet carrier (7) is located outside the second planetary gear (63) and the first planetary gear (53), and the first gear ring (51) and the second gear ring (61) are arranged opposite to each other.

5. The torque vector distribution system employing a parallel shaft structure according to claim 1, characterized in that: The second sun gear (62) is fixedly disposed with respect to the driven gear (9); the first sun gear (52) is pivotally disposed on the housing of the torque transfer mechanism, and the second planetary gear (63) and the first planetary gear (53) are coaxially connected through the planet carrier (7).

6. The torque vector distribution system employing a parallel shaft structure according to claim 5, characterized in that: The planet carrier (7) is located inside the second planetary gear (63) and the first planetary gear (53) and is pivotally connected to both.

7. The torque vector distribution system employing a parallel shaft structure according to claim 5, characterized in that: The planet carrier (7) is located outside the second planetary gear (63) and the first planetary gear (53), and the first gear ring (51) and the second gear ring (61) are arranged opposite to each other.

8. The torque vector distribution system employing a parallel shaft structure according to claim 1, characterized in that: The linkage assembly (8) includes a linkage shaft (81) disposed between the left half shaft (2) and the motor shaft of the vector motor (4). A linkage gear (82) and a transmission gear (83) are fixed on the linkage shaft (81). The linkage gear (82) meshes with the driving gear (41) fixed on the motor shaft of the vector motor (4), and the transmission gear (83) meshes with the driven gear (9).

9. The torque vector distribution system employing a parallel shaft structure according to claim 1, characterized in that: The linkage component (8) includes a drive gear (41) fixed on the motor shaft of the vector motor (4), and an idler gear (89) meshing with the drive gear (9).

10. The torque vector distribution system employing a parallel shaft structure according to claim 1, characterized in that: The left half-shaft (2) and the right half-shaft (3) are provided with wheel hubs on their end sides.

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