Height difference torque vector distribution device

Abstract

The utility model discloses a height difference torque vector distribution device which comprises a differential mechanism, a left half shaft is connected to one end of the differential mechanism, and a right half shaft is connected to the other end of the differential mechanism; a motor is arranged on one side of the left half shaft, a first-stage speed reduction assembly is arranged on the motor, a third-stage speed reduction assembly is arranged on the left half shaft, and the third-stage speed reduction assembly is in transmission connection with the first-stage speed reduction assembly through a second-stage speed reduction assembly; the three-stage speed reduction assembly transmits received power to the planetary gear assembly, and a first gear ring and a second gear ring on the planetary gear assembly transmit the power to a shell and a left half shaft of the differential mechanism respectively. The beneficial effects of the utility model are mainly reflected in that the arrangement has a torque distribution function, and gives consideration to the energy consumption problem and driving experience in yaw dynamics control; and the energy consumption problem and the driving experience in yaw dynamics control are considered.

Description

Technical Field

[0001] This utility model relates to automotive chassis power, and more specifically, to a height differential torque vectoring distribution device. 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 device suffers from insufficient differential torque at the wheel ends. In certain rapid acceleration or emergency avoidance situations, to achieve a large differential torque at the wheel ends, the motor must be enlarged or the current increased, thus increasing the device's power. However, this design is uneconomical and contradicts the overall vehicle requirements. Furthermore, the device's layout is unreasonable. Under conditions of high-angle turns, poor traction, or adverse weather conditions, its stability is poor, easily leading to slippage, sideslip, and poor climbing ability, posing significant safety hazards. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a high differential torque vector distribution device.

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

[0006] A height differential torque vector distribution device, comprising

[0007] A differential, with one end connected to the left half-shaft and the other end connected to the right half-shaft, is used to enable the wheel hubs mounted on the left and right half-shafts to rotate at different speeds.

[0008] A motor is provided on one side of the left half-shaft. The motor shaft of the motor is parallel to the left half-shaft, and a first-stage reduction assembly is provided on the motor. A third-stage reduction assembly is provided on the left half-shaft. The third-stage reduction assembly and the first-stage reduction assembly are connected by a second-stage reduction assembly.

[0009] The three-stage reduction assembly transmits the received power to the planetary gear assembly. The planetary gear assembly includes a first sun gear mounted on the torque transfer mechanism housing and a second sun gear for receiving the power transmitted by the three-stage reduction assembly. A first ring gear is mounted on the differential housing, and a first planet gear meshes with the first planet gear between the first ring gear and the first planet gear. A second ring gear is mounted on the left half-shaft and rotates synchronously with it. A second planet gear meshes with the second sun gear between the second ring gear and the second planet gear. The second planet gear and the first planet gear share a planet carrier and rotate synchronously on the same axis.

[0010] Preferably, the first-stage reduction assembly includes a first-stage reduction shaft disposed between and parallel to the motor shaft and the left half-shaft of the motor, wherein a first-stage driven gear and a second-stage driving gear are fixedly mounted on the first-stage reduction shaft, and the first-stage driven gear meshes with the first-stage driving gear fixed on the motor shaft; the second-stage reduction assembly includes a second-stage reduction shaft disposed between and parallel to the first-stage reduction shaft and the left half-shaft, wherein a second-stage driven gear and a third-stage driving gear are fixedly mounted on the second-stage reduction shaft, and the second-stage driven gear meshes with the second-stage driving gear; the third-stage reduction assembly includes a third-stage driven gear loosely fitted on the left half-shaft and connected to the first planetary gear, wherein the third-stage driven gear meshes with the third-stage driving gear.

[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 first-stage reduction shaft is provided with a traction clutch sleeve, and the first-stage driven gear is provided with a left synchronizer, and the traction clutch sleeve can be coupled with the left synchronizer.

[0013] Preferably, the torque transfer mechanism housing is provided with a right synchronizer, the escape clutch sleeve is located between the left synchronizer and the right synchronizer, and the escape clutch sleeve can be coupled with the right synchronizer.

[0014] Preferably, the first-stage reduction assembly includes a first-stage drive gear disposed on the motor shaft; the second-stage reduction assembly includes a second-stage reduction shaft disposed between and parallel to the motor shaft and the left half-shaft; a second-stage driven gear and a third-stage drive gear are fixed on the second-stage reduction shaft; an idler gear meshing with the second-stage driven gear and the first-stage drive gear is provided between the second-stage driven gear and the first-stage drive gear; the third-stage reduction assembly includes a third-stage driven gear loosely fitted on the left half-shaft and connected to the first planetary gear; the third-stage driven gear meshes with the third-stage drive gear.

[0015] Preferably, the motor is electrically connected to the battery.

[0016] The beneficial effects of this utility model are mainly reflected in:

[0017] 1. The ingenious design features torque distribution, balancing energy consumption in yaw dynamics control with driving experience; it enhances the vehicle's torque and improves traction with the same motor specifications, thus meeting the requirements for driving on roads with high cornering or poor traction conditions or in adverse conditions, effectively improving the vehicle's economy, handling stability and active safety.

[0018] 2. Employing a three-stage reduction mechanism increases the speed ratio between the input and output sides of the reduction assembly, allowing for the selection of a motor with lower driving force and reduced costs. When using motors with the same output, a three-stage reduction mechanism can achieve a greater differential torque effect.

[0019] 3. The motor shaft is arranged parallel to the left half-shaft, which significantly reduces the axial dimension, facilitates a rational layout, maximizes the balance between vehicle power and economy, and also makes the structure more compact. Furthermore, this system requires minimal modification to the traditional differential, has low conversion costs, and is widely applicable.

[0020] 4. The second planetary gear and the first planetary gear share a planetary carrier, which reduces the number of parts, further reduces weight and enhances heat dissipation, achieving overall lightweighting and also reducing costs.

[0021] 5. When the electric vehicle is driving in harsh conditions, the left synchronizer couples with the slip sleeve of the traction clutch to enhance the vehicle's torque, thereby improving traction and enabling the vehicle to get out of trouble in time, ensuring safe driving. At the same time, this design can use a lower-specification motor while meeting the same climbing power requirements, thereby greatly reducing the overall vehicle weight and cost, enhancing the vehicle's acceleration and off-road capabilities, and improving the vehicle's handling safety. Attached Figure Description

[0022] The technical solution of this utility model will be further described below with reference to the accompanying drawings:

[0023] Figure 1 : A schematic diagram of the structure of the first embodiment of this utility model;

[0024] Figure 2 : A schematic diagram of the structure of the second embodiment of this utility model;

[0025] Figure 3 : A schematic diagram of the structure of the third embodiment of this utility model;

[0026] Figure 4 : A schematic diagram of the structure of the fourth embodiment of this utility model. Detailed Implementation

[0027] 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.

[0028] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0029] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0030] like Figures 1 to 4 As shown, this utility model discloses a high-differential torque vectoring distribution device, including a differential 1. Similar to existing technologies, the differential is powered by a main drive mechanism, which can be electric, hybrid, or other feasible solutions. In this solution, one end of the differential 1 is connected to a left half-shaft 11, and the other end is connected to a right half-shaft 12. The right half-shaft 12 and the left half-shaft 11 are coaxial. The differential 1 is used to enable the wheel hubs 10 mounted on the left half-shaft 11 and the right half-shaft 12 to rotate at different speeds.

[0031] A motor 2 is mounted on one side of the left half-shaft 11, and the motor 2 is electrically connected to the battery. Furthermore, in this application, the motor shaft of the motor 2 is parallel to the left half-shaft 11. This parallel arrangement of the motor shaft and the left half-shaft 11 significantly reduces the axial dimension, facilitates a rational layout, maximizes the balance between vehicle power and economy, and results in a more compact structure. Additionally, this system requires minimal modification to the traditional differential, has low conversion costs, and wide applicability.

[0032] In this application, the motor 2 is provided with a first-stage reduction assembly 3, and the left half-shaft 11 is provided with a third-stage reduction assembly 4. The third-stage reduction assembly 4 and the first-stage reduction assembly 3 are connected by a second-stage reduction assembly 5. The third-stage reduction assembly 4 transmits the received power to the planetary gear assembly 6. The planetary gear assembly 6 includes a first sun gear 63 disposed on the torque transfer mechanism housing and a second sun gear 64 for receiving the power transmitted by the third-stage reduction assembly 4. The differential 1 housing is provided with a first ring gear 61, and a first planet gear 65 meshing with the first planet gear 63 is provided between the first ring gear 61 and the first planet gear 63. The left half-shaft 11 is provided with a second ring gear 62 that rotates synchronously with it, and a second planet gear 66 meshing with the second sun gear 64 is provided between the second ring gear 62 and the second sun gear 64. The second planet gear 66 and the first planet gear 65 share a planet carrier 67 and rotate synchronously on the same axis. The second planetary gear 66 and the first planetary gear 65 share a planetary carrier, which reduces the number of parts, further reduces weight and enhances heat dissipation, achieving overall lightweighting and also reducing costs.

[0033] Furthermore, the planet carrier 67 is located inside the second planetary gear 66 and the first planetary gear 65, and is pivotally connected to both.

[0034] The aforementioned arrangement features torque distribution, balancing energy consumption in yaw dynamics control with driving experience. With the same motor specifications, it enhances vehicle torque and improves traction, thus meeting the requirements for driving in high-angle cornering, poor traction conditions, or adverse driving conditions, effectively improving vehicle economy, handling stability, and active safety. The first gear ring connects to the differential, reducing intermediate transmission components and increasing structural rigidity. The second gear ring connects directly to the left half-shaft, shortening the power transmission path and reducing energy loss. In this invention, the first and second gear rings respectively provide power output to the differential 1 housing 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 gear rings. The first and second gear rings 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.

[0035] like Figures 1 to 3The diagram illustrates the first, second, and third embodiments of this utility model. Specifically, the first-stage reduction assembly 3 includes a first-stage reduction shaft 31 disposed between and parallel to the motor shaft of the motor 2 and the left half-shaft 11. A first-stage driven gear 32 and a second-stage driving gear 33 are fixedly mounted on the first-stage reduction shaft 31, and the first-stage driven gear 32 meshes with the first-stage driving gear 21 fixed on the motor shaft of the motor 2. The second-stage reduction assembly 5 includes a second-stage reduction shaft 51 disposed between and parallel to the first-stage reduction shaft 31 and the left half-shaft 11. A second-stage driven gear 52 and a third-stage driving gear 53 are fixedly mounted on the second-stage reduction shaft 51, and the second-stage driven gear 52 meshes with the second-stage driving gear 33. The third-stage reduction assembly 4 includes a third-stage driven gear 41 loosely fitted on the left half-shaft 11 and connected to the first planetary gear 63, and the third-stage driven gear 41 meshes with the third-stage driving gear 53. This ingenious design, employing a three-stage reduction structure, allows the wheel end to obtain a large differential torque capacity, effectively solving the problem of insufficient differential torque at the wheel end. In addition, the device can increase its power without increasing the size of the motor or the current, and no modifications are required, which effectively improves the device's economy.

[0036] The working process of the first embodiment is briefly described below:

[0037] When the vehicle is in normal operation, the motor 2 does not operate.

[0038] When the vehicle turns, a speed difference occurs between the left and right half-shafts. The motor 2 starts, and its motor shaft drives the first-stage drive gear 21 to rotate. The first-stage drive gear 21 drives the first-stage reduction shaft 31 to rotate through the first-stage driven gear 32. The rotation of the first-stage reduction shaft 31 drives the second-stage reduction shaft 51 through the second-stage drive gear 33 and the second-stage driven gear 52. The second-stage reduction shaft 51 drives the second sun gear 64 to rotate through the third-stage drive gear 53 and the third-stage driven gear 41. The rotation of the second sun gear 64 transmits power to the first ring gear 61 and the second ring gear 62 in sequence through the second planet gear 66, the planet carrier 67 and the first planet gear 65. The first ring gear 61 and the second ring gear 62 transmit power to the housing of the differential 1 and the left half-shaft 11, respectively, so that a "differential torque" effect is formed between the two half-shafts of the differential.

[0039] like Figure 2As shown, this is the second embodiment of the present invention. Compared with the first embodiment, the first-stage reduction shaft 31 is provided with a traction clutch sleeve 30, and the first-stage driven gear 32 is provided with a left synchronizer 39. The left synchronizer 39 can be coupled with the traction clutch sleeve 30. The disconnection device formed by the cooperation of the left synchronizer 39 and the traction clutch sleeve 30 is one form of this application. The disconnection device can also be a dog clutch, a synchronizer, a claw clutch, a sleeve clutch, or a friction clutch. Of course, it can also be other structures, all of which fall within the protection scope of this utility model. In the above, when the electric vehicle is driving in harsh conditions, the left synchronizer couples with the traction clutch sleeve 30, enhancing the vehicle's torque, thereby improving traction and enabling the vehicle to get out of trouble in time, ensuring the safe driving of the vehicle. At the same time, this design can use a lower-specification motor while meeting the same climbing power, thereby greatly reducing the overall vehicle weight and cost, enhancing the vehicle's acceleration and off-road capabilities, and improving the vehicle's handling safety.

[0040] like Figure 3 As shown, this is the third embodiment of the present invention. Compared with the second embodiment, the torque transfer mechanism housing is provided with a right synchronizer 38, the escape clutch sleeve 30 is located between the left synchronizer 39 and the right synchronizer 38, and the escape clutch sleeve 30 can be coupled with the right synchronizer 38.

[0041] In this embodiment, when the left synchronizer 39 can couple with the traction clutch sleeve 30, the device operates in torque vector transfer mode. When the traction clutch sleeve 30 is coupled with the right synchronizer 38, the first-stage reduction shaft 31 cannot rotate, meaning both the first sun gear 63 and the second sun gear 64 are fixed. Therefore, the characteristic values ​​of the double planetary gear sets on the planetary gear assembly are the same, resulting in the two ring gears operating at the same speed. Consequently, the left half-shaft and the differential housing operate at the same speed, i.e., the differential lock function.

[0042] like Figure 4 The diagram shows the fourth embodiment of this utility model. Compared with the first embodiment, the difference lies in the three-stage reduction structure. Specifically, the first-stage reduction assembly 3 includes a first-stage driving gear 21 mounted on the motor shaft of the motor 2; the second-stage reduction assembly 5 includes a second-stage reduction shaft 51 mounted between and parallel to the motor shaft of the motor 2 and the left half-shaft 11; a second-stage driven gear 52 and a third-stage driving gear 53 are fixedly mounted on the second-stage reduction shaft 51; an idler gear 37 meshes with both the second-stage driven gear 52 and the first-stage driving gear 21; and the third-stage reduction assembly 4 includes a third-stage driven gear 41 loosely fitted on the left half-shaft 11 and connected to the first planetary gear 63, which meshes with the third-stage driving gear 53. The use of an idler gear for transmission makes the structure more compact, the layout more reasonable, and greatly improves applicability.

[0043] The working process of the fourth embodiment is briefly described below:

[0044] When the vehicle is in normal operation, the motor 2 does not operate.

[0045] When the vehicle turns, a speed difference occurs between the left and right half-shafts. The motor 2 starts and drives the first-stage drive gear 21 to rotate through its motor shaft. The rotation of the first-stage drive gear 21 drives the second-stage driven gear 52 and the second-stage reduction shaft 51 to rotate through the idler gear 37. The second-stage reduction shaft 51 drives the second sun gear 64 to rotate through the third-stage drive gear 53 and the third-stage driven gear 41. The rotation of the second sun gear 64 transmits power to the first ring gear 61 and the second ring gear 62 in sequence through the second planetary gear 66, the planet carrier 67 and the first planetary gear 65. The first ring gear 61 and the second ring gear 62 transmit power to the housing of the differential 1 and the left half-shaft 11, respectively, so that a "differential torque" effect is formed between the two half-shafts of the differential.

[0046] 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.

[0047] 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 height differential torque vector distribution device, including A differential (1) is connected to a left half-shaft (11) at one end and to a right half-shaft (12) at the other end, so that the wheel hubs (10) set on the left half-shaft (11) and the right half-shaft (12) can achieve different speeds; Its features are: A motor (2) is provided on one side of the left half shaft (11). The motor shaft of the motor (2) is parallel to the left half shaft (11). A first-stage reduction assembly (3) is provided on the motor (2). A third-stage reduction assembly (4) is provided on the left half shaft (11). The third-stage reduction assembly (4) and the first-stage reduction assembly (3) are connected by a second-stage reduction assembly (5). The three-stage reduction assembly (4) transmits the received power to the planetary gear assembly (6). The planetary gear assembly (6) includes a first sun gear (63) mounted on the torque transfer mechanism housing and a second sun gear (64) for receiving the power transmitted by the three-stage reduction assembly (4). A first gear ring (61) is mounted on the housing of the differential (1). A first planetary gear (65) meshes with the first gear ring (61) and the first sun gear (63). A second gear ring (62) is mounted on the left half-shaft (11) and rotates synchronously with it. A second planetary gear (66) meshes with the second gear ring (62) and the second sun gear (64). The second planetary gear (66) and the first planetary gear (65) share a planet carrier (67) and rotate synchronously on the same axis.

2. The height differential torque vector distribution device according to claim 1, characterized in that: The first-stage reduction assembly (3) includes a first-stage reduction shaft (31) disposed between and parallel to the motor shaft (2) and the left half-shaft (11). A first-stage driven gear (32) and a second-stage driving gear (33) are fixed on the first-stage reduction shaft (31). The first-stage driven gear (32) meshes with the first-stage driving gear (21) fixed on the motor shaft (2). The second-stage reduction assembly (5) includes a second-stage reduction shaft (51) disposed between and parallel to the first-stage reduction shaft (31) and the left half-shaft (11). A second-stage driven gear (52) and a third-stage driving gear (53) are fixed on the second-stage reduction shaft (51). The second-stage driven gear (52) meshes with the second-stage driving gear (33). The third-stage reduction assembly (4) includes a third-stage driven gear (41) loosely fitted on the left half-shaft (11) and connected to the first planetary gear (65). The third-stage driven gear (41) meshes with the third-stage driving gear (53).

3. The height differential torque vector distribution device according to claim 2, characterized in that: The planet carrier (67) is located inside the second planetary gear (66) and the first planetary gear (65) and is pivotally connected to both.

4. The height differential torque vector distribution device according to claim 2, characterized in that: The first-stage reduction shaft (31) is provided with a traction clutch sleeve (30), and the first-stage driven gear (32) is provided with a left synchronizer (39). The traction clutch sleeve (30) can be coupled with the left synchronizer (39).

5. The height differential torque vector distribution device according to claim 4, characterized in that: The torque transfer mechanism housing is provided with a right synchronizer (38), the get-out-of-trouble clutch sleeve (30) is located between the left synchronizer (39) and the right synchronizer (38), and the get-out-of-trouble clutch sleeve (30) can be coupled with the right synchronizer (38).

6. The height differential torque vector distribution device according to claim 1, characterized in that: The first-stage reduction assembly (3) includes a first-stage drive gear (21) mounted on the motor shaft of the motor (2). The second-stage reduction assembly (5) includes a second-stage reduction shaft (51) mounted between and parallel to the motor shaft of the motor (2) and the left half-shaft (11). A second-stage driven gear (52) and a third-stage drive gear (53) are fixed on the second-stage reduction shaft (51). An idler gear (37) meshes with the second-stage driven gear (52) and the first-stage drive gear (21). The third-stage reduction assembly (4) includes a third-stage driven gear (41) loosely mounted on the left half-shaft (11) and connected to the first planetary gear (65). The third-stage driven gear (41) meshes with the third-stage drive gear (53).

7. The height differential torque vector distribution device according to claim 1, characterized in that: The motor (2) is electrically connected to the battery.

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