Differential with differential structure for differential torque
The differential designed with a braking structure solves the problems of high cost, large space requirements, and safety hazards associated with existing differentials in ESP, achieving low-cost, safe, and efficient differential torque control, and enhancing vehicle handling stability and economy.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SUZHOU YUANCHI TECHNOLOGY CO LTD
- Filing Date
- 2025-06-20
- Publication Date
- 2026-06-23
AI Technical Summary
Existing differentials have problems such as high cost, large space occupation and safety hazards when using ESP. In addition, traditional powertrains require a separate motor to drive the differential torque, which affects vehicle performance and economy.
A differential that uses a braking structure for differential torque achieves differential speed and differential torque functions by cooperating with the differential housing and differential torque control components, using a shared planetary carrier and brake, reducing the use of motors, optimizing layout and minimizing axial space occupation.
It reduces costs, avoids interference with the subframe, improves safety, enhances differential torque, balances energy consumption and driving experience, and achieves lightweighting and heat dissipation.
Smart Images
Figure CN224397049U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive power chassis technology, and more particularly to a differential that provides differential torque through a braking 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, CN110005768A discloses an electric dual-sun gear locking powertrain, in which an electric motor drives an input gear, and a first planetary gear set consisting of a first sun gear, intermediate planetary gears, and a second planetary gear set consisting of a second sun gear and a second planetary gear set, with both planetary gear sets sharing planetary gears. However, this powertrain requires a separate electric motor to achieve differential torque, and electric motors are relatively expensive, leading to a significant increase in cost and considerable limitations. Furthermore, this arrangement results in a large axial space occupation for the powertrain, making it highly susceptible to interference with the subframe and posing a safety hazard. Utility Model Content
[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a differential that provides differential torque through a braking structure.
[0005] The objective of this utility model is achieved through the following technical solution:
[0006] A differential that provides differential torque via a braking structure includes a differential housing and a left half-shaft and a right half-shaft located on both sides thereon. The differential housing receives external power to enable wheel hubs respectively mounted on the left half-shaft and the right half-shaft to achieve different rotational speeds.
[0007] The differential housing is provided with a differential torque control component, which includes at least a common planetary carrier. The common planetary carrier is provided with a first planetary gear and a second planetary gear that rotate integrally with the same angular velocity. The free end of the common planetary carrier is connected to a second brake provided on the torque transfer mechanism housing.
[0008] The first planetary gear meshes with the first sun gear and the ring gear, the ring gear being fixed to the differential housing; the first sun gear is connected to the first brake; the second planetary gear meshes with the second sun gear, the second sun gear being fixedly mounted on the left half-shaft.
[0009] Preferably, a third planetary gear is provided between the first planetary gear and the gear ring, and the third planetary gear meshes with both.
[0010] Preferably, the driving component of the second brake is fixedly mounted on the common planetary carrier, and the driven component of the second brake is mounted on the torque transfer mechanism housing, wherein the driven component is coupled to the driving component.
[0011] Preferably, the active part of the first brake is fixed on the first sun gear, and the driven part of the first brake is disposed on the torque transfer mechanism housing, wherein the active part can be coupled with the driven part.
[0012] Preferably, both the second brake and the first brake are loosely fitted onto the left half-shaft.
[0013] Preferably, an external main drive structure is connected to the differential housing, and the external power generated by it is mechanical driving force or electric driving force.
[0014] The beneficial effects of this utility model are mainly reflected in:
[0015] 1. This device achieves differential speed and torque function through the cooperation of the differential housing and differential torque control components. It eliminates the need for a separate motor for control, which can significantly reduce costs and facilitate reasonable layout. In addition, the control device is arranged along the direction of the half shaft, which minimizes the space occupied in the axial direction, prevents interference with the subframe, and improves safety.
[0016] 2. This device works in conjunction with existing drive products by adding a differential torque control component to existing drive devices with differential housings. This allows for a wide range of torque transfer functions at low cost with minimal modifications to existing products.
[0017] 3. The placement of the third planetary gear allows for a larger speed ratio between the shared planetary carrier and the first sun gear, thereby achieving stronger differential torque capability and effectively solving the problem of insufficient differential torque at the wheel ends.
[0018] 4. The device has a torque distribution function, which takes into account both energy consumption issues in yaw dynamics control and driving experience. At the same time, it shares a common planetary carrier and gear ring, reducing the number of parts, reducing weight and enhancing heat dissipation capacity, achieving overall lightweighting and reducing costs. Attached Figure Description
[0019] The technical solution of this utility model will be further described below with reference to the accompanying drawings:
[0020] Figure 1 : A schematic diagram of the preferred embodiment of this utility model. Detailed Implementation
[0021] 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.
[0022] 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.
[0023] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.
[0024] like Figure 1 As shown, this utility model discloses a differential that achieves differential torque through a braking structure, including a differential housing 1. A main drive structure is connected to the differential housing 1, and the external power generated by the main drive structure is mechanical or electric driving force. In this preferred embodiment, the main drive structure can be electric, hybrid, or other implementation schemes, all of which fall within the protection scope of this utility model. Preferably, the differential housing 1 has a left half-shaft 11 and a right half-shaft 12 at both ends. The differential housing 1 receives external power to enable the wheel hubs 10 respectively mounted on the left half-shaft 11 and the right half-shaft 12 to achieve different rotational speeds.
[0025] In this utility model, a differential torque control component 2 is provided on the left half shaft 11. The differential torque control component 2 includes at least a common planetary carrier 21. A first planetary gear 22 and a second planetary gear 23 are provided on the common planetary carrier 21 and rotate together with the same angular velocity, that is, the first planetary gear 22 and the second planetary gear 23 rotate together.
[0026] In this application, the first planetary gear 22 is engaged with the first sun gear 24 and the ring gear 25, the ring gear 25 being fixedly connected to the differential housing 1; the first sun gear 24 is connected to the first brake 26; the second planetary gear 23 is engaged with the second sun gear 27, the second sun gear 27 being fixedly mounted on the left half-shaft 11. This layout is reasonable; by sharing a common planetary carrier and ring gear, the number of parts is reduced, weight is decreased, and heat dissipation is enhanced, achieving overall lightweighting and cost reduction.
[0027] Additionally, the other end of the common planetary carrier 21 is connected to a second brake 29 mounted on the torque transfer mechanism housing. Both the second brake 29 and the first brake 26 are loosely fitted onto the left half-shaft 11. Specifically, the driving component 291 of the second brake 29 is fixedly mounted on the common planetary carrier 21, and the driven component 292 of the second brake 29 is mounted on the torque transfer mechanism housing, with the driven component 292 coupled to the driving component 291. The driving portion 261 of the first brake 26 is fixedly mounted on the first sun gear 24, and the driven portion 262 of the first brake 26 is mounted on the torque transfer mechanism housing, with the driving portion 261 coupled to the driven portion 262. In this design, the first and second brakes can be electromechanically or hydraulically controlled friction multi-disc brakes; other braking structures are also possible and fall within the protection scope of this utility model. The above design is ingenious. The device achieves differential speed and torque function through the cooperation of the differential housing and differential torque control components. It does not require a separate motor for control, which can significantly reduce costs and facilitate reasonable layout. In addition, the control device is arranged along the direction of the half shaft, which minimizes the space occupied in the axial direction, eliminates interference with the subframe, and improves safety.
[0028] In this application, a third planetary gear 28 is provided between the first planetary gear 22 and the gear ring 25. The third planetary gear 28 meshes with both of them. The arrangement of the third planetary gear 28 can generate a larger speed ratio between the shared planetary carrier 21 and the first sun gear 24, thereby obtaining stronger differential torque capability and effectively solving the problem of insufficient differential torque at the wheel end.
[0029] The working process of the above embodiments is briefly described below:
[0030] When the vehicle is driving normally, the main drive structure transmits a portion of the power to the differential housing 1, which in turn transmits the power to the left half-shaft 11 and the right half-shaft 12. The main drive structure also transmits another portion of the power through the differential housing 1 to the ring gear 25. Upon receiving the power, the ring gear 25 transmits it through the third planetary gear 28 to the first planetary gear 22 and the second planetary gear 23. The first planetary gear 22 transmits the power to the first sun gear 24, and the second planetary gear 23 transmits the power to the second sun gear 27. At this time, the driving component 291 and the driven component 292 are in a separated state, as are the driving part 261 and the driven part 262.
[0031] When the vehicle is cornering, a speed difference occurs between the left and right half-shafts. The active component 291 and the driven component 292 can selectively and partially couple to provide braking force to the shared planetary carrier 21. At the same time, the active component 261 and the driven component 262 can also selectively and partially couple to provide braking force to the first sun gear 24, thereby creating a "differential torque" effect between the left and right half-shafts.
[0032] 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.
[0033] 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 differential for differential torque via a braking structure, comprising a differential housing (1), and a left half-shaft (11) and a right half-shaft (12) located on both sides thereof, wherein the differential housing (1) receives external power to enable the hubs (10) respectively mounted on the left half-shaft (11) and the right half-shaft (12) to achieve different speeds; Its features are: The differential housing (1) is provided with a differential torque control assembly (2), which includes at least a common planetary carrier (21). The common planetary carrier (21) is provided with a first planetary gear (22) and a second planetary gear (23) that rotate together at the same angular velocity. The free end of the common planetary carrier (21) is connected to a second brake (29) provided on the torque transfer mechanism housing. The first planetary gear (22) is engaged with the first sun gear (24) and the ring gear (25), the ring gear (25) being fixed to the differential housing (1); the first sun gear (24) is connected to the first brake (26); the second planetary gear (23) is engaged with the second sun gear (27), the second sun gear (27) being fixedly mounted on the left half shaft (11).
2. The differential gear that provides differential torque via a braking structure according to claim 1, characterized in that: A third planetary gear (28) is provided between the first planetary gear (22) and the gear ring (25), and the third planetary gear (28) meshes with both of them.
3. The differential gear that provides differential torque via a braking structure according to claim 1, characterized in that: The active component (291) of the second brake (29) is fixedly mounted on the common planetary carrier (21), and the driven component (292) of the second brake (29) is mounted on the torque transfer mechanism housing. The driven component (292) is coupled to the active component (291).
4. The differential gear that provides differential torque via a braking structure according to claim 1, characterized in that: The active part (261) of the first brake (26) is fixed on the first sun gear (24), and the driven part (262) of the first brake (26) is disposed on the torque transfer mechanism housing. The active part (261) can be coupled with the driven part (262).
5. The differential gear that provides differential torque via a braking structure according to claim 1, characterized in that: The second brake (29) and the first brake (26) are both loosely fitted on the left half shaft (11).
6. The differential gear that provides differential torque via a braking structure according to claim 1, characterized in that: An external main drive structure is connected to the differential housing (1), and the external power generated therefrom is mechanical driving force or electric driving force.