Torque vectoring control system

Abstract

The utility model discloses a kind of torque vector control systems, including differential, the differential one side is connected with left half axle, the other side is connected with right half axle, the differential one side is equipped with transmission assembly to receive the power of vector motor output, the transmission assembly at least includes first planetary row and second planetary row sharing same connecting gear ring, the first planetary carrier of first planetary row is fixedly connected with left half axle;The second planetary carrier of second planetary row is fixedly connected with the shell of differential.The utility model has the beneficial effect mainly reflected in: the system has torque distribution function, and the radial space of double planetary row shared gear ring is smaller, by reasonable arrangement to vector motor and speed reduction mechanism, so that its application is more widely, and performance is stronger.Simultaneously, the system has torque distribution function, and energy consumption problem in yaw dynamics control and driving experience are considered;Can effectively improve the economy of car, steering stability and initiative safety.

Description

Technical Field

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

[0002] As a crucial solution for new energy vehicles, electric vehicles offer advantages such as energy saving and environmental friendliness. Currently, there are three main drive types for electric vehicles: centralized drive systems, where the power output from the drive motor is transmitted through the transmission to the drive shaft, then through the differential, and finally to the wheels, with one or more motors controlling all four wheels simultaneously; wheel-side drive systems, where the drive motor is located on the drive axle, with each motor controlling one wheel; and hub drive systems, where the motor, reducer, and brakes are all housed in the wheel hub, with each motor independently driving one wheel to propel the entire vehicle. Among these, the hub drive system, also known as the electric wheel solution, is most beneficial for improving overall vehicle performance. The hub motor drive system simplifies the traditional transmission, drive shaft, and differential, directly transmitting power to the wheels, significantly improving transmission efficiency and space utilization. Furthermore, because hub motors allow for independent control of each wheel, front-wheel drive, rear-wheel drive, and four-wheel drive can be implemented relatively easily. Additionally, hub motors can achieve differential turning by rotating the wheels at different speeds on both sides, greatly reducing the turning radius of the vehicle. In special circumstances, it can even achieve turning on the spot, which is very valuable for special vehicles.

[0003] Electric wheel technology has already entered the product application stage in the civilian vehicle sector abroad, while in-wheel motor-driven vehicles in China are still in the technical research stage. Major foreign automakers have already developed electric wheel vehicles. The United States, Germany, France, Japan, and other countries are all researching military hybrid technology, and without exception, they have adopted an electric wheel drive + hybrid power scheme. It is evident that adopting electric wheel drive has become an important direction for the development of next-generation electric vehicle drive systems. The electric wheel is the key assembly of this technology, and vehicles using this technology have advantages such as energy saving, efficient recovery of braking energy, and simplified vehicle structure.

[0004] Currently, most electric wheels in passenger cars use a direct-drive hub motor solution, where a low-speed external rotor motor directly drives the wheels. However, the insufficient output torque of current motors significantly hinders the development of electric wheels. Conditions requiring high torque, such as starting, climbing, and heavy loads, demand large current inputs from the motor. This not only easily damages the battery and permanent magnets but also results in low motor efficiency and overheating. Ensuring high starting torque and good dynamic performance places high demands on the motor, making its implementation technically difficult.

[0005] 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, while this differential theoretically solves the principle and technical problems, it requires three sets of planetary gear reduction mechanisms, resulting in a complex structure and a significant increase in unsprung mass, affecting the smoothness and handling of the vehicle. Utility Model Content

[0006] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a torque vector control system.

[0007] The objective of this utility model is achieved through the following technical solution:

[0008] A torque vector control system includes a differential, with a left half-shaft connected to one side and a right half-shaft connected to the other side. A transmission assembly for receiving power output from a vector motor is provided on one side of the differential. The transmission assembly includes at least a first planetary gear set and a second planetary gear set sharing the same connecting ring gear. The first planetary carrier of the first planetary gear set is fixedly connected to the left half-shaft; the second planetary carrier of the second planetary gear set is fixedly connected to the housing of the differential. One of the first sun gear of the first planetary gear set and the second sun gear of the second planetary gear set is connected to the vector motor and receives power from it, while the other is pivotally mounted on the torque transfer mechanism housing.

[0009] Preferably, the motor shaft of the vector motor is loosely fitted on the left half-shaft. A first-stage sun gear and a first-stage ring gear fitted on the first-stage sun gear are fixed to one end of the motor shaft. The first-stage ring gear is mounted on the torque transfer mechanism housing. A first-stage planetary gear meshes with the first-stage ring gear and the first-stage sun gear. A first-stage planetary carrier is mounted on the first-stage planetary gear. A second-stage sun gear is mounted on the second-stage sun gear. The second-stage ring gear is mounted on the torque transfer mechanism housing. A second-stage planetary gear meshes with the second-stage sun gear and the second-stage planetary carrier is mounted on the second-stage planetary gear. The other end of the second-stage planetary carrier is connected to a first planetary gear set. The first planetary gear set includes a first sun gear connected to the second-stage planetary carrier. A first planetary gear meshes with the first sun gear and the connecting ring gear. The first planetary gear is mounted on the first planetary carrier. The second planetary gear set includes a second sun gear mounted on the torque transfer mechanism housing. A second planetary gear meshes with the second sun gear and the connecting ring gear. The second planetary gear is mounted on the second planetary carrier.

[0010] Preferably, a disconnection device is provided between the secondary planetary carrier and the first sun gear, or a disconnection device is provided between the torque transfer mechanism housing and the second sun gear.

[0011] Preferably, the motor shaft of the vector motor is loosely fitted on the left half shaft, and a reducer is provided on the motor shaft. The first planetary gear set includes a first sun gear disposed on the torque transfer mechanism housing, and a first planet gear meshing with both the first sun gear and the connecting gear ring. The first planet gear is provided with a first planet carrier. The second planetary gear set includes a second sun gear disposed on the motor shaft of the vector motor, and a second planet gear meshing with both the second sun gear and the connecting gear ring. The second planet gear is provided with a second planet carrier.

[0012] Preferably, a disconnection device is provided between the torque transfer mechanism housing and the first sun gear, or between the motor shaft and the second sun gear.

[0013] Preferably, the vector motor is disposed on one side of the left half-shaft, the left half-shaft is parallel to the motor shaft of the vector motor, and a linkage shaft is also provided between the left half-shaft and the motor shaft. 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. A driven gear is sleeved on the left half-shaft, and the driven gear meshes with the transmission gear. The first planetary gear set includes a first sun gear fixed to the driven gear. A first planet gear meshing with both the first sun gear and the connecting gear ring is provided between the first sun gear and the connecting gear ring. A first planet carrier is provided on the first planet gear. The second planetary gear set includes a second sun gear disposed on the torque transfer mechanism housing. A second planet gear meshing with both the second sun gear and the connecting gear ring is provided between the second sun gear and the connecting gear ring. A second planet carrier is provided on the second planet gear.

[0014] Preferably, the vector motor is disposed on one side of the left half-shaft, the left half-shaft is parallel to the motor shaft of the vector motor, and a linkage shaft and a reduction shaft are also provided between the left half-shaft and the motor shaft. A driving reduction gear and a driven reduction gear are fixed on the reduction shaft, and a linkage gear and a transmission gear are fixed on the linkage shaft. The driven reduction gear meshes with the driving gear fixed on the motor shaft, the driving reduction gear meshes with the linkage gear, and the transmission gear meshes with the driven gear sleeved on the left half-shaft. The first planetary gear set includes a first sun gear fixed to the driven gear, and a first planet gear meshing with both the first sun gear and the connecting gear ring is provided between the first sun gear and the connecting gear ring. The first planet gear is provided with a first planet carrier. The second planetary gear set includes a second sun gear disposed on the torque transfer mechanism housing, and a second planet gear meshing with both the second sun gear and the connecting gear ring is provided between the second sun gear and the connecting gear ring. The second planet gear is provided with a second planet carrier.

[0015] Preferably, the reduction shaft is provided with a traction clutch sleeve, and the driven reduction gear is provided with a synchronizer that rotates synchronously with it. The synchronizer can be coupled with the traction clutch sleeve.

[0016] Preferably, the vector motor is disposed on one side of the left half-shaft, the left half-shaft is parallel to the motor shaft of the vector motor, a driving gear is fixed on the motor shaft, a driven gear is sleeved on the left half-shaft, and an idler gear is provided between the driven gear and the driving gear to mesh with both; the first planetary gear set includes a first sun gear fixed to the driven gear, a first planet gear is provided between the first sun gear and the connecting gear ring to mesh with both, and a first planet carrier is provided on the first planet gear; the second planetary gear set includes a second sun gear disposed on the torque transfer mechanism housing, a second planet gear is provided between the second sun gear and the connecting gear ring to mesh with both, and a second planet carrier is provided on the second planet gear.

[0017] Preferably, a disconnection device is provided between the driven gear and the first sun gear, or a disconnection device is provided between the torque transfer mechanism housing and the second sun gear.

[0018] Preferably, the vector motor is disposed on one side of the left half-shaft, the left half-shaft is parallel to the motor shaft of the vector motor, a driving gear is fixed on the motor shaft, a driven gear is sleeved on the left half-shaft, and an idler gear is provided between the driven gear and the driving gear to mesh with both; the first planetary gear set includes a first sun gear disposed on the torque transfer mechanism housing, a first planet gear is provided between the first sun gear and the connecting gear ring to mesh with both, and a first planet carrier is provided on the first planet gear; the second planetary gear set includes a second sun gear fixed on the driven gear, a second planet gear is provided between the second sun gear and the connecting gear ring to mesh with both, and a second planet carrier is provided on the second planet gear.

[0019] Preferably, a disconnection device is provided between the torque transfer mechanism housing and the first sun gear, or a disconnection device is provided between the driven gear and the second sun gear.

[0020] The beneficial effects of this utility model are mainly reflected in:

[0021] 1. The system is ingeniously designed. It uses only two planetary gear sets, which simplifies the structure, greatly reduces unsprung mass, and significantly alleviates the adverse effects of unsprung mass on the ride comfort and handling of the vehicle.

[0022] 2. By sharing a single connecting gear ring, the dual planetary gear set reduces the number of parts, further reducing weight and enhancing heat dissipation, thus achieving overall lightweighting and lowering costs.

[0023] 3. The system has a torque distribution function, which takes into account both energy consumption and driving experience in yaw dynamics control; it can effectively improve the vehicle's economy, handling stability and active safety.

[0024] 4. The second planetary carrier is fixedly connected to the differential housing, which can reduce intermediate transmission components and improve structural rigidity; the first planetary carrier is directly connected to the left half shaft, which shortens the power transmission path and reduces energy loss.

[0025] 5. This system requires minimal modification to the traditional differential, has low retrofit costs, and is widely applicable.

[0026] 6. The interaction between the secondary and primary planetary gear sets increases the overall speed ratio of the system, thereby reducing overall speed, significantly decreasing heat generation, and mitigating issues such as oil oxidation and deterioration, reduced lubrication performance, and aging of rubber seals, thus maximizing safety. Simultaneously, with the same specifications of vector motor, it enhances the vehicle's torque and improves traction, enabling it to handle high-angle turns, poor traction conditions, or challenging driving environments, thus improving safety and overall operating efficiency.

[0027] 7. 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.

[0028] 8. Employing a three-stage reduction structure increases the speed ratio between the input and output sides of the reduction mechanism, 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 structure can achieve a greater differential torque effect.

[0029] 9. When an electric vehicle is driving in harsh conditions, the 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 a timely manner, 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

[0030] The technical solution of this utility model will be further described below with reference to the accompanying drawings:

[0031] Figure 1 : A schematic diagram of the structure of the first embodiment of this utility model;

[0032] Figure 2 : A schematic diagram of the structure of the second embodiment of this utility model;

[0033] Figure 3 : A schematic diagram of the structure of the third embodiment of this utility model;

[0034] Figure 4 : A schematic diagram of the structure of the fourth embodiment of this utility model;

[0035] Figure 5 : A schematic diagram of the structure of the fifth embodiment of this utility model;

[0036] Figure 6 : A schematic diagram of the structure of the sixth embodiment of this utility model;

[0037] Figure 7 : A schematic diagram of the structure of the seventh embodiment of this utility model. Detailed Implementation

[0038] 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.

[0039] 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.

[0040] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0041] like Figures 1 to 7 As shown, this utility model discloses a torque vector control system, 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. One side of the differential 1 is connected to a left half-shaft 2, and the other side is connected to a right half-shaft 3. The differential 1 is used to enable different rotational speeds for the wheel hubs mounted on the left half-shaft 2 and the right half-shaft 3.

[0042] In this invention, a transmission assembly for receiving power output from the vector motor 4 is provided on one side of the differential 1. This transmission assembly includes at least a first planetary gear set 6 and a second planetary gear set 7 sharing the same connecting ring gear 5. The use of only two planetary gear sets simplifies the structure, significantly reduces unsprung mass, and greatly alleviates the adverse effects of unsprung mass on vehicle ride smoothness and handling. Furthermore, by sharing a single connecting ring gear, the dual planetary gear sets reduce the number of parts, further reducing weight and enhancing heat dissipation, achieving overall lightweighting and cost reduction.

[0043] Specifically, the first planetary carrier 61 of the first planetary gear set 6 is fixedly connected to the left half-shaft 2. The direct connection between the first planetary carrier 61 and the left half-shaft shortens the power transmission path and reduces energy loss. The second planetary carrier 71 of the second planetary gear set 7 is fixedly connected to the housing 11 of the differential 1. The fixed connection between the second planetary carrier 71 and the differential housing reduces intermediate transmission components and improves structural rigidity. This system features torque distribution, balancing energy consumption in yaw dynamics control with driving experience; it can effectively improve vehicle economy, handling stability, and active safety.

[0044] like Figure 1As shown, in the first preferred embodiment of this utility model, the motor shaft 41 of the vector motor 4 is loosely fitted on the left half-shaft 2. A first-stage sun gear 42 and a first-stage gear ring 43 fitted on the first-stage sun gear 42 are fixed to one end of the motor shaft 41. The first-stage gear ring 43 is disposed on the torque transfer mechanism housing. A first-stage planetary gear 44 is provided between the first-stage gear ring 43 and the first-stage sun gear 42, meshing with both. A first-stage planetary carrier 45 is provided on the first-stage planetary gear 44. A second-stage sun gear 46 is provided at the other end of the first-stage planetary carrier 45. A second-stage gear ring 47 is fitted on the second-stage sun gear 46. The second-stage gear ring 47 is disposed on the torque transfer mechanism housing. The second-stage gear ring 47 and the second-stage sun gear 46... A secondary planetary gear 48 is provided between the two, and a secondary planetary carrier 49 is provided on the secondary planetary gear 48. The other end of the secondary planetary carrier 49 is connected to the first planetary set 6. The first planetary set 6 includes a first sun gear 62 connected to the secondary planetary carrier 49. A first planetary gear 63 is provided between the first sun gear 62 and the connecting gear ring 5, and a first planetary carrier 61 is provided on the first planetary gear 63. The second planetary set 7 includes a second sun gear 72 disposed on the torque transfer mechanism housing. A second planetary gear 73 is provided between the second sun gear 72 and the connecting gear ring 5, and a second planetary carrier 71 is provided on the second planetary gear 73.

[0045] In the above embodiments, the first-stage sun gear 42, the first-stage ring gear 43, the first-stage planetary carrier 45, and the first-stage planetary gear 44 constitute a first-stage planetary gear set, and the second-stage sun gear 46, the second-stage ring gear 47, the second-stage planetary gear 48, and the second-stage planetary carrier 49 constitute a second-stage planetary gear set. The cooperation between the second-stage and first-stage planetary gear sets increases the overall speed ratio of the system, thereby reducing the overall rotational speed, significantly reducing heat generation, and mitigating problems such as oil oxidation and deterioration, reduced lubrication performance, and aging of rubber seals, thus maximizing safety. Simultaneously, with the same specifications of vector motor, it enhances the vehicle's torque and improves traction, thereby meeting the requirements for driving on roads with high cornering or poor traction conditions or in harsh environments, improving safety, and also achieving higher overall operating efficiency.

[0046] The working process of the first embodiment is briefly described below:

[0047] When the vehicle is driving normally, the first planetary gear set 6 and the second planetary gear set 7 are idling without load, and the vector motor 4 is not running.

[0048] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the first-stage planetary gear 44 meshing with it via the first-stage sun gear 42 on its motor shaft. The rotation of the first-stage planetary gear 44 drives the second-stage sun gear 46 to rotate synchronously via the first-stage planetary carrier 45. The rotation of the second-stage sun gear 46 drives the second-stage planetary carrier 49 to rotate via the second-stage planetary gear 48. The rotation of the second-stage planetary carrier 49 drives the first sun gear 62 to rotate. The rotation of the first sun gear drives the first planetary gear 63 meshing with it to rotate. The first planetary gear 63 transmits power to the left half-shaft 2 via the first planetary carrier 61. At the same time, the rotation of the first planetary gear 63 drives the connecting ring gear 5 to rotate. The rotation of the connecting ring gear 5 drives the second planetary carrier 71 to rotate via the second planetary gear 73. The rotation of the second planetary carrier 71 transmits power to the differential housing.

[0049] A disconnection device 10 is provided between the secondary planetary carrier 49 and the first sun gear 62, or in another form: a disconnection device 10 is provided between the torque transfer mechanism housing and the second sun gear 72. 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.

[0050] like Figure 2 As shown in the second embodiment of this utility model, the motor shaft 41 of the vector motor 4 is loosely fitted on the left half-shaft 2. A reducer 40 is provided on the motor shaft 41. The reducer can reduce the speed and increase the torque. The first planetary gear set 6 includes a first sun gear 62 disposed on the torque transfer mechanism housing. A first planet gear 63 meshes with the connecting gear ring 5 between the first sun gear 62 and the connecting gear ring 5. A first planet carrier 61 is provided on the first planet gear 63. The second planetary gear set 7 includes a second sun gear 72 disposed on the motor shaft 41 of the vector motor 4. A second planet gear 73 meshes with the connecting gear ring 5 between the second sun gear 72 and the connecting gear ring 5. A second planet carrier 71 is provided on the second planet gear 73.

[0051] The working process of the second embodiment is briefly described below:

[0052] When the vehicle is driving normally, the first planetary gear set 6 and the second planetary gear set 7 are idling without load, and the vector motor 4 is not running.

[0053] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the second planetary gear 73 to rotate via the second sun gear 72 on its motor shaft. The rotation of the second planetary gear 73 transmits power to the differential housing through the second planetary carrier 71. At the same time, the second planetary gear 73 drives the connecting ring gear 5 to rotate, and the rotation of the connecting ring gear 5 transmits power to the left half-shaft 2 through the first planetary gear 63 and the first planetary carrier 61.

[0054] In the second embodiment, a disconnection device 10 is provided between the torque transfer mechanism housing and the first sun gear 62, or in another form: a disconnection device 10 is provided between the motor shaft 41 and the second sun gear 72. 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.

[0055] In the first and second embodiments, the vector motor is arranged coaxially with the half-shaft of the differential and the motor shaft 41, which can significantly reduce the radial dimension, lower the overall height of the vehicle, maximize the balance between the vehicle's power and economy, and make the structure more compact and the layout more reasonable.

[0056] like Figure 3 As shown in the third embodiment of this utility model, the vector motor 4 is disposed on one side of the left half-shaft 2. The left half-shaft 2 is parallel to the motor shaft 41 of the vector motor 4. A linkage shaft 9 is also provided between the left half-shaft 2 and the motor shaft 41. A linkage gear 91 and a transmission gear 92 are fixedly disposed on the linkage shaft 9. The linkage gear 91 meshes with a driving gear 93 fixed on the motor shaft 41. A driven gear 94 is sleeved on the left half-shaft 2. The driven gear 94 meshes with the transmission gear 92. The first planetary gear set 6 includes a first sun gear 62 fixedly connected to the driven gear 94. A first planetary gear 63 meshes with the first sun gear 62 and the connecting gear ring 5. A first planetary carrier 61 is provided on the first planetary gear 63. The second planetary gear set 7 includes a second sun gear 72 disposed on the torque transfer mechanism housing. A second planetary gear 73 meshes with the second sun gear 72 and the connecting gear ring 5. A second planetary carrier 71 is provided on the second planetary gear 73.

[0057] The working process of the third embodiment is briefly described below:

[0058] When the vehicle is driving normally, the first planetary gear set 6 and the second planetary gear set 7 are idling without load, and the vector motor 4 is not running.

[0059] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the driven gear 94 to rotate sequentially through the drive gear 93, linkage gear 91, linkage shaft 9, and transmission gear 92. The rotation of the driven gear drives the first sun gear 62 to rotate, which in turn drives the first planetary gear 63 meshing with it. The first planetary gear 63 transmits power to the left half-shaft 2 through the first planetary carrier 61. Simultaneously, the rotation of the first planetary gear 63 drives the connecting ring gear 5 to rotate, which in turn drives the second planetary carrier 71 through the second planetary gear 73. The rotation of the second planetary carrier 71 transmits power to the differential housing.

[0060] like Figure 6 As shown in the sixth embodiment of this utility model, the vector motor 4 is disposed on one side of the left half-shaft 2. The left half-shaft 2 is parallel to the motor shaft 41 of the vector motor 4. A linkage shaft 9 and a reduction shaft 8 are also provided between the left half-shaft 2 and the motor shaft 41. A driving reduction gear 81 and a driven reduction gear 82 are fixed on the reduction shaft 8. A linkage gear 91 and a transmission gear 92 are fixed on the linkage shaft 9. The driven reduction gear 82 meshes with the driving gear 93 fixed on the motor shaft 41. The driving reduction gear 81 meshes with the linkage gear 91. The transmission gear 92... 2 meshes with the driven gear 94 sleeved on the left half shaft 2; the first planetary gear set 6 includes a first sun gear 62 fixedly connected to the driven gear 94, and a first planet gear 63 meshing with the connecting gear ring 5 between the first sun gear 62 and the connecting gear ring 5, and a first planet carrier 61 is provided on the first planet gear 63; the second planetary gear set 7 includes a second sun gear 72 disposed on the torque transfer mechanism housing, and a second planet gear 73 meshing with the connecting gear ring 5 between the second sun gear 72 and the connecting gear ring 5, and a second planet carrier 71 is provided on the second planet gear 73.

[0061] In this embodiment, a three-stage reduction structure is constructed using a reduction shaft 8, a driving reduction gear 81, a driven reduction gear 82, a linkage shaft 9, a linkage gear 91, a transmission gear 92, a driving gear 93, and a driven gear 94. Compared to the two-stage reduction structure in the third embodiment, the three-stage reduction structure increases the speed ratio between the input side (driving gear 93) and the output side (driven gear 94) of the reduction structure, allowing for the selection of a motor with less driving force and reducing costs. When using a motor with the same output, the three-stage reduction structure can achieve a greater differential torque effect.

[0062] The working process of the third embodiment is briefly described below:

[0063] When the vehicle is driving normally, the first planetary gear set 6 and the second planetary gear set 7 are idling without load, and the vector motor 4 is not running.

[0064] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, sequentially driving the driven gear 94 to rotate via the drive gear 93, driven reduction gear 82, reduction shaft 8, drive reduction gear 81, linkage gear 91, linkage shaft 9, and transmission gear 92. The rotation of the driven gear drives the first sun gear 62 to rotate. The rotation of the first sun gear drives the first planetary gear 63 meshing with it to rotate. The first planetary gear 63 transmits power to the left half-shaft 2 through the first planetary carrier 61. At the same time, the rotation of the first planetary gear 63 drives the connecting ring gear 5 to rotate. The rotation of the connecting ring gear 5 drives the second planetary carrier 71 to rotate through the second planetary gear 73. The rotation of the second planetary carrier 71 transmits power to the differential housing.

[0065] like Figure 7 As shown, this is the seventh embodiment of the present invention. Compared with the sixth embodiment, the original disconnection device is eliminated, but a new disconnection device is added. Specifically, the reduction shaft 8 is provided with a traction clutch sleeve 89, and the driven reduction gear 82 is provided with a synchronizer 88 that rotates synchronously with it. The synchronizer 88 can be coupled with the traction clutch sleeve 89. The disconnection device formed by the above-mentioned traction clutch sleeve and synchronizer is one form of this application. The disconnection device can also be 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-mentioned case, when the electric vehicle is driving in harsh conditions, the synchronizer couples with the traction clutch sleeve, enhancing the torque of the vehicle, thereby improving the 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 low-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.

[0066] like Figure 4 As shown in the fourth embodiment of this utility model, the vector motor 4 is disposed on one side of the left half-shaft 2. The left half-shaft 2 is parallel to the motor shaft 41 of the vector motor 4. A driving gear 93 is fixedly disposed on the motor shaft 41. A driven gear 94 is sleeved on the left half-shaft 2. An idler gear 95 is disposed between the driven gear 94 and the driving gear 93, meshing with both. The first planetary gear set 6 includes a first sun gear 62 fixedly connected to the driven gear 94. A first planetary gear 63 is disposed between the first sun gear 62 and the connecting gear ring 5, meshing with both. A first planetary carrier 61 is disposed on the first planetary gear 63. The second planetary gear set 7 includes a second sun gear 72 disposed on the torque transfer mechanism housing. A second planetary gear 73 is disposed between the second sun gear 72 and the connecting gear ring 5, meshing with both. A second planetary carrier 71 is disposed on the second planetary gear 73.

[0067] The working process of the fourth embodiment is briefly described below:

[0068] When the vehicle is driving normally, the first planetary gear set 6 and the second planetary gear set 7 are idling without load, and the vector motor 4 is not running.

[0069] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the driven gear 94 to rotate sequentially through the drive gear 93 and idler gear 95. The rotation of the driven gear drives the first sun gear 62 to rotate, which in turn drives the first planetary gear 63 meshing with it. The first planetary gear 63 transmits power to the left half-shaft 2 through the first planetary carrier 61. Simultaneously, the rotation of the first planetary gear 63 drives the connecting ring gear 5 to rotate, which in turn drives the second planetary carrier 71 through the second planetary gear 73. The rotation of the second planetary carrier 71 transmits power to the differential housing.

[0070] In the third and fourth embodiments, a disconnection device is provided between the driven gear 94 and the first sun gear 62, or alternatively, a disconnection device is provided between the torque transfer mechanism housing and the second sun gear 72. The disconnection device is used to transmit or interrupt torque transmission within the system. The disconnection device can be a claw clutch, a sliding clutch, or a friction clutch; of course, other structures are also possible, the specific working process of which will be detailed later.

[0071] like Figure 5 As shown in the fifth embodiment of this utility model, the vector motor 4 is disposed on one side of the left half-shaft 2. The left half-shaft 2 is parallel to the motor shaft 41 of the vector motor 4. A driving gear 93 is fixed on the motor shaft 41, and a driven gear 94 is sleeved on the left half-shaft 2. An idler gear 95 is provided between the driven gear 94 and the driving gear 93 to mesh with both. The first planetary gear set 6 includes a first sun gear 62 disposed on the torque transfer mechanism housing. A first planetary gear 63 is provided between the first sun gear 62 and the connecting gear ring 5 to mesh with both. A first planetary carrier 61 is provided on the first planetary gear 63. The second planetary gear set 7 includes a second sun gear 72 fixed on the driven gear 94. A second planetary gear 73 is provided between the second sun gear 72 and the connecting gear ring 5 to mesh with both. A second planetary carrier 71 is provided on the second planetary gear 73.

[0072] The working process of the fourth embodiment is briefly described below:

[0073] When the vehicle is driving normally, the first planetary gear set 6 and the second planetary gear set 7 are idling without load, and the vector motor 4 is not running.

[0074] When the vehicle corners, a speed difference occurs between the left and right half-shafts. The vector motor 4 starts, driving the driven gear 94 to rotate sequentially through 193 and idler gear 95. The rotation of the driven gear drives the second sun gear 72 to rotate, which in turn drives the second planetary gear 73 to rotate. The rotation of the second planetary gear 73 transmits power to the differential housing through the second planetary carrier 71. Simultaneously, the second planetary gear 73 drives the connecting ring gear 5 to rotate, and the rotation of the connecting ring gear 5 transmits power to the left half-shaft 2 through the first planetary gear 63 and the first planetary carrier 61.

[0075] In the third, fourth, and fifth embodiments, the vector motor shaft is arranged parallel to the differential 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.

[0076] In the fifth embodiment, a disconnection device is provided between the torque transfer mechanism housing and the first sun gear 62, or in another form, a disconnection device is provided between the driven gear 94 and the second sun gear 72.

[0077] 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.

[0078] 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.

[0079] The disconnection device is controlled by an actuator, which may be electromechanical, electromagnetic, or hydraulic.

[0080] 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.

[0081] When the torque vector control system 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 and speed ratio of the vector motor, the first planetary gear set, the second planetary gear set, and the differential, 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 control system. Therefore, the disconnect device of the torque vector control system also needs to be disconnected.

[0082] 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.

[0083] 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.

[0084] 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 control system, comprising a differential (1), wherein a left half-shaft (2) is connected to one side of the differential (1) and a right half-shaft (3) is connected to the other side, characterized in that: The differential (1) has a transmission assembly on one side for receiving power output from the vector motor (4). The transmission assembly includes at least a first planetary gear set (6) and a second planetary gear set (7) sharing the same connecting ring gear (5). The first planetary carrier (61) of the first planetary gear set (6) is fixedly connected to the left half shaft (2). The second planetary carrier (71) of the second planetary gear set (7) is fixedly connected to the housing (11) of the differential (1). One of the first sun gear (62) of the first planetary gear set (6) and the second sun gear (72) of the second planetary gear set (7) is connected to the vector motor (4) and receives power from it. The other is pivotally mounted on the torque transfer mechanism housing.

2. The torque vector control system according to claim 1, characterized in that: The motor shaft (41) of the vector motor (4) is loosely fitted on the left half shaft (2). A first-stage sun gear (42) and a first-stage gear ring (43) fitted on the first-stage sun gear (42) are fixedly mounted on the end side of the motor shaft (41). The first-stage gear ring (43) is mounted on the torque transfer mechanism housing. A first-stage planetary gear (44) meshes with the first-stage gear ring (43) and the first-stage sun gear (42). A first-stage planetary carrier (45) is mounted on the first-stage planetary gear (44). A second-stage sun gear (46) is mounted on the other end of the first-stage planetary carrier (45). A second-stage gear ring (47) is fitted on the second-stage sun gear (46). The second-stage gear ring (47) is mounted on the torque transfer mechanism housing. A meshing gear ring (47) meshes with the second-stage sun gear (46). The second planetary gear (48) is connected to the second planetary gear (49), and the other end of the second planetary gear (49) is connected to the first planetary gear set (6). The first planetary gear set (6) includes a first sun gear (62) connected to the second planetary gear set (49). A first planetary gear (63) meshes with the first sun gear (62) and the connecting gear ring (5). The first planetary gear (63) is provided with the first planetary gear set (61). The second planetary gear set (7) includes a second sun gear (72) disposed on the torque transfer mechanism housing. A second planetary gear (73) meshes with the second sun gear (72) and the connecting gear ring (5). The second planetary gear (73) is provided with the second planetary gear set (71).

3. The torque vector control system according to claim 2, characterized in that: A disconnection device is provided between the secondary planetary carrier (49) and the first sun gear (62), or a disconnection device (10) is provided between the torque transfer mechanism housing and the second sun gear (72).

4. The torque vector control system according to claim 1, characterized in that: The motor shaft (41) of the vector motor (4) is loosely fitted on the left half shaft (2). A reducer (40) is provided on the motor shaft (41). The first planetary gear set (6) includes a first sun gear (62) disposed on the housing of the torque transfer mechanism. A first planetary gear (63) meshes with the first sun gear (62) and the connecting gear ring (5). A first planetary carrier (61) is provided on the first planetary gear (63). The second planetary gear set (7) includes a second sun gear (72) disposed on the motor shaft (41) of the vector motor (4). A second planetary gear (73) meshes with the second sun gear (72) and the connecting gear ring (5). A second planetary carrier (71) is provided on the second planetary gear (73).

5. The torque vector control system according to claim 4, characterized in that: A disconnection device (10) is provided between the housing of the torque transfer mechanism and the first sun gear (62) or between the motor shaft (41) and the second sun gear (72).

6. The torque vector control system according to claim 1, characterized in that: The vector motor (4) is located on one side of the left half-shaft (2). The left half-shaft (2) is parallel to the motor shaft (41) of the vector motor (4). A linkage shaft (9) is also provided between the left half-shaft (2) and the motor shaft (41). A linkage gear (91) and a transmission gear (92) are fixed on the linkage shaft (9). The linkage gear (91) meshes with the driving gear (93) fixed on the motor shaft (41). A driven gear (94) is sleeved on the left half-shaft (2). The driven gear (94) meshes with the transmission gear (92). The first planetary gear set (6) Includes a first sun gear (62) fixedly connected to the driven gear (94), and a first planet gear (63) meshing with the connecting gear ring (5) is provided between the first sun gear (62) and the connecting gear ring (5), and a first planet carrier (61) is provided on the first planet gear (63); the second planetary gear set (7) includes a second sun gear (72) disposed on the housing of the torque transfer mechanism, and a second planet gear (73) meshing with the second sun gear (72) and the connecting gear ring (5), and a second planet carrier (71) is provided on the second planet gear (73).

7. The torque vector control system according to claim 1, characterized in that: The vector motor (4) is disposed on one side of the left half-shaft (2). The left half-shaft (2) is parallel to the motor shaft (41) of the vector motor (4). A linkage shaft (9) and a reduction shaft (8) are also provided between the left half-shaft (2) and the motor shaft (41). A driving reduction gear (81) and a driven reduction gear (82) are fixed on the reduction shaft (8). A linkage gear (91) and a transmission gear (92) are fixed on the linkage shaft (9). The driven reduction gear (82) meshes with the driving gear (93) fixed on the motor shaft (41). The driving reduction gear (81) meshes with the linkage gear (91). The transmission gear (92) meshes with the sleeved... The driven gear (94) on the left half shaft (2) meshes; the first planetary gear set (6) includes a first sun gear (62) fixedly connected to the driven gear (94), and a first planet gear (63) meshing with the connecting gear ring (5) is provided between the first sun gear (62) and the connecting gear ring (5), and a first planet carrier (61) is provided on the first planet gear (63); the second planetary gear set (7) includes a second sun gear (72) disposed on the torque transfer mechanism housing, and a second planet gear (73) meshing with the second sun gear (72) and the connecting gear ring (5), and a second planet carrier (71) is provided on the second planet gear (73).

8. The torque vector control system according to claim 7, characterized in that: The reduction shaft (8) is provided with a traction clutch sleeve (89), and the driven reduction gear (82) is provided with a synchronizer (88) that rotates synchronously with it. The synchronizer (88) can be coupled with the traction clutch sleeve (89).

9. The torque vector control system according to claim 1, characterized in that: The vector motor (4) is disposed on one side of the left half shaft (2). The left half shaft (2) is parallel to the motor shaft (41) of the vector motor (4). A drive gear (93) is fixed on the motor shaft (41). A driven gear (94) is sleeved on the left half shaft (2). An idler gear (95) meshes with the drive gear (93) between the driven gear (94) and the drive gear (93). The first planetary gear set (6) includes a first sun gear (62) fixed to the driven gear (94). A first planetary gear (63) meshes with the connecting gear ring (5) between the first sun gear (62) and the connecting gear ring (5). A first planetary carrier (61) is provided on the first planetary gear (63). The second planetary gear set (7) includes a second sun gear (72) disposed on the torque transfer mechanism housing. A second planetary gear (73) meshes with the connecting gear ring (5) between the second sun gear (72) and the connecting gear ring (5). A second planetary carrier (71) is provided on the second planetary gear (73).

10. The torque vector control system according to claim 6, 7, or 9, characterized in that: A disconnection device (10) is provided between the driven gear (94) and the first sun gear (62) or between the torque transfer mechanism housing and the second sun gear (72).

11. The torque vector control system according to claim 1, characterized in that: The vector motor (4) is located on one side of the left half-shaft (2). The left half-shaft (2) is parallel to the motor shaft (41) of the vector motor (4). A drive gear (93) is fixed on the motor shaft (41). A driven gear (94) is sleeved on the left half-shaft (2). An idler gear (95) meshes with the drive gear (94) and the drive gear (93). The first planetary gear set (6) includes a first sun gear (62) mounted on the torque transfer mechanism housing. A first planetary gear (63) meshes with the connecting gear ring (5) between the first sun gear (62) and the connecting gear ring (5). A first planetary carrier (61) is mounted on the first planetary gear (63). The second planetary gear set (7) includes a second sun gear (72) fixed on the driven gear (94). A second planetary gear (73) meshes with the connecting gear ring (5) between the second sun gear (72) and the connecting gear ring (5). A second planetary carrier (71) is mounted on the second planetary gear (73).

12. The torque vector control system according to claim 10, characterized in that: A disconnection device is provided between the housing of the torque transfer mechanism and the first sun gear (62), or a disconnection device is provided between the driven gear (94) and the second sun gear (72).

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