Multi-mode Torque Vectoring Axle with Single Actuator
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current electric vehicle torque vectoring technologies face limitations in power density, unsprung mass, mechanical efficiency, reliability, cost, and complexity, particularly in centralized-drive systems, which hinder their application in electric vehicles and reduce energy efficiency.
Innovation Solution
A multi-mode torque vectoring electric drive axle with a single actuator, utilizing a planetary gear set and dual-gear mechanism, allows for switching between main motor independent drive, dual-motor torque coupling, and torque vectoring modes, enhancing steering stability and energy efficiency by optimizing motor utilization and reducing structural complexity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If traditional mechanical torque vectoring distribution mechanism (multi-disc clutch) is used, then torque vectoring function is achieved, but structure becomes complex and cost increases
Solution Approach 1:
The patent replaces the traditional mechanical torque vectoring distribution mechanism (multi-disc clutch) with an electric actuator system that uses electromagnetic force to control the planetary gear set. This substitution eliminates the need for complex mechanical friction-based clutch mechanisms, reducing structural complexity while maintaining the torque vectoring function through electrically controlled gear engagement and disengagement.
Solution Approach 2:
The electric actuator serves multiple functions: it controls the planetary gear set for torque distribution, enables torque vectoring, and can operate in different modes (independent drive, torque coupling, torque vectoring). This multi-functionality replaces what previously required separate mechanical mechanisms, simplifying the overall system structure while achieving the same torque vectoring capability.
2Use of energy by moving object
If dual-motor torque coupling mode is implemented with multiple clutches and planetary gear sets, then energy efficiency improves, but structure becomes more complex and control difficulty increases
Solution Approach 1:
The patent merges the functions of multiple clutches and planetary gear sets into a single integrated planetary gear set controlled by one electric actuator. The actuator controls the engagement and disengagement of gear elements to achieve both independent drive and torque coupling modes, eliminating the need for separate clutch mechanisms and reducing structural complexity while maintaining energy efficiency.
Solution Approach 2:
The system dynamically switches between different operating modes (independent drive, torque coupling, torque vectoring) by controlling the electric actuator's position and engagement state. This dynamic control allows the same mechanical structure to perform multiple functions without requiring separate dedicated mechanisms for each mode, reducing overall system complexity.
3Power
If high-power motor is used to meet extreme power requirements, then power performance improves, but motor utilization rate decreases and energy efficiency worsens
Solution Approach 1:
The system uses partial action by enabling the main motor to operate alone during normal driving conditions, reserving the auxiliary motor and full power capacity for extreme conditions. This allows the high-power motor system to maintain excellent energy efficiency during typical operation while still having the capability to deliver extreme power when needed, thereby improving overall motor utilization rate.
Solution Approach 2:
The system dynamically adjusts power distribution between main and auxiliary motors based on driving conditions. During normal operation, only the main motor is used; during torque coupling mode, both motors are engaged. This dynamic switching optimizes motor utilization rate across different operating conditions while maintaining the ability to deliver extreme power when required.
4Device complexity
If single actuator is used instead of multiple clutches, then structure simplifies and cost reduces, but control precision requirements increase
Solution Approach 1:
The electric actuator system incorporates feedback mechanisms to monitor the engagement state and position of the planetary gear set. This feedback enables precise control of torque distribution and mode switching, compensating for the reduced mechanical complexity by implementing sophisticated electronic control that maintains or improves control precision compared to traditional multi-clutch systems.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution improves the dynamic performance, handling stability, and economic efficiency of electric vehicles by enabling efficient torque distribution between wheels, reducing production costs and control complexity, and extending the vehicle's range through optimized motor usage.
Implementation Method 1
the planetary gear set is configured to convert the torque output by the secondary reducer into a pair of opposite and unequal torques under control of the three-phase actuator
Implementation Method 2
the dual-gear mechanism is configured to perform deceleration and torque increase, and transmit a torque transmitted to the dual-gear mechanism to the differential housing
Implementation Method 3
the lead screw-nut assembly comprises a nut and a lead screw; the lead screw-nut assembly is configured to convert a rotation motion of the lead screw into a translational motion of the nut
Data Source
AI summary
A multi-mode torque vectoring electric drive axle, including a main motor, an auxiliary motor, a differential, a first half shaft, a second half shaft, a primary reducer, a secondary reducer, a planetary gear set, a dual-gear mechanism and a three-phase actuator. The main motor and the auxiliary motor are respectively connected to input ends of the primary reducer and the secondary reducer. Output ends of the primary reducer and the secondary reducer are respectively connected to a differential housing and an input end of the planetary gear set. Two output ends of the planetary gear set are respectively connected to the three-phase actuator and the dual-gear mechanism. An output end of the dual-gear mechanism is connected to the differential housing. The three-phase actuator is a synchronous shifting mechanism for enabling locking, decoupling of the planetary gear set, and connection to the first half shaft.