CN113103826A - Torque directional distribution electric drive axle adopting double-planet-wheel cylindrical gear differential mechanism - Google Patents

Torque directional distribution electric drive axle adopting double-planet-wheel cylindrical gear differential mechanism Download PDF

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CN113103826A
CN113103826A CN202110517235.8A CN202110517235A CN113103826A CN 113103826 A CN113103826 A CN 113103826A CN 202110517235 A CN202110517235 A CN 202110517235A CN 113103826 A CN113103826 A CN 113103826A
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gear
planet
torque
shaft
main
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CN113103826B (en
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王军年
张春林
管畅洋
刘哲
高守林
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Jilin University
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Jilin University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/121—Power-transmission from drive shaft to hub
    • B60B35/122—Power-transmission from drive shaft to hub using gearings
    • B60B35/125—Power-transmission from drive shaft to hub using gearings of the planetary type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
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Abstract

The invention discloses a torque directional distribution electric drive axle adopting a double-planet-wheel cylindrical gear differential, which comprises: the device comprises an auxiliary motor, an auxiliary speed reducer, a TV coupling mechanism, a double-planet-wheel cylindrical gear differential, a main speed reducer, a main motor, a first half shaft, a second half shaft and the like. The TV coupling mechanism is a double-row single-stage planetary gear mechanism sharing the same characteristic parameters of the sun gear, and the characteristic parameters of the planet row of the double-planet-wheel cylindrical gear differential mechanism are 2. The main motor and the auxiliary motor are respectively connected with the input ends of the main speed reducer and the auxiliary speed reducer; the output ends of the main speed reducer and the auxiliary speed reducer are respectively connected with a fourth gear ring of the double-planet-wheel cylindrical gear differential and a second gear ring of the TV coupling mechanism; and a second planet carrier and a third planet carrier of the TV coupling mechanism are respectively connected with the first half shaft and a fourth planet carrier of the double-planet-wheel cylindrical gear differential mechanism. The invention can realize the arbitrary distribution of the driving torque of the left wheel and the right wheel of the drive axle.

Description

Torque directional distribution electric drive axle adopting double-planet-wheel cylindrical gear differential mechanism
Technical Field
The invention belongs to the field of electric automobile transmission, and particularly relates to an electric drive axle with a torque directional distribution function.
Background
In recent years, with the development and progress of society, electric vehicles featuring zero fuel consumption, high integration, fast power response, high control accuracy and the like have entered the field of view of the public and have been vigorously developed. With the development and popularization of the market, the electric vehicle will be developed toward high-end, high-performance, diversified and personalized directions in the future, and thus the demand for an advanced driving technology capable of improving the performance of the chassis is increasing. And the electric torque directional distribution technology is one of the technologies.
The torque directional distribution (TV) technology is an advanced driving technology that distributes the driving torque generated by a power source arbitrarily between the left and right wheels, and even between the front and rear axles. This technique may be used to transfer the drive torque from the low-speed side wheels (or axles) to the high-speed side wheels (or axles), or from the high-speed side to the low-speed side. Therefore, the technology can overcome the defect that the traditional open differential has no differential speed and no torque difference, improve the control flexibility and the turning maneuverability, balance the road adhesion utilization rate of each tire, increase the stability margin of the vehicle, effectively increase the driving control stability of the vehicle, and distribute the all-wheel driving torque by taking energy conservation as the target according to the difference of control targets.
The technology is currently mainly divided into two categories: one is a torque directional distribution control technique applied to a distributed drive automobile represented by an in-wheel motor drive automobile, which can realize directional distribution of torque among wheels by directly controlling the drive torque of in-wheel motors of the wheels; however, the torque directional distribution control technology is not applied to automobiles in a large scale due to the problems that the power density of a hub motor is low, the unsprung mass is increased and the like at present. The other is the torque-oriented distribution differential (transaxle) applied in centralized drive, which has been applied in some high-end sport cars and high-end SUVs, such as super four-wheel drive system (SH-AWD) of honda, super active yaw control System (SAYC) of mitsubishi, and kinematic differential of audi. However, these torque-vectoring differentials are used primarily in conventional fuel-powered vehicles and use of the clutch results in frictional losses that reduce vehicle dynamics. In addition, a part of the torque directional distribution differential mechanism applied to the centralized drive electric automobile has the problems of complex structure, insufficient torque directional distribution transmission ratio and the like
The invention provides a torque directional distribution electric drive axle adopting a double-planet-wheel cylindrical gear differential mechanism, which is applied to a centralized driving electric automobile, has a compact structure and a large torque directional distribution transmission ratio, and can realize the random proportion distribution of the driving torque of the left wheel and the right wheel of the drive axle.
Disclosure of Invention
In order to realize the purpose, the following technical scheme is adopted:
a torque-vectoring electric drive axle using a double planetary gear spur gear differential, comprising:
the double-planet cylindrical gear differential mechanism is mainly a single-row double-stage planetary gear mechanism with the characteristic parameter of 2 and is used for enabling half shafts on two sides to rotate at different rotating speeds;
the auxiliary motor outputs torque which can be used for realizing a torque directional distribution function;
the main motor is used for outputting driving torque and driving the automobile to run;
a first half shaft;
a second half shaft;
the auxiliary speed reducer is used for increasing the torque output by the auxiliary motor;
the TV coupling mechanism is used for realizing equal and opposite distribution of the output torque of the auxiliary motor on the first half shaft and the second half shaft;
a main reducer for increasing the torque output by the main motor;
the main shell is used for accommodating assemblies and parts such as the auxiliary speed reducer, the TV coupling mechanism, the double-planet-wheel cylindrical gear differential mechanism, the main speed reducer and the like;
the left shell is arranged on the left side of the main shell, is connected with the main shell through a screw and is used for accommodating the auxiliary motor;
a left partition plate disposed between the main housing and the left housing for partitioning the main housing chamber from the secondary motor;
the right shell is arranged on the right side of the main shell, is connected with the main shell through screws and is used for accommodating the main motor;
a right partition plate disposed between the main housing and the right housing for partitioning the main housing chamber from the main motor;
a first flange;
a second flange.
The double planet wheel cylindrical gear differential comprises: the inner spline of the fourth sun gear is connected with the outer spline of the end part of the first half shaft; the fourth inner planet wheel is in meshing transmission with the fourth sun wheel; a fourth inner planetary gear shaft for rotatably supporting the fourth inner planetary gear; the fourth outer planet wheel is in meshing transmission with the fourth inner planet wheel; a fourth outer planetary gear shaft for rotatably supporting the fourth outer planetary gear; the fourth planet carrier is used for rotatably supporting the fourth inner planet gear shaft and the fourth outer planet gear shaft, and the inner spline of the fourth planet carrier is connected with the outer spline at the end part of the second half shaft; and the fourth gear ring is in meshing transmission with the fourth outer planet gear.
Preferably, the fourth sun gear is spaced to the right of the fourth carrier by a thrust needle bearing.
The auxiliary motor is a permanent magnet synchronous motor with a hollow shaft and an inner rotor; the auxiliary motor, the first flange and the first half shaft are arranged on one side of the double-planet-wheel cylindrical gear differential, and torque generated by the auxiliary motor is output through an output shaft of the auxiliary motor.
Preferably, the auxiliary motor output shaft is rotatably supported on the first half shaft by a needle bearing.
Preferably, the sub motor output shaft is rotatably supported on the left housing by an angular contact ball bearing.
Preferably, the sub motor output shaft is rotatably supported on the left spacer by an angular contact ball bearing.
The main motor is a permanent magnet synchronous motor with a hollow shaft and an inner rotor; the main motor, the second flange and the second half shaft are arranged on the other side of the double-planet-wheel cylindrical gear differential mechanism together, and the torque generated by the main motor is output through an output shaft of the main motor.
Preferably, said primary motor output shaft is rotatably supported on said second axle shaft by means of a needle bearing.
Preferably, the main motor output shaft is rotatably supported on the right housing by an angular contact ball bearing.
Preferably, the main motor output shaft is rotatably supported on the right spacer by an angular contact ball bearing.
The auxiliary speed reducer is arranged on one side of the auxiliary motor close to the double-planet-wheel cylindrical gear differential, and the main body of the auxiliary speed reducer is a single-row single-stage planetary gear mechanism and comprises: the first sun gear is in splined connection with the output shaft of the auxiliary motor; the first gear ring is fixedly connected with the main shell; the first planet wheel is simultaneously in meshing transmission with the first sun gear and the first gear ring; a first planetary gear shaft for rotatably supporting the first planetary gear; a first planet carrier for rotatably supporting the first planet pin.
Preferably, said first planet carrier is spaced from said first sun gear by a thrust needle bearing.
The main reducer, the main body of which is a single-row single-stage planetary gear mechanism, is used for receiving the torque output by the main motor, and comprises: the fifth sun gear is in splined connection with the output shaft of the main motor; the fifth gear ring is fixedly connected with the main shell; the fifth planet gear is simultaneously meshed with the fifth sun gear and the fifth gear ring for transmission; a fifth planetary gear shaft for rotatably supporting the fifth planetary gear; and the fifth planet carrier is used for rotatably supporting the fifth planet gear shaft and is fixedly connected with the fourth gear ring.
Preferably, the fifth carrier is formed integrally with the fourth ring gear.
Preferably, the fifth carrier is separated from the fourth carrier and the fifth sun gear by a respective one of left and right thrust needle bearings.
The TV coupling mechanism includes: a second sun gear rotatably supported on the first axle shaft; the second gear ring is fixedly connected with the first planet carrier; the second planet wheel is in meshing transmission with the second sun gear and the second gear ring simultaneously; a second planetary gear shaft for rotatably supporting the second planetary gear; the second planet carrier is used for rotatably supporting the second planet gear shaft and is in spline connection with the first half shaft; the third sun gear is fixedly connected with the second sun gear; the third gear ring is fixedly connected with the main shell; the third planet wheel is simultaneously meshed with the third sun gear and the third gear ring for transmission; a third planetary gear shaft for rotatably supporting the third planetary gear; and the third planet carrier is used for rotatably supporting the third planet gear shaft and is fixedly connected with the fourth planet carrier.
Preferably, the second sun gear is integrally formed with the third sun gear.
Preferably, the second planet carriers are each separated from the first planet carrier by a thrust needle bearing.
The main body of the TV coupling mechanism is a double-row single-pole planetary gear mechanism with equal characteristic parameters, and the TV coupling mechanism is arranged between the auxiliary speed reducer and the double-planet cylindrical gear differential mechanism.
Preferably, the second ring gear is integrally formed with the first carrier.
The first flange is in splined connection with the other end of the first half shaft and outputs the torque of the first half shaft to a left wheel of the automobile; and the first fixing nut is in threaded connection with the first half shaft at the center of the outer side of the first flange, so that the first flange is axially fixed.
Preferably, the first flange and the left shell are sealed by a rubber sealing ring.
The second flange is in splined connection with the other end of the second half shaft and outputs the torque of the second half shaft to a right wheel of the automobile; and the second fixing nut is in threaded connection with the second half shaft at the center of the outer side of the second flange, so that the second flange is axially fixed.
Preferably, the second flange and the right shell are sealed through a rubber sealing ring.
A torque directional distribution electric drive axle adopting a double planet wheel cylindrical gear differential mechanism has the following working principle, and comprises:
when the torque directional distribution electric drive axle adopting the double-planet-wheel cylindrical gear differential works in a main motor independent drive mode, the torque output by the main motor is transmitted to the fourth gear ring after being decelerated and torque-increased by the main speed reducer and is averagely distributed to the fourth sun wheel and the fourth planet carrier; the sub motor does not output torque. At this time, the torque output by the first half shaft and the second half shaft is:
Figure BDA0003062081000000071
wherein, T1Torque, T, output for said first half-shaft2Torque output for said second half-shaft, TM1Torque, k, output for the main motor5Is the characteristic constant of the planetary row of the main speed reducer.
When the torque directional distribution electric drive axle adopting the double-planet-wheel cylindrical gear differential works in a torque directional distribution mode, the torque output by the main motor is transmitted to the fourth gear ring after being decelerated and torque-increased by the main speed reducer and is averagely distributed to the left half shaft and the right half shaft; after the torque output by the auxiliary motor is subjected to speed reduction and torque increase by the auxiliary speed reducer, two equal and opposite torques are output by the TV coupling mechanism, wherein one torque is directly applied to the first half shaft, and the other torque is applied to the second half shaft by the fourth planet carrier of the double-planet-gear cylindrical gear differential mechanism, so that the torque of the half shaft on one side is reduced, and the torque of the half shaft on the other side is increased. At this time, the torques output by the first half shaft and the second half shaft are respectively:
Figure BDA0003062081000000072
wherein, TM2Torque, k, output for the secondary motor1Is the characteristic constant, k, of the planetary row of the secondary reducer2Is the characteristic constant of the planet row of the TV coupling mechanism. At this time, the torque difference between the first half shaft and the second half shaft is:
Figure BDA0003062081000000073
the rotating speed relations of the auxiliary motor, the first half shaft and the second half shaft are as follows:
Figure BDA0003062081000000074
wherein n isM2Is the rotational speed of the secondary motor, n1Is the rotational speed of the first half-shaft, n2Is the rotational speed of the second half shaft.
The invention directly applies two equal reverse torques output by the TV coupling mechanism to the left half shaft and the right half shaft of the drive axle respectively. Compared with the previously proposed configuration scheme (two equal and opposite torques output by the TV coupling mechanism are respectively applied to the first half shaft and the differential case, wherein the torque applied to the differential case is evenly distributed to the first half shaft and the second half shaft, so that the two opposite torques on the first half shaft are mutually counteracted, and the power internal circulation waste is caused), the configuration avoids the internal circulation of the power, and the torque difference of the left half shaft and the right half shaft obtained by the drive axle is increased to two times of the original torque difference under the condition that a similar TV coupling mechanism is adopted and the auxiliary motor outputs the same torque. This means that: compared with the configuration proposed before, under the premise of adopting similar TV coupling mechanism and obtaining the same left and right half shaft torque difference, the torque output by the auxiliary motor is only half of the original torque, so that the peak torque requirement on the auxiliary motor is reduced, and the strength requirement on the transmission components such as the auxiliary speed reducer planet row and the TV coupling mechanism planet row is reduced.
The invention has the beneficial effects that:
1. the torque directional distribution electric drive axle adopting the double-planet-wheel cylindrical gear differential mechanism can realize the function of directional distribution of the torque of the left wheel and the right wheel on the electric automobile driven in a centralized manner by controlling the output torque of the auxiliary motor, so that the electric automobile driven in the centralized manner has the same excellent dynamic control characteristic as the electric automobile driven in a distributed manner; in addition, compared with the traditional ESP technology, the power loss is avoided, and the dynamic property, the economy, the operation stability, the active safety and the driving pleasure of the automobile can be effectively improved.
2. The torque directional distribution electric drive axle adopting the double-planet-wheel cylindrical gear differential mechanism has high integral integration, compact structure and smaller size, improves the space utilization rate of the chassis of the automobile and is convenient for the space arrangement of the chassis.
3. According to the torque directional distribution electric drive axle adopting the double-planet-wheel cylindrical gear differential mechanism, two equal and reverse torques output by the TV coupling mechanism are respectively and directly applied to the left half shaft and the right half shaft of a vehicle, and compared with a configuration that the two equal and reverse torques are respectively applied to the differential mechanism shell and one side half shaft, internal circulation of the torques is avoided, so that under the condition that a similar TV coupling mechanism is adopted and the auxiliary motor outputs the same torque, the torque difference of the left half shaft and the right half shaft obtained by the drive axle is increased by two times.
4. Compared with the configuration that two equal and opposite torques respectively act on the differential shell and one side half shaft, the torque output by the auxiliary motor is reduced by half under the condition of obtaining the same torque difference between the left half shaft and the right half shaft, which means that: on one hand, the requirement on the peak torque of the auxiliary motor is low, and the production and manufacturing cost, the space size and the quality of the auxiliary motor can be reduced; on the other hand, the strength of transmission members such as the sub-reduction gear planetary row and the TV coupling mechanism planetary row are required to be reduced, and the size, weight and cost thereof can be reduced.
Drawings
FIG. 1 is a schematic diagram of a torque-vectoring electric drive axle employing a double planetary gear-cylindrical differential according to the present invention.
FIG. 2 is a block diagram of a torque-vectoring electric drive axle employing a double planetary gear-cylindrical differential according to the present invention.
FIG. 3 is a schematic diagram of the torque flow of the torque-oriented distribution electric drive axle using a double planetary gear-cylindrical gear differential mechanism in the main motor independent drive mode according to the present invention.
FIG. 4 is a schematic diagram of the torque flow of the torque-vectoring electric drive axle using the double planetary gear-cylindrical gear differential according to the present invention when increasing the torque to the left wheels in the torque-vectoring mode.
FIG. 5 is a schematic diagram of the torque flow of the torque-vectoring electric drive axle using a double planetary gear-cylindrical gear differential according to the present invention when increasing torque to the right wheel in the torque-vectoring mode.
FIG. 6 is a schematic diagram of a turning route of an automobile when a torque directional distribution electric drive axle adopting a double-planet cylindrical gear differential mechanism turns at the right side.
FIG. 7 is a schematic diagram of a turning route of an automobile when the torque directional distribution electric drive axle adopting the double-planet cylindrical gear differential mechanism turns left.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
An embodiment of the torque-oriented distribution electric drive axle adopting the double planetary gear cylindrical gear differential mechanism is given in the following by combining the accompanying drawings.
As shown in fig. 1 and fig. 2, the torque-oriented distribution electric drive axle using the double planetary gear-cylindrical gear differential mainly comprises a secondary motor 100, a secondary speed reducer 200, a TV coupling mechanism 300, a double planetary gear-cylindrical gear differential 400, a main speed reducer 500, a primary motor 600, a left housing 701, a left partition 702, a main housing 703, a right partition 704, a right housing 705, a first flange 901, a first half shaft 902, a second flange 904, a second half shaft 905, and the like.
The double planetary gear cylindrical gear differential 400 is a single row double planetary gear mechanism with the characteristic parameter of 2. The fourth sun gear 401 is in gear engagement with the fourth inner planet gear 402. The fourth inner planet 402 wheel is rotatably supported on a fourth inner planet pin 406. The fourth inner planetary gear shafts 406 are rotatably supported on the fourth carrier 405. The fourth inner planetary gear 402 is in mesh transmission with the fourth outer planetary gear 403. The fourth outer planet gear 403 is rotatably supported on a fourth outer planet gear shaft 407. The fourth outer planetary gear shafts 407 are rotatably supported on the fourth carrier 405. The fourth ring gear 404 is in meshing engagement with the fourth outer planet gears 403. The right end of the fourth ring gear 404 is processed into a frame body serving as a planet carrier of the main reducer 500. The double planetary-spur gear differential 400 receives the torque generated by the main motor 500 via the fourth ring gear, and outputs the torque from the fourth sun gear 401 and the fourth carrier 400. The inner bores of the right parts of the fourth sun gear 401 and the fourth planet carrier 400 are provided with inner splines, and the right parts of the fourth sun gear 401 and the fourth planet carrier 400 are axially separated and separated through a thrust needle bearing 806. In addition, the left side of the fourth planet carrier 400 is provided with external splines.
The secondary motor 100 is a hollow shaft inner rotor permanent magnet synchronous motor, and is arranged on one side of the double planetary gear cylindrical gear differential 400. The auxiliary motor outer rotor 101 is fixed on the left shell 701, and the auxiliary motor inner rotor 102 is fixedly connected with the auxiliary motor output shaft 103. The sub motor output shaft 103 is rotatably supported by the first half shaft 902 through a needle bearing 802, and has an external spline formed at one end thereof.
The primary motor 600 is a hollow shaft inner rotor permanent magnet synchronous motor, disposed on the other side of the double planetary gear spur gear differential 400. The main motor outer rotor 601 is fixed on the left housing 705, and the main motor inner rotor 602 is fixedly connected with the main motor output shaft 603. The main motor output shaft 603 is rotatably supported on the second half shaft 905 by a needle bearing 810, and one end thereof is externally splined.
The left end, the middle end and the right end of the first half shaft 902 are respectively provided with an external spline, wherein the external spline at the right end is connected with the internal spline of the fourth sun gear 401. The leftmost end of the first shaft half 902 is externally threaded.
The left end and the right end of the second half shaft 905 are respectively processed with external splines, wherein the external splines at the left end are connected with the internal splines of the fourth planet carrier 405. The rightmost end of the first half shaft 905 is provided with external threads.
The secondary reducer 200 is a single-row single-planet planetary gear mechanism, and is arranged on the side of the secondary motor 100 close to the double-planet cylindrical gear differential 400. An inner hole of the first sun gear 201 is processed with an inner spline which is connected with an outer spline of the auxiliary motor output shaft 103. The first planetary gear 202 is in meshing transmission with the first sun gear 201. The first planetary gear 202 is rotatably supported on a first planetary gear shaft 205. The first planetary gear shafts 205 are rotatably supported on the first carrier 204. The small end of the first planet carrier 204 is separated from the first sun gear 201 and the second planet carrier 303 by a respective left and right thrust needle bearing 804, 805, and the large end of the first planet carrier 204 is formed with internal gear teeth which serve as a second ring gear of the TV coupling mechanism 300. The first ring gear 203 is in meshing transmission with the first planet gears 202. The outer end of the first gear ring 203 is provided with a spline and is connected with the inner spline at the left end of the main shell 703, and one end of the first gear ring is axially positioned by using a snap spring 206.
The TV coupling mechanism 300, which is arranged between the secondary reduction gear and the double planetary gear spur gear differential, is a double single planetary gear mechanism of equal characteristic parameters. The two ends of the second sun 301 are the gear teeth, the middle of which is the optical axis, and the wheel is rotatably supported on the first half shaft 902. The second planet wheel 302 is in gear meshing transmission with the left end gear of the second sun wheel 301. The second planet 302 wheel is rotatably supported on a second planet pin 304. The second planetary gear shafts 304 are rotatably supported on the second carrier 303. An internal spline is processed on the second planet carrier 303 and connected with an external spline at the middle end of the first half shaft 902. The second ring gear 204 is in meshing transmission with the second planet gears 302. The third planet gear 305 is in meshing transmission with the right gear teeth of the second sun gear 301. The third planetary gear 305 is rotatably supported on a third planetary gear shaft 308. The third planetary gear shafts 308 are rotatably supported on the third carrier 307. The third ring gear 306 is in meshing engagement with the third planetary gear 305. The third gear ring 306 is provided with an external spline, and is connected with the internal spline at the middle end of the main shell 703, and one end of the spline is axially positioned through a snap spring 309. One end of the third planet carrier 307 is provided with an internal spline which is connected with an external spline on the left side of the fourth planet carrier 405.
Final drive 500 is a single row single planet planetary gear mechanism. The fifth sun gear 501 is provided with an internal spline for connection with an external spline of the main motor output shaft 603. The fifth planetary gear 502 is in meshing transmission with the fifth sun gear 501. Fifth planetary gear 502 is rotatably supported on fifth planetary gear shaft 504. The fifth planetary gear shaft 504 is rotatably supported by the fifth carrier 404, and the small end of the fifth carrier 404 is separated from the fourth carrier 405 and the fifth sun gear 501 by one of left and right thrust needle bearings 807 and 808, respectively. Fifth ring gear 503 is in meshing engagement with fifth planetary gear 502. The outer end of the fifth gear ring 503 is provided with a spline which is connected with the inner spline of the right end of the main housing 703, and one side of the spline is axially positioned by a snap spring 505.
The main housing 703 is a cylindrical housing, and the left end, the middle end, and the right end of the main housing are respectively provided with an internal spline.
A left housing 701, which is disposed on the left side of the main housing 703, is connected to the main housing 703 by screws 706. The sub motor output shaft 103 is rotatably supported on the left housing 701 by an angular contact ball bearing 801.
A left partition 702 disposed between the main housing 703 and the left housing 701. The sub motor output shaft 103 is rotatably supported on the left partition 702 by an angular ball bearing 803.
A right housing 705 disposed on the right side of the main housing 703 is connected to the main housing 703 by a screw 707, and a main motor output shaft 603 is rotatably supported on the right housing 705 by an angular contact ball bearing 811.
And a right partition 704 disposed between the main housing 703 and the right housing 705. The main motor output shaft 603 is rotatably supported on the right spacer 704 by an angular contact ball bearing 809.
The first flange 901 is provided with an internal spline and is connected with an external spline at the left end of the first half shaft 902. The first fixing nut 903 is screwed to the first half shaft 902 outside the first flange 901 to axially fix the first flange 901. The first flange 901 and the left housing 701 are sealed by a rubber seal 907.
The second flange 904 is internally splined and is in external splined connection with the right end of the second half shaft 904. A second retaining nut 906 is threadably connected to second half shaft 905 outside second flange 904 to axially retain second flange 904. The second flange 904 is sealed with the right housing 705 by a rubber seal 908.
The working principle of the torque directional distribution electric drive axle adopting the double planetary gear cylindrical gear differential mechanism is further explained in detail with reference to the attached drawings.
As shown in fig. 3, when the torque-oriented distribution electric drive axle using the double planetary gear and cylindrical gear differential operates in the main motor independent drive mode, the torque output by the main motor 600 is transmitted to the fourth ring gear 404 after being decelerated and torque-increased by the main reducer 500, and is evenly distributed to the fourth sun gear 401 and the fourth planet carrier 405; the sub-motor 100 does not output torque. At this time, the torque output by the first half shaft 902 and the second half shaft 905 is:
Figure BDA0003062081000000141
wherein, T1Torque, T, output for the first half-shaft 9022Torque, T, output for the second half-shaft 905M1Torque, k, output for the main motor 6005Is the characteristic constant of the planetary row of final drive 500.
When the torque-oriented distribution electric drive axle adopting the double planetary gear and cylindrical gear differential operates in a torque-oriented distribution mode as shown in fig. 4 and 5, the torque output by the main motor 600 is transmitted to the fourth gear ring 404 after being decelerated and torque-increased by the main speed reducer 500, and is averagely distributed to the first half shaft 902 and the second half shaft 905. After the torque output by the auxiliary motor 100 is subjected to speed reduction and torque increase through the auxiliary speed reducer 200, an equal reverse torque is output through the TV coupling mechanism 300, wherein one torque is directly applied to a first half shaft 902, and the other torque is applied to a second half shaft 905 through a fourth planet carrier 405 of the double-planet-gear cylindrical gear differential, so that the torque of one half shaft is reduced, and the torque of the other half shaft is increased. At this time, the torques output by the first half shaft 902 and the second half shaft 905 are:
Figure BDA0003062081000000151
Figure BDA0003062081000000152
wherein, TM2Torque, k, output from the sub motor 1001Is the characteristic constant, k, of the planetary row of the secondary reducer2Is the characteristic constant of the planet row of TV coupling mechanism 300. At this time, the torque difference between the first half shaft and the second half shaft is:
Figure BDA0003062081000000153
the relationship between the rotation speeds of the auxiliary motor 100, the first half shaft 902 and the second half shaft 905 is as follows:
Figure BDA0003062081000000154
wherein n isM2Is the rotation speed, n, of the sub motor 1001Is the rotational speed of the first shaft half 902, n2Is the rotational speed of second half shaft 905.
The effect of the torque directional distribution during the steering of the automobile is further described below with reference to the accompanying drawings as an embodiment of an application scenario of the torque directional distribution mode.
As shown in FIG. 6, when the vehicle turns right, the rotational speed of the left wheel is higher than the rotational speed of the right wheel, i.e., (n) due to the geometry of the turn1-n2) If the rotating speed of the auxiliary motor is more than 0, the rotating speed of the auxiliary motor is positive, and if the auxiliary motor outputs positive torque, the driving torque of the left wheel of the automobile can be increased, the driving torque of the right wheel of the automobile can be reduced, and the driving force F of the left wheel of the automobile can be increasedlIncrease the driving force F of the right wheel of the automobilerReducing to generate an additional yaw moment M with the same direction as the yaw velocity of the automobile, wherein the moment can increase the yaw of the automobile, so that the controllability and the overbending mobility of the automobile are improved; if the auxiliary motor outputs negative torque at the moment, the driving torque of the left wheel of the automobile can be reduced, the driving torque of the right wheel of the automobile can be increased, and the driving force F of the left wheel of the automobile can be enabledlReduce the driving force F of the right wheel of the automobilerAnd an additional yaw moment M opposite to the yaw velocity direction of the automobile is generated, and the moment can reduce the yaw of the automobile, so that the understeer degree of the automobile is increased, the steering stability of the automobile is ensured, and the active safety is improved.
Similarly, as shown in FIG. 7, when the vehicle turns left, the rotation speed of the right wheel is higher than that of the left wheel, i.e., (n) due to the geometry of the turn1-n2) If the rotating speed of the auxiliary motor is less than 0, the rotating speed of the auxiliary motor is negative at the moment, and if the auxiliary motor outputs negative torque at the moment, the driving torque of the right wheel of the automobile can be increased, the driving torque of the left wheel of the automobile can be reduced, so that the driving force F of the right wheel of the automobile is enabledrIncrease the left wheel of the automobileDriving force F oflReducing to generate an additional yaw moment M with the same direction as the yaw velocity of the automobile, wherein the moment can increase the yaw of the automobile, so that the controllability and the overbending mobility of the automobile are improved; if the auxiliary motor outputs positive torque at this time, the driving torque of the right wheel of the automobile can be reduced, the driving torque of the left wheel of the automobile can be increased, and the driving force F of the right wheel of the automobile can be enabledlReduce the driving force F of the left wheel of the automobilerAnd an additional yaw moment M opposite to the yaw velocity direction of the automobile is generated, and the moment can reduce the yaw of the automobile, so that the understeer degree of the automobile is ensured, the steering stability of the automobile is ensured, and the active safety is improved.
As another application scenario embodiment, if the problems that any wheel of the left and right single-side wheels of the automobile slips due to being sunk into a mud pit or driving into a low-adhesion road surface such as ice and snow and the like, and the automobile cannot move forwards and get rid of the difficulty due to the fact that the power of the automobile is lost are solved, the torque directional distribution electric drive axle adopting the double-planet-wheel cylindrical gear differential mechanism can be switched to a torque directional distribution working mode, and the torque of the drive shaft is transferred from the slipping wheel on the low-adhesion side to the non-slipping wheel on the high-adhesion side by controlling the forward or reverse torque output of the auxiliary motor, so that the driving force of the whole automobile is recovered to.
While embodiments of the invention have been disclosed above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims (7)

1. A torque-vectoring electric drive axle using a double planetary gear spur gear differential, comprising:
the main body of the double-planet cylindrical gear differential is a single-row double-stage planetary gear mechanism with the characteristic parameter of 2;
the auxiliary motor outputs torque which can be used for realizing a torque directional distribution function;
the main motor is used for outputting driving torque and driving the automobile to run;
a first half shaft;
a second half shaft;
the auxiliary speed reducer is used for increasing the output torque of the auxiliary motor;
the TV coupling mechanism is used for realizing equal-magnitude reverse distribution of the output torque of the auxiliary motor between the first half shaft and the second half shaft;
the main speed reducer is used for increasing the output torque of the main motor;
the main shell is used for accommodating assemblies and parts such as the auxiliary speed reducer, the TV coupling mechanism, the double-planet-wheel cylindrical gear differential mechanism, the main speed reducer and the like;
the left shell is arranged on the left side of the main shell, is connected with the main shell through a screw and is used for accommodating the auxiliary motor;
a left partition plate disposed between the main housing and the left housing for partitioning the main housing chamber from the secondary motor;
the right shell is arranged on the right side of the main shell, is connected with the main shell through screws and is used for accommodating the main motor;
a right partition plate disposed between the main housing and the right housing for partitioning the main housing chamber from the main motor;
a first flange;
a second flange.
2. The torque vectoring electric drive axle employing a double planetary roller differential as claimed in claim 1, wherein said double planetary roller differential comprises:
the inner spline of the fourth sun gear is connected with the outer spline of the inner end part of the first half shaft;
the fourth inner planet wheel is in meshing transmission with the fourth sun wheel;
a fourth inner planetary gear shaft for rotatably supporting the fourth inner planetary gear;
the fourth outer planet wheel is in meshing transmission with the fourth inner planet wheel;
a fourth outer planetary gear shaft for rotatably supporting the fourth outer planetary gear;
a fourth planet carrier for rotatably supporting the fourth inner planet gear shafts and the fourth outer planet gear shafts, wherein the inner splines of the fourth planet carrier are connected with the outer splines at the inner end part of the second half shaft;
and the fourth gear ring is in meshing transmission with the fourth outer planet gear.
3. The torque-vectoring electric drive axle using a double planetary roller differential according to claim 1, wherein said secondary electric machine is a hollow shaft inner rotor permanent magnet synchronous machine, said secondary electric machine is arranged on one side of said double planetary roller differential together with said first flange and said first shaft, and torque generated by said secondary electric machine is outputted through a secondary electric machine output shaft; the main motor is a permanent magnet synchronous motor with a hollow shaft and an inner rotor, the main motor, the second flange and the second half shaft are arranged on the other side of the double-planet-wheel cylindrical gear differential mechanism together, and torque generated by the main motor is output through an output shaft of the main motor.
4. The torque vectoring electric drive axle using a double planetary roller gear differential as claimed in claim 1, wherein said secondary speed reducer comprises:
the first sun gear is in splined connection with the output shaft of the auxiliary motor;
the first gear ring is fixedly connected with the main shell;
the first planet wheel is in simultaneous meshing transmission with the first sun gear and the first gear ring;
a first planetary gear shaft for rotatably supporting the first planetary gear;
a first planet carrier for rotatably supporting the first planet pin.
5. The torque vectoring electric drive axle using a double planetary roller gear differential as claimed in claim 1, wherein said final drive comprises:
the fifth sun gear is in splined connection with the output shaft of the main motor;
the fifth gear ring is fixedly connected with the main shell;
the fifth planet gear is simultaneously in meshing transmission with the fifth sun gear and the fifth gear ring;
a fifth planetary gear shaft for rotatably supporting the fifth planetary gear;
and the fifth planet carrier is used for rotatably supporting the fifth planet gear shaft and is fixedly connected with the fourth gear ring.
6. The torque-vectoring electric transaxle using a double planetary roller differential of claim 1, wherein the TV coupling mechanism is mainly a double row single planetary gear mechanism of equal characteristic parameters and is disposed between the secondary reducer and the double planetary roller differential, comprising:
a second sun gear rotatably supported on the first axle shaft;
the second gear ring is fixedly connected with the first planet carrier;
the second planet wheel is in meshing transmission with the second sun gear and the second gear ring simultaneously;
a second planetary gear shaft for rotatably supporting the second planetary gear;
the second planet carrier is used for rotatably supporting the second planet gear shaft and is in spline connection with the first half shaft;
a third sun gear, which is an integral duplicate gear with the second sun gear;
the third gear ring is fixedly connected with the main shell;
the third planet wheel is simultaneously meshed with the third sun gear and the third gear ring for transmission;
a third planetary gear shaft for rotatably supporting the third planetary gear;
and a third carrier for rotatably supporting the third planetary gear shaft and connected to the fourth carrier.
7. The torque-vectoring electric drive axle using a double planetary roller differential as claimed in claim 1, wherein said first flange is splined to an outer end of said first axle shaft for outputting torque from said first axle shaft to a left wheel of the vehicle; the first fixing nut is in threaded connection with the first half shaft at the center of the outer side of the first flange, so that the first flange is axially fixed; the second flange is in splined connection with the outer end part of the second half shaft and outputs the torque of the second half shaft to the right wheel of the automobile; and the second fixing nut is in threaded connection with the second half shaft at the center of the outer side of the second flange, so that the second flange is axially fixed.
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CN113415107A (en) * 2021-08-12 2021-09-21 吉林大学 Two-mode electric drive axle capable of carrying out torque parallel connection and torque directional distribution
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