CN114228482A

CN114228482A - Torque vectoring system and vehicle

Info

Publication number: CN114228482A
Application number: CN202210189126.2A
Authority: CN
Inventors: 李文军
Original assignee: Shengrui Transmission Co Ltd
Current assignee: Shengrui Transmission Co Ltd
Priority date: 2022-03-01
Filing date: 2022-03-01
Publication date: 2022-03-25

Abstract

The present disclosure relates to vehicle powertrain technologies, and in particular, to a torque vectoring system and a vehicle. The torque vectoring system includes: the driving device comprises a first motor, a second motor, a first clutch, a second clutch, a third clutch, a fourth clutch, a fifth clutch, a sixth clutch, a first driving shaft, a second driving shaft, a left first driving wheel and a right first driving wheel; the first motor is in transmission connection with the driving plate of the first clutch and the driving plate of the second clutch through a first transmission shaft. The torque vector control system can drive the vehicle to move by the first motor and the second motor independently or simultaneously by controlling the combination state of the first clutch, the second clutch, the third clutch, the fourth clutch, the fifth clutch and the sixth clutch, and the first motor and the second motor can drive the left first driving wheel or the right first driving wheel independently.

Description

Torque vectoring system and vehicle

Technical Field

The present disclosure relates to vehicle powertrain technologies, and in particular, to a torque vectoring system and a vehicle.

Background

With the rapid development of new energy vehicles, pure electric vehicles and hybrid electric vehicles in China are supported by national policies more and more, many consumers gradually begin to accept the new energy vehicles, the power performance and the economy brought by electric driving are deeply loved by the consumers, and with the continuous development, people pay more and more attention to the controllability of the new energy vehicles.

The new energy automobile is rapidly developed under the strong support of the nation and is bound to become a mainstream product of consumers and automobile enterprises, and the advantages of the dual-motor torque vector control system in economy and controllability become a main choice of consumers in each hierarchy.

The torque vector control system is mainly used for improving the maneuverability of a vehicle, ensuring that the running direction, the rotating speed and the torque of the left wheel and the right wheel are controllable through control, increasing the driving stability and the maneuverability, and realizing the economy of the whole vehicle by combining the functional characteristics of a motor. The torque vector control system of the double-motor vehicle type in the current market often has the problems of single speed ratio of a speed reducing mechanism, difficulty in speed ratio expansion and limited use of a high-efficiency operation area of a motor.

Disclosure of Invention

In order to solve the above technical problem, the present disclosure provides a torque vectoring system.

In a first aspect, the present disclosure provides a torque vectoring system comprising: the driving device comprises a first motor, a second motor, a first clutch, a second clutch, a third clutch, a fourth clutch, a fifth clutch, a sixth clutch, a first driving shaft, a second driving shaft, a left first driving wheel and a right first driving wheel;

the first motor is in transmission connection with the driving plate of the first clutch and the driving plate of the second clutch through a first transmission shaft;

the second motor is in transmission connection with the driving plate of the third clutch and the driving plate of the fourth clutch through a second transmission shaft;

the driven plate of the second clutch is in transmission connection with the driven plate of the third clutch through a connecting piece;

the connecting piece is in transmission connection with a driving plate of the fifth clutch and a driving plate of the sixth clutch through a first transmission assembly respectively, a driven plate of the fifth clutch is in transmission connection with a first driving shaft and a second driving shaft corresponding to a driven plate of the sixth clutch, and the first driving shaft and the second driving shaft are in transmission connection with a left first driving wheel and a right first driving wheel corresponding to the first driving shaft and the second driving shaft;

the driven plate of the first clutch is in transmission connection with the first driving shaft through a second transmission assembly, and the driven plate of the fourth clutch is in transmission connection with the second driving shaft through a third transmission assembly.

Optionally, the driven plate of the first clutch and the driven plate of the fourth clutch are both coaxially arranged on the clutch housing;

the second transmission assembly comprises a second driving gear and a second driven gear which are meshed with each other, the second driving gear is coaxially arranged on a clutch shell of the first clutch, and the second driven gear is coaxially arranged on the first driving shaft;

the third transmission assembly comprises a third driving gear and a third driven gear which are arranged in a meshed mode, the third driving gear is coaxially arranged on a clutch shell of the fourth clutch, and the third driven gear is coaxially arranged on the second driving shaft.

Optionally, the driven plate of the second clutch and the driven plate of the third clutch are both coaxially arranged on the clutch housing;

the clutch shell of the second clutch and the clutch shell of the third clutch are connected into an integral structure through the connecting piece;

first drive assembly includes third transmission shaft and meshing setting's first driving gear and first driven gear, the coaxial setting of first driving gear is in on the connecting piece, first driven gear with third transmission shaft coaxial coupling, the both ends of third transmission shaft respectively with the drive plate of fifth clutch with the drive plate of sixth clutch is connected.

Optionally, the clutch housing of the second clutch and the clutch housing of the third clutch are integrally formed.

Optionally, the device further comprises a connecting shaft, a fourth driven gear and a fourth transmission shaft;

the two ends of the connecting shaft are respectively provided with a transmission gear, one of the transmission gears is meshed with the first driven gear, the other transmission gear is meshed with the fourth driven gear, the fourth driven gear is coaxially connected with the fourth transmission shaft, and the two ends of the fourth transmission shaft are correspondingly connected with the left second driving wheel and the right second driving wheel.

Optionally, the vehicle-mounted power transmission device further comprises a seventh clutch, an eighth clutch, a third driving shaft and a fourth driving shaft, wherein a driving plate of the seventh clutch and a driving plate of the eighth clutch are correspondingly in transmission connection with two ends of the fourth transmission shaft, a driven plate of the seventh clutch and a driven plate of the eighth clutch are correspondingly in transmission connection with the third driving shaft and the fourth driving shaft, and the third driving shaft and the fourth driving shaft are correspondingly connected with the left second driving wheel and the right second driving wheel.

Optionally, the electric vehicle further comprises two sets of speed reducing mechanisms, and the two sets of speed reducing mechanisms are correspondingly arranged between the first motor and the first transmission shaft and between the second motor and the second transmission shaft.

Optionally, every group the reduction gears all include first reduction gear and the second reduction gear that the meshing set up, first reduction gear's diameter is less than second reduction gear, two first reduction gear correspond with the rotor shaft of first motor with the rotor shaft coaxial coupling of second motor, two second reduction gear correspond with first transmission shaft with second transmission shaft coaxial coupling.

In a second aspect, the present disclosure provides a vehicle comprising a torque vectoring system as described above.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

the torque vector control system can drive a vehicle to move by the first motor and the second motor independently or simultaneously by controlling the combination state of the first clutch, the second clutch, the third clutch, the fourth clutch, the fifth clutch and the sixth clutch, and the first motor and the second motor can drive the left first driving wheel or the right first driving wheel independently; the motor can be kept working in an efficient operation interval for a longer time by the arrangement, the purpose of improving the running economy of the whole vehicle is achieved, the torque of the driving wheels on two sides can be controlled more accurately, the rotating speed and the rotating direction are improved, the control performance of the vehicle is improved, the steering performance and the escaping performance of the vehicle are improved, meanwhile, the characteristic that any motor can drive the vehicle can be utilized, even if one motor breaks down, the driving action of the vehicle can be guaranteed, the reliability and the safety of the vehicle are further improved, the output torque of the left first driving wheel and the output torque of the right first driving wheel can be adjusted by controlling the combination degree of the fifth clutch and the sixth clutch, the driving wheels can be controlled more flexibly and more accurately, and the control performance is further improved.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present disclosure, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

FIG. 1 is a schematic structural diagram of a torque vectoring system according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural diagram of a torque vectoring system according to an embodiment of the present disclosure, wherein a first motor drives a wheel simultaneously after a first clutch is engaged;

FIG. 3 is a schematic structural diagram of a torque vectoring system according to an embodiment of the present disclosure, wherein a first motor drives a wheel simultaneously after a second clutch is engaged;

FIG. 4 is a schematic diagram of a torque vectoring system according to an embodiment of the present disclosure, wherein the first motor and the second motor drive wheels simultaneously after the second clutch and the third clutch are closed;

FIG. 5 is a schematic diagram of a torque vectoring system according to an embodiment of the present disclosure, wherein a first clutch and a fourth clutch are engaged and a first motor and a second motor simultaneously drive a wheel;

FIG. 6 is a schematic structural diagram of a torque vectoring system according to an embodiment of the present disclosure, in which a first motor and a second motor respectively drive wheels on two sides;

fig. 7 is a schematic structural diagram of an application of the torque vectoring system according to the embodiment of the disclosure in a four-wheel drive vehicle.

Wherein, 1, a first motor; 2. a second motor; 31. a first clutch; 32. a second clutch; 33. a third clutch; 34. a fourth clutch; 35. a fifth clutch; 36. a sixth clutch; 37. a seventh clutch; 38. an eighth clutch; 41. a first drive shaft; 42. a second drive shaft; 50. a fourth drive shaft; 51. a second driving gear; 52. a second driven gear; 53. a third driving gear; 54. a third driven gear; 55. a first drive gear; 56. a first driven gear; 57. a third drive shaft; 58. a connecting shaft; 59. a fourth driven gear; 61. a first drive shaft; 62. a second drive shaft; 63. a third drive shaft; 64. a fourth drive shaft; 71. a left first drive wheel; 72. a right first drive wheel; 73. a left second drive wheel; 74. a right second drive wheel; 81. a first reduction gear; 82. a second reduction gear.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, aspects of the present disclosure will be further described below. It should be noted that the embodiments and features of the embodiments of the present disclosure may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced in other ways than those described herein; it is to be understood that the embodiments disclosed in the specification are only a few embodiments of the present disclosure, and not all embodiments.

Based on this, the present embodiment provides a torque vectoring system and a vehicle, which can realize that the first motor and the second motor can drive the vehicle to move independently or simultaneously by controlling the combination state of the first clutch, the second clutch, the third clutch, the fourth clutch, the fifth clutch and the sixth clutch, and the first motor and the second motor can drive the left first driving wheel or the right first driving wheel independently; the motor can be kept working in an efficient operation interval for a longer time by the arrangement, the purpose of improving the running economy of the whole vehicle is achieved, the torque of the driving wheels on two sides can be controlled more accurately, the rotating speed and the rotating direction are improved, the control performance of the vehicle is improved, the steering performance and the escaping performance of the vehicle are improved, meanwhile, the characteristic that any motor can drive the vehicle can be utilized, even if one motor breaks down, the driving action of the vehicle can be guaranteed, the reliability and the safety of the vehicle are further improved, the output torque of the left first driving wheel and the output torque of the right first driving wheel can be adjusted by controlling the combination degree of the fifth clutch and the sixth clutch, the driving wheels can be controlled more flexibly and more accurately, and the control performance is further improved. This is illustrated in detail by the following specific examples:

referring to fig. 1 to 6, the present embodiment provides a torque vectoring system including: a first motor 1, a second motor 2, a first clutch 31, a second clutch 32, a third clutch 33, a fourth clutch 34, a fifth clutch 35, a sixth clutch 36, a first drive shaft 61, a second drive shaft 62, a left first drive wheel 71, and a right first drive wheel 72; the first motor 1 is in transmission connection with the driving plate of the first clutch 31 and the driving plate of the second clutch 32 through a first transmission shaft 41; the second motor 2 is in transmission connection with the driving plate of the third clutch 33 and the driving plate of the fourth clutch 34 through a second transmission shaft 42; the driven plate of the second clutch 32 is in transmission connection with the driven plate of the third clutch 33 through a connecting piece; the connecting piece is in transmission connection with the driving plate of the fifth clutch 35 and the driving plate of the sixth clutch 36 through a first transmission assembly, the driven plate of the fifth clutch 35 is in transmission connection with the first driving shaft 61 and the second driving shaft 62 corresponding to the driven plate of the sixth clutch 36, and the first driving shaft 61 and the second driving shaft 62 are in transmission connection with the left first driving wheel 71 and the right first driving wheel 72 corresponding to the first driving shaft 61 and the second driving shaft 62; the driven plate of the first clutch 31 is in transmission connection with the first driving shaft 61 through a second transmission assembly, and the driven plate of the fourth clutch 34 is in transmission connection with the second driving shaft 62 through a third transmission assembly.

The torque vector control system can realize that the first motor 1 and the second motor 2 can drive the vehicle to move independently or simultaneously by controlling the combination state of the first clutch 31, the second clutch 32, the third clutch 33, the fourth clutch 34, the fifth clutch 35 and the sixth clutch 36, and the first motor 1 and the second motor 2 can drive the left first driving wheel 71 or the right first driving wheel 72 independently; the arrangement can enable the motor to work in an efficient operation interval for a longer time, so that the purpose of improving the operation economy of the whole vehicle is achieved, the torque, the rotating speed and the rotating direction of the driving wheels on two sides can be controlled more accurately, the control performance, the steering performance and the escaping performance of the vehicle are improved, meanwhile, the characteristic that any motor can drive the vehicle can be utilized, even if one motor breaks down, the driving action of the vehicle can be guaranteed, the reliability and the safety of the vehicle are further improved, it needs to be explained that the output torque of the left first driving wheel 71 and the output torque of the right first driving wheel 72 can be adjusted by controlling the combination degree of the fifth clutch 35 and the sixth clutch 36, the driving wheels can be controlled more flexibly and more accurately, and the control performance is further improved.

In some embodiments, the driven plate of the first clutch 31 and the driven plate of the fourth clutch 34 are both coaxially disposed on the clutch housing; the second transmission assembly comprises a second driving gear 51 and a second driven gear 52 which are meshed with each other, the second driving gear 51 is coaxially arranged on the clutch shell of the first clutch 31, and the second driven gear 52 is coaxially arranged on the first driving shaft 61; the third transmission assembly comprises a third driving gear 53 and a third driven gear 54 which are meshed with each other, the third driving gear 53 is coaxially arranged on the clutch housing of the fourth clutch 34, and the third driven gear 54 is coaxially arranged on the second driving shaft 62; the driven plate is arranged on the clutch shell, so that the arrangement of the second transmission assembly and the third transmission assembly can be facilitated, the transmission structure is simplified, the processing is convenient, the cost is reduced, and the transmission efficiency is improved.

In a further embodiment, the driven plates of the second clutch 32 and the driven plates of the third clutch 33 are both coaxially disposed on the clutch housing; the clutch housing of the second clutch 32 and the clutch housing of the third clutch 33 are connected into an integral structure through a connecting piece; the first transmission assembly comprises a third transmission shaft 57, and a first driving gear 55 and a first driven gear 56 which are meshed with each other, the first driving gear 55 is coaxially arranged on the connecting piece, the first driven gear 56 is coaxially connected with the third transmission shaft 57, and two ends of the third transmission shaft 57 are respectively connected with a driving plate of the fifth clutch 35 and a driving plate of the sixth clutch 36; through the setting of connecting piece, can make first motor 1 and second motor 2 both can drive first driving gear 55 and rotate.

In a further embodiment, the clutch housing of the second clutch 32 and the clutch housing of the third clutch 33 are integrally formed; the second clutch 32 and the third clutch 33 can share the same clutch shell by the arrangement, the integral number of parts is reduced, the processing and the production are convenient, the cost and the installation difficulty are reduced, the failure rate can be reduced, and the stability and the reliability of the whole system are improved.

Referring to fig. 7, the torque vectoring system further includes a connecting shaft 58, a fourth driven gear 59 and a fourth transmission shaft 50; two ends of the connecting shaft 58 are respectively provided with a transmission gear, one transmission gear is meshed with the first driven gear 56, the other transmission gear is meshed with the fourth driven gear 59, the fourth driven gear 59 is coaxially connected with the fourth transmission shaft 50, and two ends of the fourth transmission shaft 50 are correspondingly connected with the left second driving wheel 73 and the right second driving wheel 74; through the arrangement of the connecting shaft 58, the fourth driven gear 59 and the fourth transmission shaft 50, the torque vector control system can realize that a four-wheel drive platform can be shared with a two-wheel drive platform, so that the platformization is realized more easily, and the development cost and the development period are greatly saved; the left first driving wheel 71 and the right first driving wheel 72 may be front wheels or rear wheels.

With continued reference to fig. 1 to 7, the torque vectoring system further includes a seventh clutch 37, an eighth clutch 38, a third driving shaft 63 and a fourth driving shaft 64, wherein the driving plate of the seventh clutch 37 and the driving plate of the eighth clutch 38 are in transmission connection with two ends of the fourth transmission shaft 50, the driven plate of the seventh clutch 37 and the driven plate of the eighth clutch 38 are in transmission connection with the third driving shaft 63 and the fourth driving shaft 64, and the third driving shaft 63 and the fourth driving shaft 64 are in transmission connection with the left second driving wheel 73 and the right second driving wheel 74; this arrangement enables more accurate control of the output torques of the left-side second drive wheel 73 and the right-side second drive wheel 74, thereby further improving the drivability of the vehicle.

In some embodiments, the torque vectoring system further comprises two sets of speed reducing mechanisms, which are respectively arranged between the first electric machine 1 and the first transmission shaft 41 and between the second electric machine 2 and the second transmission shaft 42.

In a further embodiment, each set of speed reducing mechanisms comprises a first speed reducing gear 81 and a second speed reducing gear 82 which are meshed with each other, the diameter of the first speed reducing gear 81 is smaller than that of the second speed reducing gear 82, two first speed reducing gears 81 are coaxially connected with the rotor shaft of the first motor 1 and the rotor shaft of the second motor 2, and two second speed reducing gears 82 are coaxially connected with the first transmission shaft 41 and the second transmission shaft 42; the speed reduction and torque increase effects can be realized through the arrangement of the speed reduction mechanism, and the output torque of the motor is amplified, so that the climbing performance, the escaping performance and the like of the vehicle can be improved; it should be noted that parameters and types of the speed reducing mechanism and the first and second

electric machines

1 and 2 can be adjusted according to design requirements of the vehicle.

With continued reference to fig. 2-6, the gear ratio of the second transmission assembly and the gear ratio of the third transmission assembly are each unequal to the conventional ratio of the first transmission assembly; when the vehicle normally runs, the first clutch 31, the fifth clutch 35 and the sixth clutch 36 can be closed firstly, the first motor 1 works and the second motor 2 does not work, so that the first motor 1 drives the vehicle to run independently, at the moment, the first clutch 31 is separated, and the second clutch 32, the fifth clutch 35 and the sixth clutch 36 are closed, so that the gear shifting operation can be realized; it should be understood that the same shifting effect can be achieved by changing the coupling state of the third clutch 33 and the fourth clutch 34 when the vehicle is driven using the second motor 2; meanwhile, the first clutch 31 and the fourth clutch 34 can be closed firstly, so that the first motor 1 and the second motor 2 synchronously drive the vehicle to run, then the first clutch 31 and the fourth clutch 34 are separated, and the second clutch 32, the third clutch 33, the fifth clutch 35 and the sixth clutch 36 are closed, so that gear shifting is realized; the vehicle can be timely adjusted to a proper gear according to requirements and road conditions through gear shifting operation, so that the operating condition point of the motor is improved, and high-torque demand output and high-speed and other working condition high-efficiency operation are realized.

When the rotating speeds of wheels on two sides are different when the vehicle runs, the method is realized by the following methods: method one, closing the first clutch 31 or the second clutch 32, closing the fifth clutch 35 and the sixth clutch 36, operating the first electric machine 1 and not operating the second electric machine 2, and then changing the torque output from the left first driving wheel 71 and the right first driving wheel 72 by precisely controlling the pressure of the fifth clutch 35 and the sixth clutch 36; method two, the third clutch 33 or the fourth clutch 34 is closed, the fifth clutch 35 and the sixth clutch 36 are closed, the second motor 2 is operated and the first motor 1 is not operated, and then the torque output by the left first driving wheel 71 and the right first driving wheel 72 is changed by precisely controlling the pressure of the fifth clutch 35 and the sixth clutch 36; method three, the second clutch 32, the third clutch 33, the fifth clutch 35 and the sixth clutch 36 are closed, the first motor 1 and the second motor 2 work simultaneously, and then the torque output by the left first driving wheel 71 and the right first driving wheel 72 is changed by precisely controlling the pressure of the fifth clutch 35 and the sixth clutch 36; the fourth method, the first clutch 31, the fourth clutch 34, the fifth clutch 35 and the sixth clutch 36 are closed, the first motor 1 and the second motor 2 work simultaneously, and then the torque output by the left first driving wheel 71 and the right first driving wheel 72 is changed by precisely controlling the pressure of the fifth clutch 35 and the pressure of the sixth clutch 36; method five, closing the first clutch 31 and the fourth clutch 34, operating the first motor 1 and the second motor 2 simultaneously, and changing the torque output by the left first driving wheel 71 and the right first driving wheel 72 by precisely controlling the pressure of the first clutch 31 and the pressure of the fourth clutch 34; in the sixth method, the first clutch 31 and the fourth clutch 34 are closed, the first motor 1 and the second motor 2 work simultaneously, and the torque output by the first driving wheel 71 on the left side and the torque output by the first driving wheel 72 on the right side are accurately controlled directly by accurately controlling the torque output by the first motor 1 and the torque output by the second motor 2.

By the control method capable of realizing different rotating speeds of the wheels on the two sides, the control performance, the stability and the escaping performance of the vehicle can be improved when the vehicle turns, runs on a flat road, and falls into a mud pit, a sand pit and the like.

When a driver releases an accelerator and lets a vehicle slide, or when the driver steps on a brake pedal and the vehicle brakes and decelerates, energy recovery can be realized through the following methods: in the first method, the first clutch 31 or the second clutch 32 is closed, the fifth clutch 35 and the sixth clutch 36 are closed, and the first motor 1 alone recovers energy; in the second method, the third clutch 33 or the fourth clutch 34 is closed, the fifth clutch 35 and the sixth clutch 36 are closed, and the second motor 2 alone recovers energy; in the third method, the second clutch 32, the third clutch 33, the fifth clutch 35 and the sixth clutch 36 are closed, and the first motor 1 and the second motor 2 simultaneously recover energy; in the fourth method, the first clutch 31 and the fourth clutch 34 are closed, and the first electric machine 1 and the second electric machine 2 perform energy recovery simultaneously. According to the four methods, the motor can be ensured to operate in a high-efficiency area under the conditions of proper speed ratio matching and single-motor and double-motor working matching, and then the energy recovery efficiency is improved.

In some embodiments, the first clutch 31 and the fourth clutch 34 are closed, the first motor 1 and the second motor 2 directly output torque to wheels on two sides, and when negative torque is needed for the inner wheels during turning, the first motor 1 and/or the second motor 2 can be controlled to provide negative torque to generate electricity, so that the driving economy is improved.

With continued reference to fig. 7, when the vehicle is in four-wheel drive, the four-wheel drive function may be implemented as follows: the first method is that the first clutch 31 or the second clutch 32 is closed, the fifth clutch 35, the sixth clutch 36, the seventh clutch 37 and the eighth clutch 38 are closed, the first motor 1 works, and the first motor 1 transmits torque to the left first driving wheel 71, the right first driving wheel 72, the left second driving wheel 73 and the right second driving wheel 74 to realize the four-wheel drive function; in the second method, the third clutch 33 or the fourth clutch 34 is closed, the fifth clutch 35, the sixth clutch 36, the seventh clutch 37 and the eighth clutch 38 are closed, the second motor 2 works, and the second motor 2 transmits torque to the left first driving wheel 71, the right first driving wheel 72, the left second driving wheel 73 and the right second driving wheel 74 to realize the four-wheel drive function; third, the first clutch 31, the fourth clutch 34, the fifth clutch 35, the sixth clutch 36, the seventh clutch 37 and the eighth clutch 38 are closed, the first motor 1 and the second motor 2 work simultaneously, and the first motor 1 and the second motor 2 transmit torque to the left first driving wheel 71, the right first driving wheel 72, the left second driving wheel 73 and the right second driving wheel 74, so that a four-wheel drive function is realized; in the fourth method, the second clutch 32, the third clutch 33, the fifth clutch 35, the sixth clutch 36, the seventh clutch 37 and the eighth clutch 38 are closed, the first motor 1 and the second motor 2 work simultaneously, and the first motor 1 and the second motor 2 transmit torque to the left first driving wheel 71, the right first driving wheel 72, the left second driving wheel 73 and the right second driving wheel 74, so that the four-wheel drive function is realized. When the left first driving wheel 71, the right first driving wheel 72, the left second driving wheel 73, and the right second driving wheel 74 require a wheel speed difference and escape or cornering, the control operations of the functions of torque vectoring, escape limited slip, wheel speed difference, energy recovery, and the like of the four wheels can be realized by precisely controlling the pressures of the fifth clutch 35, the sixth clutch 36, the seventh clutch 37, and the eighth clutch 38.

The specific implementation manner and implementation principle are the same as those of the above embodiments, and can bring the same or similar technical effects, and are not described in detail herein, and reference may be made to the description of the above embodiment of the torque vectoring system.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present disclosure, which enable those skilled in the art to understand or practice the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A torque vectoring system, comprising: the driving device comprises a first motor (1), a second motor (2), a first clutch (31), a second clutch (32), a third clutch (33), a fourth clutch (34), a fifth clutch (35), a sixth clutch (36), a first driving shaft (61), a second driving shaft (62), a left first driving wheel (71) and a right first driving wheel (72);

the first motor (1) is in transmission connection with a driving plate of the first clutch (31) and a driving plate of the second clutch (32) through a first transmission shaft (41);

the second motor (2) is in transmission connection with the driving plate of the third clutch (33) and the driving plate of the fourth clutch (34) through a second transmission shaft (42);

the driven plate of the second clutch (32) is in transmission connection with the driven plate of the third clutch (33) through a connecting piece;

the connecting piece is in transmission connection with a driving plate of the fifth clutch (35) and a driving plate of the sixth clutch (36) through a first transmission assembly, a driven plate of the fifth clutch (35) is in transmission connection with a first driving shaft (61) and a second driving shaft (62) corresponding to a driven plate of the sixth clutch (36), and the first driving shaft (61) and the second driving shaft (62) are in transmission connection with a left first driving wheel (71) and a right first driving wheel (72) corresponding to the first driving shaft (61) and the second driving shaft (62);

the driven plate of the first clutch (31) is in transmission connection with the first driving shaft (61) through a second transmission assembly, and the driven plate of the fourth clutch (34) is in transmission connection with the second driving shaft (62) through a third transmission assembly.

2. The torque vectoring system of claim 1 wherein,

the driven plate of the first clutch (31) and the driven plate of the fourth clutch (34) are coaxially arranged on a clutch shell;

the second transmission assembly comprises a second driving gear (51) and a second driven gear (52) which are meshed with each other, the second driving gear (51) is coaxially arranged on a clutch housing of the first clutch (31), and the second driven gear (52) is coaxially arranged on the first driving shaft (61);

the third transmission assembly comprises a third driving gear (53) and a third driven gear (54) which are meshed with each other, the third driving gear (53) is coaxially arranged on a clutch shell of the fourth clutch (34), and the third driven gear (54) is coaxially arranged on the second driving shaft (62).

3. The torque vectoring system of claim 1 wherein,

the driven plate of the second clutch (32) and the driven plate of the third clutch (33) are coaxially arranged on the clutch shell;

the clutch shell of the second clutch (32) and the clutch shell of the third clutch (33) are connected into an integral structure through the connecting piece;

first drive assembly includes third transmission shaft (57) and first driving gear (55) and first driven gear (56) that the meshing set up, first driving gear (55) coaxial setting is in on the connecting piece, first driven gear (56) with third transmission shaft (57) coaxial coupling, the both ends of third transmission shaft (57) respectively with the initiative piece of fifth clutch (35) with the initiative piece of sixth clutch (36) is connected.

4. The torque vectoring system of claim 3 wherein,

the clutch housing of the second clutch (32) and the clutch housing of the third clutch (33) are integrally formed.

5. The torque vectoring system of claim 3 wherein,

the transmission mechanism also comprises a connecting shaft (58), a fourth driven gear (59) and a fourth transmission shaft (50);

two ends of the connecting shaft (58) are provided with transmission gears, one of the transmission gears is meshed with the first driven gear (56), the other transmission gear is meshed with the fourth driven gear (59), the fourth driven gear (59) is coaxially connected with the fourth transmission shaft (50), and two ends of the fourth transmission shaft (50) are correspondingly connected with the left second driving wheel (73) and the right second driving wheel (74).

6. The torque vectoring system of claim 5 wherein,

the transmission mechanism is characterized by further comprising a seventh clutch (37), an eighth clutch (38), a third driving shaft (63) and a fourth driving shaft (64), wherein a driving plate of the seventh clutch (37) corresponds to a driving plate of the eighth clutch (38) and is in transmission connection with two ends of the fourth transmission shaft (50), a driven plate of the seventh clutch (37) corresponds to a driven plate of the eighth clutch (38) and is in transmission connection with the third driving shaft (63) and the fourth driving shaft (64), and the third driving shaft (63) corresponds to the fourth driving shaft (64) and is connected with the left second driving wheel (73) and the right second driving wheel (74).

7. The torque vectoring system of claim 1 wherein,

the motor is characterized by further comprising two groups of speed reducing mechanisms, wherein the two groups of speed reducing mechanisms are correspondingly arranged between the first motor (1) and the first transmission shaft (41) and between the second motor (2) and the second transmission shaft (42).

8. The torque vectoring system of claim 7 wherein,

every group the reduction gears all includes first reduction gear (81) and second reduction gear (82) that the meshing set up, the diameter of first reduction gear (81) is less than second reduction gear (82), two first reduction gear (81) correspond with the rotor shaft of first motor (1) with the rotor shaft coaxial coupling of second motor (2), two second reduction gear (82) correspond with first transmission shaft (41) with second transmission shaft (42) coaxial coupling.

9. A vehicle characterized by comprising a torque vectoring system as claimed in any one of claims 1 to 8.