WO2017072248A1 - Dispositif de guidage de couple - Google Patents

Dispositif de guidage de couple Download PDF

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Publication number
WO2017072248A1
WO2017072248A1 PCT/EP2016/075965 EP2016075965W WO2017072248A1 WO 2017072248 A1 WO2017072248 A1 WO 2017072248A1 EP 2016075965 W EP2016075965 W EP 2016075965W WO 2017072248 A1 WO2017072248 A1 WO 2017072248A1
Authority
WO
WIPO (PCT)
Prior art keywords
variator
torque vectoring
vectoring device
torque
shaft
Prior art date
Application number
PCT/EP2016/075965
Other languages
English (en)
Inventor
Kristoffer Nilsson
Original Assignee
Borgwarner Sweden Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Borgwarner Sweden Ab filed Critical Borgwarner Sweden Ab
Publication of WO2017072248A1 publication Critical patent/WO2017072248A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/32—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line
    • F16H15/36—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface
    • F16H15/38—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
    • F16H2015/383—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces with two or more sets of toroid gearings arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/362—Differential gearings characterised by intentionally generating speed difference between outputs using a continuously variable transmission

Definitions

  • the present invention relates to a torque vectoring device for a road vehicle. It also relates to a method of regulating the driving dynamics of the road vehicle by controlling the torque vectoring device.
  • torque vectoring devices In a road vehicle, especially a car, it is advantageous to be able to freely distribute drive torque to different wheels in order to enhance the driving dynamics of the vehicle.
  • Devices for accomplishing this desired result are in the art referred to as torque vectoring devices.
  • Torque vectoring devices may be used in either two-wheel drive vehicles or four-wheel drive vehicles, although the latter case may be regarded as more common. It can also be used for either rear or front drive shafts or in the cardan shaft for distributing torque between the front and rear drive shafts.
  • a drive wheel with a positive torque in relation to the other drive wheel on the drive shaft.
  • a positive torque may be obtained in a way known per se by a mechanical gear device for gearing-up or increasing the rotational speed of the drive shaft for the wheel in question by for example 10%.
  • torque vectoring devices are arranged at either side of the central differential for the two drive shafts.
  • a typical example is shown in WO2007/079956.
  • the arrangement is expensive, heavy and is locked at a certain torque distribution. It is therefore advantageous to find solutions to the problem of having one torque vectoring device which is more compact and allows for further controllability.
  • the main object of the invention is to provide such a torque vectoring device which is as cheap and light-weight as possible without in any way impairing its reliability or effectiveness.
  • the present invention preferably seeks to mitigate, alleviate or eliminate one or more of the above-identified deficiencies in the art and disadvantages singly or in any combination and solves at least the above-mentioned problems by providing a device according to the appended claims.
  • the torque vectoring device is meant for a road vehicle and is adapted to selectively distribute torque to a first wheel shaft and a second wheel shaft and comprises a torque transferring device.
  • the torque transferring device is further adapted to distribute torque between said first wheel shaft and second wheel shaft.
  • the torque transferring device is arranged between the first and second wheel shaft so as to allow torque distribution between said wheel shafts.
  • the torque vectoring device may further comprise a control unit connected to the torque transferring device.
  • the torque transferring device is a variator which is adapted to variably adjust the transmission ratio between said first and second wheel shaft, whereby the control unit is configured to based on at least one input signal variably adjust the transmission ratio of the variator.
  • the torque transferring device may depending on the transmission ratio provide a torque vectoring effect between said first and second wheel shaft.
  • a more compact and light-weight torque vectoring device can be achieved since it does not require complex gear trains in order to provide the desired torque vectoring effect. Also, the torque vectoring device can be fitted in a simpler manner to an existing driveline.
  • the first and second wheel shafts are connected to a differential encased in a differential housing which is connected to a drive pinion.
  • Said drive pinion may as is conventional be connected to a prime mover of the road vehicle.
  • the variator may be connected to the first wheel shaft and the differential housing or the second wheel shaft so as to be able to variably adjust the transmission ratio between said wheel shafts.
  • the variator may be arranged coaxially between the first and second wheel shaft. Accordingly the variator is connected to a drive shaft which is connected to the prime mover of the road vehicle. Preferably, the variator is adapted to receive torque from said drive shaft and distribute it between the first and the second wheel shaft.
  • a torque vectoring device replacing a conventional differential can be achieved, which enables a lighter and less complex driveline with torque vectoring capabilities.
  • the variator may be a mechanical variator, such as for example a toroidal traction drive.
  • the variator may also be hydraulic variator or an electrical variator.
  • Fig 1 is a schematical top view of a rear differential with a torque vectoring device according to a first embodiment the invention
  • Fig. 2 is a schematical layout of a road vehicle with a rear differential with the torque vectoring device according to the first embodiment of the invention
  • Fig. 3 is a schematical top view of a rear differential with a torque vectoring device according to a second embodiment of the invention
  • Fig. 4 is a schematical layout of a road vehicle with a rear differential with the torque vectoring device according to the second embodiment of the invention
  • Fig. 5 is a schematical top view of a a torque vectoring device according to a third embodiment of the invention.
  • Fig. 6 is a schematical layout of a road vehicle with the torque vectoring device according to the third embodiment of the invention.
  • Fig. 7 is a block diagram illustrating the method of controlling a torque vectoring device according to an embodiment of the invention.
  • Fig. 8 is a schematic view of driveline configurations for use with a torque vectoring device according to various embodiments.
  • the present invention relates to a torque vectoring device which comprises a torque transferring device arranged between the first wheel shaft and the second wheel shaft.
  • the torque transferring device can be adapted to distribute torque between the wheel shafts.
  • the torque transferring device is connected to a control unit, which is configured to adjust the torque distribution between the wheel shafts by controlling the torque transferring device.
  • Variators By using a conventional variator as a torque transferring device a more compact, light-weight torque vectoring device with increased controllability can be achieved.
  • Variators enables stepless transmission by mechanical, hydraulic or electrical means by variably adjusting the gear ratio between input and output by changing the transmission ratio of the comprised elements therein.
  • a controller is connected to the variator and is configured to, based on at least one input signal, variably adjust the gear ratio of the variator, whereby the variator is arranged so as to variably adjust the gear ratio between said first and second wheel shaft.
  • a torque vectoring effect can be provided between the wheel shafts.
  • the arrangement of the variator in the torque vectoring device between the first and second wheel shaft allows the variator to alter and control the gear ratio between the first and second wheel shaft. This in turn means that the torque provided to each wheel shaft can be altered and controlled by controlling the variator.
  • Variators are sometimes used as a mean to control torque distribution between shafts in for example gear boxes.
  • the variator is coupled to a torque input and a torque output whereby the variator is able to receive torque via the input and variably adjust the provided output torque by variably adjusting the gearratio between the transmission elements included therein.
  • a mechanical variator i.e. a toroidal traction device has been shown.
  • the mechanical variator can be replaced with a hydraulic variator controlled by a hydraulic control unit or an electrical variator controlled by an electrical control unit.
  • Fig. 1 very schematically illustrates a top view of a torque vectoring device 100 implemented in a vehicle with a differential 120.
  • the differential 120 is a conventional differential which receives a drive shaft 192, i.e. a cardan shaft.
  • Fig. 2 depicts said torque vectoring device 100 implemented in a road vehicle which in this example has a rear differential 120.
  • the drive shaft 192 is connected to the prime mover 191 of the road vehicle and is adapted to transfer torque from the prime mover 191 to the differential 120.
  • the differential 120 is arranged between a first wheel shaft 101 with a first wheel 103 and a second wheel shaft 102 with a second wheel 104.
  • the first 101 and second 102 wheel shafts are driven rear wheel shafts.
  • the differential 120 is encased by a differential housing 123.
  • the drive shaft 192 is provided with a pinion drive gear 121 in gear engagement with a crown wheel 122.
  • the crown wheel 122 is attached to the differential housing 123.
  • the rear drive shafts, i.e. the first wheel shaft 101 and the second wheel shaft 102 extend into the differential housing 123 and are there provided with conical drive gears in gear engagement with conical differential gears rotatably journal ed in the differential housing 123.
  • This design is well known for any person skilled in the art of car design.
  • the differential may alternatively have another design.
  • the torque vectoring device 100 comprises a torque transferring device in the form of a variator 110 which is connected to the first wheel shaft 101 and the differential housing 123. By being connected to the differential housing 123 and the first wheel shaft 101, the variator 1 10 can variably adjust the transmission ratio between the first wheel shaft 101 and the second wheel shaft 102 which receives drive torque from the differential housing 123.
  • the torque vectoring device 100 comprises a controller 160 which is configured to control the variator 110 so as to control the variable adjustment of the gear rate therein. Hence, a torque vectoring effect between the first 101 and second 102 wheel shaft and thus torque vectoring between the first 103 and second 104 driven wheels can be achieved by controlling the variator 1 10 via the controller 160.
  • the variator 1 10 is connected to the first wheel shaft 101 via a first gear train 140 which in this example comprises at least a first gear 141 and a second gear 142.
  • the first gear 141 is attached to the first wheel shaft 101 while the second gear 142 is connected to the variator 1 10.
  • the variator 1 10 has a torque output which is connected to the first wheel shaft 101 via the first gear train 140 and a torque input which is connected to the differential housing 123.
  • the variator 140 may be connected to the differential housing 123 via a belt or a chain drive 195 and a variator shaft 106.
  • the chain drive includes at least a first 196 and a second 197 transmission element joined by a belt or a chain adapted to transfer torque between said transmission elements.
  • the first transmission element 196 is connected to the variator shaft 106 which in turn is connected to the torque input of the variator 1 10.
  • the transmission element 197 is connected to the differential housing 123.
  • the variator shaft 106 may be arranged substantially parallel to the first 101 and second 102 wheel shafts, thus a more compact torque vectoring device which takes up less space on the vehicle can be achieved.
  • 123 is not limited to a belt or a chain drive; a gear train could also be used.
  • the variator 110 may also be connected with the first wheel shaft 101 via a first clutch 131.
  • Said clutch may be a disconnect clutch such as for example a dog clutch, which enables complete disconnection of the torque vectoring device when torque vectoring is not desired. Such configuration thus results in reduced losses due to the friction of the components of said torque vectoring device.
  • Said clutch may also be a wet disc clutch, which gives further possibilities to control the torque distribution between the driven wheel shafts by controlling the torque provided by the torque output of the variator 1 10.
  • the variator 1 10 may also be connected to a ground 190 via a freewheeling clutch 133 adapted to prevent the variator 110 from rotating in one direction. Hence, no torque vectoring can be achieved when the road vehicle reverses.
  • Fig. 3 very schematically illustrates a top view of a torque vectoring device 200 implemented in a vehicle with a differential 220.
  • the differential 220 is a conventional differential which receives a drive shaft 292, i.e. a cardan shaft.
  • Fig. 4 depicts said torque vectoring device 200 implemented in a road vehicle which in this example has a rear differential 220.
  • the drive shaft 292 is connected to the prime mover 291 of the road vehicle and is adapted to transfer torque from the prime mover 291 to the differential 220.
  • the differential 220 is arranged between a first wheel shaft 201 with a first wheel 203 and a second wheel shaft 202 with a second wheel 204.
  • the first 203 and second 204 wheel shafts are driven rear wheel shafts.
  • the torque vectoring device 200 is connected to a differential arrangement identical to the one described in Fig. 1 and Fig. 2.
  • the variator 210 is connected to the first wheel shaft 201 as well as the second wheel shaft 202. Hence, the variator 210 can variably adjust the transmission ratio between the first wheel shaft 201 and the second wheel shaft 202 directly.
  • the torque vectoring device 200 comprises a controller 260 which is configured to control the variator 210 so as to control the variable adjustment of the transmission rate therein. Hence, a torque vectoring effect between the first 201 and second 202 wheel shafts can be achieved by controlling the variator 210 with the controller 260.
  • the variator 210 is connected to the first wheel shaft 201 in arrangement similar to the one disclosed in Fig. 1, i.e. via a first gear train 240 which in this example comprises at least of a first gear 241 and a second gear 242.
  • the first gear 241 is attached to the first wheel shaft 201 and the second gear 242 is connected to the variator 210.
  • the variator 210 has an output which is connected to the first wheel shaft 201 via the first gear train 240 and a second output which is connected to the second wheel shaft 202.
  • the variator 240 may be connected to the second wheel shaft 202 via a belt or a chain drive 295 and a variator shaft 206.
  • the chain drive 295 includes at least a first 296 and a second 297 transmission element joined by a belt or a chain adapted to transfer torque between said transmission elements.
  • the first transmission element 296 is connected to the variator shaft 206 which in turn is connected to the one output of the variator 210.
  • the transmission element 297 is connected to the second wheel shaft 202.
  • the first transmission element 296 may be attached to the variator shaft 206 while the second transmission element 297 is attached to second wheel shaft 202.
  • a torque vectoring effect between the first 201 and second 202 wheel shafts can be provided by means of the variator 210.
  • 202 is not limited to a belt or a chain drive; a gear train could also be used.
  • the variator 210 may also be connected with the first wheel shaft 201 via a first clutch 231.
  • Said clutch may be a disconnect clutch such as for example a dog clutch, which enables disconnection of the torque vectoring device when torque vectoring is not desired and thus results in lesser losses due to the friction of the components of said torque vectoring device.
  • Said clutch may also be a wet disc clutch, which gives further means to control the variator 210.
  • the variator 210 may also be connected to a ground 290 via a freewheeling clutch 233 adapted to prevent the variator 210 from outputting torque in one rotary direction. Hence, no torque vectoring can be activated when the road vehicle reverses.
  • Fig. 5 very schematically illustrates a top view of a torque vectoring device 300 according to another embodiment being implemented in a road vehicle.
  • the differential gearings are replaced by the torque vectoring device 300 which is connected to a drive shaft 392, i.e. a cardan shaft.
  • Fig. 6 depicts said torque vectoring device 300 implemented in a road vehicle.
  • the drive shaft 392 is connected to the prime mover 391 of the road vehicle and is adapted to transfer torque from the prime mover 391 to the torque transferring device i.e. the variator 310.
  • the variator 310 is arranged between a first wheel shaft 301 with a first wheel 303 and a second wheel shaft 302 with a second wheel 304.
  • the first 303 and second 304 wheel shafts are driven rear wheel shafts.
  • the variator 310 is encased by a variator housing 367.
  • the drive shaft 392 is provided with a pinion drive gear 321 in gear engagement with a crown wheel 322.
  • the crown wheel 322 is attached to the variator housing 367.
  • the rear drive shafts e.g the first wheel shaft 301 and the second wheel shaft 302 extend into the variator housing 367 and are there connected to the variator 310.
  • the variator 310 is according to this embodiment arranged so as to be connected to the drive shaft 392 which transfers torque from the prime mover 391.
  • This can be achieved in several ways.
  • the variator 310 may be directly connected to the drive shaft 392 via torque input of the variator.
  • Two separarate torque outputs of the variator 310 may be directly connected with respective wheel shaft 301 and 302.
  • a compact torque vectoring device can be achieved.
  • it may also be advantageous to provide a solution which enables the torque vectoring device to be implemented in a conventional driven axle arrangement.
  • Such a torque vectoring device is easier to assemble on an existing road vehicle.
  • An example of a torque vectoring device according to that concept is shown in Figs. 5 and 6.
  • the drive shaft 392 is connected to variator 310 which in turn is coaxially arranged between the first wheel shaft 301 and the second wheel shaft 302.
  • the variator 310 replaces in this example a conventional differential of the road vehicle by receiving torque from the driven pinion 321 to a torque input of said variator 310 and by the first wheel shaft 301 being connected to a first torque output of the variator 310 and the second wheel shaft being connected to a second torque output of the variator 310.
  • the variator 310 may thus work as a traditional differential by variable adjustment of the transmission ratio of the first and second wheel shaft by controlling of the variator 310.
  • the torque vectoring device including said variator 310 also provides additional means to variably adjust the transmission ratio between the first 301 and the second 302 wheel shafts and therefore the torque provided to said shafts.
  • the variator 310 may be arranged coaxially between the first 301 and the second 302 wheel shaft via clutches 331 and 332, the first wheel shaft 301 being connected to the variator 310 via a first clutch 331 and/or the second wheel shaft 302 being connected to the variator via a second clutch 332.
  • said clutches may be lamella cluthes, which provides additional means for the torque provided to each wheel shaft to be further controlled thus enhancing the achieved torque vectoring.
  • the variator 310 may also be connected to the drive shaft via a third clutch 333 which may be a wet disc clutch or a shut-off clutch which enables controllability of the torque provided to variator 310 depending on the desired driving characteristic. It may also be advantageous to, in a four wheel driven road vehicle, occasionally completely decouple the driven rear shaft to reduce losses due to the friction of the gearings.
  • a third clutch 333 which may be a wet disc clutch or a shut-off clutch which enables controllability of the torque provided to variator 310 depending on the desired driving characteristic. It may also be advantageous to, in a four wheel driven road vehicle, occasionally completely decouple the driven rear shaft to reduce losses due to the friction of the gearings.
  • a method of controlling the driving dynamics of a vehicle by controlling the torque vectoring device 100, 200, 300 is described in Fig. 7.
  • the method comprises the controller 160, 260, 360 receiving 401 at least one input signal representing a respective current driving characteristic for the road vehicle.
  • the at least one input signal could for example be indicative of the traction of the driven wheels of the road vehicle or direct instructions from the driver of the road vehicle.
  • Said at least one input signal is then analyzed 402 so as to determine whether a change in the driving dynamics is required. Such an event could for example be if one of the driven wheels have lost traction and is spinning.
  • the torque vectoring device 100, 200, 300 and the variator 1 10, 220, 320 is controlled 403 so as to adjust the gear ratio between said first 101, 201, 301 and second 101, 201, 301 wheel shafts so as to provide a torque vectoring effect between the first 101, 201, 301 and second 101, 201, 301 wheel shafts.
  • Fig. 8 various vehicle driveline configurations are shown, which drivelines are provided with a torque vectoring device 100, 200, 300.
  • the vehicle has a front axle being connected to a rear axle, and a torque vectoring device 100, 200, 300.
  • the front axle is driven by means of a transmission, and the rear axle is driven by means of an electrical motor.
  • the torque vectoring device 100 ,200, 300 is arranged at the rear axle.
  • a similar configuration is shown but here the rear axle is driven by means of a transmission, and the front axle is driven by means of an electrical motor. Consequently, the torque vectoring device 100, 200, 300 is arranged at the front axle.
  • the next two embodiments show configurations where the front axle or the rear axle is driven by an electrical motor, wherein the torque vectoring device 100, 200, 300 is arranged at the driven axle.
  • the bottom illustration shows a configuration in which the front axle and the rear axle are driven by electrical motors.
  • the torque vectoring device may be incorporated in electrical axles.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention concerne un dispositif de guidage de couple (100;200;300) pour un véhicule routier. Le dispositif de guidage de couple est conçu pour distribuer de manière sélective un couple à un premier essieu (101;201;301) et à un second essieu (102;202;302), le dispositif de guidage de couple (100;200;300) comprenant un variateur (110;210;310) conçu pour distribuer le couple entre le premier essieu (101;201;301) et le second essieu (102;202;302), et un dispositif de commande (160;260;360) raccordé au variateur (110;210;310) et étant conçu pour régler de manière variable le rapport de vitesse du variateur (110, 210, 310).
PCT/EP2016/075965 2015-10-27 2016-10-27 Dispositif de guidage de couple WO2017072248A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1551384-9 2015-10-27
SE1551384 2015-10-27

Publications (1)

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WO2017072248A1 true WO2017072248A1 (fr) 2017-05-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3742024A1 (fr) * 2019-05-20 2020-11-25 Kontopoulos, Florentina-Magdalena Différentiel de couple variable

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0364435A1 (fr) * 1987-06-04 1990-04-25 Gleason Works Differentiel variable en continu.
WO2007079956A1 (fr) 2006-01-09 2007-07-19 Gkn Driveline International Gmbh Systeme de boite de vitesses pour la distribution variable du couple
WO2008103543A1 (fr) * 2007-02-23 2008-08-28 Gm Global Technology Operations, Inc. Système de transmission de couple peu coûteux
DE102007042213A1 (de) * 2007-09-05 2009-03-12 Schaeffler Kg Ausgleichsgetriebeeinheit
US20130190131A1 (en) * 2012-01-19 2013-07-25 Dana Limited Tilting ball variator continuously variable transmission torque vectoring device

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0364435A1 (fr) * 1987-06-04 1990-04-25 Gleason Works Differentiel variable en continu.
WO2007079956A1 (fr) 2006-01-09 2007-07-19 Gkn Driveline International Gmbh Systeme de boite de vitesses pour la distribution variable du couple
WO2008103543A1 (fr) * 2007-02-23 2008-08-28 Gm Global Technology Operations, Inc. Système de transmission de couple peu coûteux
DE102007042213A1 (de) * 2007-09-05 2009-03-12 Schaeffler Kg Ausgleichsgetriebeeinheit
US20130190131A1 (en) * 2012-01-19 2013-07-25 Dana Limited Tilting ball variator continuously variable transmission torque vectoring device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3742024A1 (fr) * 2019-05-20 2020-11-25 Kontopoulos, Florentina-Magdalena Différentiel de couple variable

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