阅读说明：本技术 差速器系统及车辆 (Differential system and vehicle ) 是由 陈长红 孙纯哲 龚晓峰 庄朝晖 李旭晨 于 2021-01-28 设计创作，主要内容包括：本发明涉及一种差速器系统及车辆,差速器系统包括：差速器,差速器包括差速器壳体、行星齿轮组件和半轴齿轮组件,行星齿轮组件包括设于差速器壳体相对两侧的两个行星齿轮,半轴齿轮组件包括相对设置于两个行星齿轮之间的第一半轴齿轮和第二半轴齿轮；第一车轮组件和第二车轮组件,第一半轴齿轮和第二半轴齿轮分别向第一车轮组件和第二车轮组件传输旋转动力；制动机构,根据第一车轮组件和第二车轮组件的当前行驶状况制动两个行星齿轮中的至少一者,以降低第一车轮组件和第二车轮组件中转速较快一者的扭矩,增大第一车轮组件和第二车轮组件中转速较低一者的扭矩,解决车辆两侧车轮因为附着系数不同引起打滑及过度转向等问题,提高车辆驾驶性能。(The present invention relates to a differential system and a vehicle, the differential system including: the differential comprises a differential shell, a planetary gear assembly and a half-axle gear assembly, wherein the planetary gear assembly comprises two planetary gears arranged on two opposite sides of the differential shell, and the half-axle gear assembly comprises a first half-axle gear and a second half-axle gear which are oppositely arranged between the two planetary gears; first and second wheel assemblies, the first and second side gears transmitting rotational power to the first and second wheel assemblies, respectively; and the braking mechanism brakes at least one of the two planetary gears according to the current running condition of the first wheel assembly and the second wheel assembly so as to reduce the torque of the faster rotating wheel in the first wheel assembly and the second wheel assembly and increase the torque of the lower rotating wheel in the first wheel assembly and the second wheel assembly, so that the problems of slipping, over-steering and the like caused by different adhesion coefficients of wheels at two sides of the vehicle are solved, and the driving performance of the vehicle is improved.)

1. A differential system, comprising:

a differential including a differential case, a planetary gear assembly, and a side gear assembly; the planetary gear assembly comprises two planetary gears arranged on two opposite sides of the differential shell, and the two planetary gears can rotate around a first axis; the side gear assembly comprises a first side gear and a second side gear which are oppositely arranged between the two planet gears, and the first side gear and the second side gear are meshed with the two planet gears and can rotate around a second axis which is intersected with the first axis;

first and second wheel assemblies, the first and second side gears transmitting rotational power to the first and second wheel assemblies, respectively; and

a brake mechanism that brakes at least one of the two planetary gears and varies a torque of the first wheel assembly and the second wheel assembly according to a current driving condition of the first wheel assembly and the second wheel assembly.

2. The differential system according to claim 1, wherein the brake mechanism includes a first brake assembly, the first brake assembly includes a first brake device, a first transmission gear and a second transmission gear, the first transmission gear is coaxially connected to one of the two planetary gears, the first transmission gear and the planetary gear connected thereto are controlled to synchronously revolve around the second axis, the second transmission gear is in meshing transmission with the first transmission gear, and the first brake device is used for braking the second transmission gear.

3. The differential system of claim 2, wherein the first and second transmission gears are bevel gears, the second transmission gear is sleeved on the first wheel assembly, and the second transmission gear and the first wheel assembly can rotate relatively.

4. The differential system of claim 3, wherein the first wheel assembly includes a first transmission shaft and a first wheel, the first axle gear and the first wheel are coupled to opposite ends of the first transmission shaft, and the second transmission gear is rotatably disposed on the first transmission shaft and between the first wheel and the first axle gear.

5. The differential system according to claim 2, wherein said brake mechanism further comprises a second brake assembly, said second brake assembly comprising a second brake device, a third transmission gear and a fourth transmission gear, said third transmission gear being coaxially connected to one of said two planetary gears which is not connected to said first transmission gear, said third transmission gear and said planetary gears being synchronously revolvable about said rotation axis, said fourth transmission gear being in meshing transmission with said third transmission gear, said second brake device being adapted to brake said fourth transmission gear.

6. The differential system of claim 5, wherein the third and fourth drive gears are bevel gears, the fourth drive gear is mounted to the second wheel assembly, and the fourth drive gear and the second wheel assembly are rotatable relative to each other.

7. The differential system of claim 6, wherein the second wheel assembly includes a second drive shaft and a second wheel, the second side gear and the second wheel being coupled to opposite ends of the second drive shaft, respectively, and the fourth drive gear being rotatably journaled on the second drive shaft and between the second side gear and the second wheel.

8. The differential system of claim 7, wherein the first transfer gear is in meshing drive with the fourth transfer gear and the second transfer gear is in meshing drive with the third transfer gear.

9. The differential system of claim 7, wherein the first transfer gear is separate from the fourth transfer gear; and/or

The second transmission gear is separated from the third transmission gear.

10. A vehicle comprising a differential system according to any one of claims 1 to 9.

Technical Field

The invention relates to the technical field of automobiles, in particular to a differential system and a vehicle.

Background

The electric automobile has the advantages of zero emission, low noise, low traveling cost and the like, is more and more popular with consumers, and becomes the main direction of automobile development in the future. High performance and long driving range are always the main evaluation standards of electric vehicles, but with the development of electric vehicle technology, the control performance is more and more concerned by consumers, for example, good control performance under the conditions of turning over a curve, mountain cross-country, bad road, ice and snow road driving and the like can improve the driving experience.

The electric drive system is a core part of the electric automobile and directly influences various performances of the whole automobile. Currently, there are two main types of distributed drive systems and three-in-one electric drive systems:

the distributed electric drive system mainly uses an independent motor (a wheel edge motor/a wheel hub motor) as a power source to directly drive wheels, and the technical scheme can distribute motor torque in real time according to the motion state of the automobile and can generate different rotating speeds of the left wheel and the right wheel and the yaw moment required by the whole automobile. However, the distributed system increases unsprung mass, electronic differential control is complex, and meanwhile, a series of problems such as safety and the like caused by failure have a certain distance from real industrialization; the three-in-one electric drive system is a product of an electric automobile applied on a large scale at present, and has a compact structure and mature technology. However, since the differential cannot achieve torque left-right wheel distribution (torque generating function), the driving capability, the drivability, and the traveling capability are relatively poor.

That is to say, trinity electric drive system just can't realize the moment of torsion distribution, and the driving force and control the performance relatively poor, and distributed electric drive system is equipped with different mutually independent wheel hub motor respectively for controlling the wheel to control the wheel distribution moment of torsion for controlling through electron differential control, but electron differential technique is still immature, can't effectively actually improve the vehicle and control the performance. Therefore, the conventional driving method of the electric vehicle cannot effectively distribute the torque to the left and right wheels.

Disclosure of Invention

In view of the above, it is necessary to provide a differential system and a vehicle in order to solve the problem that the torque distribution to the left and right wheels cannot be effectively performed by the conventional driving method of the electric vehicle.

A differential system, comprising:

a differential including a differential case, a planetary gear assembly, and a side gear assembly; the planetary gear assembly comprises two planetary gears arranged on two opposite sides of the differential shell, and the two planetary gears can rotate around a first axis; the side gear assembly comprises a first side gear and a second side gear which are oppositely arranged between the two planet gears, and the first side gear and the second side gear are meshed with the two planet gears and can rotate around a second axis which is intersected with the first axis;

first and second wheel assemblies, the first and second side gears transmitting rotational power to the first and second wheel assemblies, respectively; and

a brake mechanism that brakes at least one of the two planetary gears and varies a torque of the first wheel assembly and the second wheel assembly according to a current driving condition of the first wheel assembly and the second wheel assembly.

When the vehicle excessively turns or the adhesion force on the left side and the right side of the ground is different, the rotating speeds of the first wheel assembly and the second wheel assembly are different, and the resistance generated between the faster rotating one of the second wheel assembly and the ground is smaller. At this time, the braking planetary gear can apply braking torque to the faster of the first wheel assembly and the second wheel assembly, the total torque of the faster of the first wheel assembly and the second wheel assembly is reduced, and the planetary gear braked in the same line applies forward torque to the slower of the first wheel assembly, so that the total torque of the lower of the first wheel assembly and the second wheel assembly is increased, the torque of the first wheel assembly and the second wheel assembly, which has larger ground resistance, is increased, the ground-gripping driving capacity of the vehicle is improved, the over-steering condition is corrected, or the vehicle is prevented from influencing the driving performance due to the slipping of a wheel on one side.

The differential system is provided with a braking mechanism, the braking torque is actively applied to the planetary gear to adjust the torque of the wheels on two sides of the vehicle, part of the torque of the wheel with the higher rotating speed is transferred to the wheel with the lower rotating speed, the torque of the wheel with the higher ground resistance is increased, the vehicle gripping capacity is improved, the problems of slipping, over-steering and the like caused by different adhesion coefficients of the wheels on two sides of the vehicle are solved, and the driving performance of the vehicle is improved.

In one embodiment, the braking mechanism includes a first braking assembly, the first braking assembly includes a first braking device, a first transmission gear and a second transmission gear, the first transmission gear is coaxially connected with any one of the two planetary gears, the first transmission gear and the planetary gear can synchronously revolve around a rotation axis connecting the first half-shaft gear and the second half-shaft gear, the second transmission gear is in meshing transmission with the first transmission gear, and the first braking device is used for braking the second transmission gear.

In one embodiment, the first transmission gear and the second transmission gear are both bevel gears, the second transmission gear is sleeved on the first wheel assembly, and the second transmission gear and the first wheel assembly can rotate relatively.

In one embodiment, the first wheel assembly includes a first transmission shaft and a first wheel, the first axle gear and the first wheel are respectively connected to opposite ends of the first transmission shaft, and the second transmission gear is rotatably sleeved on the first transmission shaft and located between the first wheel and the first axle gear.

In one embodiment, the brake mechanism further comprises a second brake assembly, the second brake assembly comprises a second brake device, a third transmission gear and a fourth transmission gear, the third transmission gear is coaxially connected with one of the two planetary gears which is not connected with the first transmission gear, the third transmission gear and the planetary gears can synchronously revolve around the rotation axis, the fourth transmission gear is in meshing transmission with the third transmission gear, and the second brake device is used for braking the fourth transmission gear.

In one embodiment, the third transmission gear and the fourth transmission gear are both bevel gears, the fourth transmission gear is sleeved on the second wheel assembly, and the fourth transmission gear and the second wheel assembly can rotate relatively.

In one embodiment, the second wheel assembly includes a second axle shaft and a second wheel, the second side gear and the second wheel are respectively connected to opposite ends of the second axle shaft, and the fourth transmission gear is rotatably sleeved on the second axle shaft and located between the second side gear and the second wheel.

In one embodiment, the first transmission gear is in meshing transmission with the fourth transmission gear, and the second transmission gear is in meshing transmission with the third transmission gear.

In one embodiment, the first transfer gear is disengaged from the fourth transfer gear; and/or

The second transmission gear is separated from the third transmission gear.

A vehicle comprises the differential system.

Drawings

FIG. 1 is a schematic view of a differential system according to an embodiment of the present invention;

FIG. 2 is a schematic view of a differential system according to another embodiment of the present invention.

100. A differential system; 10. a drive mechanism; 30. a differential mechanism; 31. a differential housing; 33. a planetary gear; 35. a first half-shaft gear; 36. a second side gear; 50. a first wheel assembly; 52. a first drive shaft; 54. a first wheel; 70. a second wheel assembly; 72. a second drive shaft; 74. a second wheel; 90. a brake mechanism; 92. a first brake assembly; 93. a first braking device; 94. a first drive gear; 95. a second transmission gear; 96. a second brake assembly; 97. a second brake device; 98. a third transmission gear; 99. and a fourth transmission gear.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Referring to FIG. 1, in one embodiment of the present invention, a differential system 100 is provided that includes a differential 30, a first wheel assembly 50, and a second wheel assembly 70. The differential 30 is connected between the first wheel assembly 50 and the second wheel assembly 70 and is driven by the driving mechanism 10 to rotate about a line between the first wheel assembly 50 and the second wheel assembly 70, thereby driving the first wheel assembly 50 and the second wheel assembly 70 to rotate, and driving the vehicle to run. Meanwhile, during the running of the vehicle, when the vehicle is running such as turning, the first wheel assembly 50 and the second wheel assembly 70 rotate at different speeds due to different resistances, and the differential 30 between the first wheel assembly 50 and the second wheel assembly 70 balances the difference in resistance caused by the different speeds of the first wheel assembly 50 and the second wheel assembly 70, so that the vehicle can run at a different speed.

The differential 30 comprises a differential case 31, a planetary gear assembly and a side gear assembly, wherein the planetary gear assembly comprises two planetary gears 33 arranged at two opposite sides of the differential case 31, and the two planetary gears 33 can rotate around a first axis; the side gear assembly includes a first side gear 35 and a second side gear 36 which are disposed oppositely between the two planetary gears 33, the first side gear 35 and the second side gear 36 are both meshed with the two planetary gears 33 and are capable of rotating about a second axis which intersects the first axis; the first and second side gears 35, 36 transmit rotational power to the first and second wheel assemblies 50, 70, respectively. During the vehicle traveling, the differential case 31 is driven to rotate around the line (second axis) connecting the first side gear 35 and the second side gear 36, and the two planetary gears 33 provided on the differential case 31 are driven to revolve around the second axis, and at the same time, the first side gear 35 and the second side gear 36 meshed and held by the two planetary gears 33 rotate around their own axial direction (second axis), and the first wheel assembly 50 and the second wheel assembly 70 are driven to rotate.

In addition, when the vehicle makes a turn during traveling or the left and right adhesion forces on the road surface are different, the first wheel assembly 50 and the second wheel assembly 70 rotate at different speeds due to different resistances, and thus the first side gear 35 and the second side gear 36 are driven to rotate at different speeds, and the planet gear 33 held between the first side gear 35 and the second side gear 36 rotates around the first axis by being driven by the faster one of the first side gear 35 and the second side gear 36, absorbing the resistance difference between the first wheel assembly 50 and the second wheel assembly 70, and allowing the first wheel assembly 50 and the second wheel assembly 70 to rotate at different speeds. Optionally, the first axis is perpendicular to the second axis.

The differential system 100 further includes a drive mechanism 10, the drive mechanism 10 applying a driving force to rotate the differential 30 about the second axis, so that the drive mechanism 10 rotates the differential 30, and thus the first and second wheel assemblies 50 and 70 connected to the first and second side gears 35 and 36, respectively. The driving mechanism 10 includes a driving motor and a driving gear assembly, the driving gear assembly is drivingly connected between the driving motor and the differential 30, and when the driving motor works, the driving gear assembly drives the differential 30 to rotate, and further drives the entire differential 30 and the first wheel assembly 50 and the second wheel assembly 70 to rotate.

The differential system 100 further includes a braking mechanism 90, wherein the braking mechanism 90 brakes at least one of the two planet gears 33 based on the current driving condition of the first wheel assembly 50 and the second wheel assembly 70, thereby reducing the torque of the faster rotating one of the first wheel assembly 50 and the second wheel assembly 70, and increasing the torque of the lower rotating one of the first wheel assembly 50 and the second wheel assembly 70, thereby changing the torque of the first wheel assembly 50 and the second wheel assembly 70. When the vehicle makes an excessive turn or the adhesion force is different on the left and right sides of the ground, the first wheel assembly 50 and the second wheel assembly 70 rotate at different speeds, and the resistance generated between the faster one of the second wheel assembly 70 and the ground is smaller. At this time, the braking torque is applied to the faster of the first wheel unit 50 and the second wheel unit 70 by the braking planetary gear 33, the total torque of the faster of the first wheel unit 50 and the second wheel unit 70 is decreased, and the forward torque is applied to the slower of the first wheel unit 50 by the braked planetary gear, so that the total torque of the lower of the first wheel unit 50 and the second wheel unit 70 is increased, the torque of the larger of the first wheel unit 50 and the second wheel unit 70 and the ground resistance is increased, the ground gripping driving ability of the vehicle is improved, the oversteer condition is corrected, or the vehicle is prevented from being influenced by the wheel slip on one side.

In this way, the differential system 100 is provided with the brake mechanism 90, and the torque of the wheels on both sides of the vehicle is changed by actively applying the brake torque to the planetary gear 33, so that the partial torque of the wheel with the higher rotation speed is transferred to the wheel with the lower rotation speed, the torque of the wheel with the higher ground resistance is increased, the vehicle grip capability is improved, the problems of slipping, oversteer and the like caused by different adhesion coefficients of the wheels on both sides of the vehicle are solved, and the vehicle drivability is improved.

In some embodiments, the braking mechanism 90 includes a first braking assembly 92, the first braking assembly 92 includes a first braking device 93, a first transmission gear 94 and a second transmission gear 95, the first transmission gear 94 is coaxially connected with any one of the two planetary gears 33, the first transmission gear 94 and the planetary gears 33 can synchronously revolve around a rotation axis connecting the first half-shaft gear 35 and the second half-shaft gear 36, the second transmission gear 95 is in meshing transmission with the first transmission gear 94, and the first braking device 93 is used for braking the second transmission gear 95. The first transmission gear 94 is coaxially connected to any one of the two planetary gears 33, and when the driving mechanism 10 drives the differential case 31 to rotate around the rotation axis, the driving mechanism drives the planetary gears 33 and the first transmission gear 94 to revolve around the rotation axis, and the revolving first transmission gear 94 drives the second transmission gear 95 engaged therewith to rotate.

In addition, when the rotation speeds of the first wheel assembly 50 and the second wheel assembly 70 are different, the revolving planetary gear 33 and the first transmission gear 94 also rotate synchronously, at this time, if the first braking device 93 is started to apply a certain braking force to the second transmission gear 95, the rotation of the second transmission gear 95 will be hindered to a certain extent, the second transmission gear 95 will block the first transmission gear 94 from moving, and further the planetary gear 33 coaxially arranged with the first transmission gear 94 will be hindered to apply a certain braking force to the planetary gear 33 with the faster rotation speed in the first wheel assembly 50 and the second wheel assembly 70, so as to reduce the total torque, and at the same time, the braked planetary gear 33 will have less resistance to the rotation of the slower rotation speed in the first wheel assembly 50 and the second wheel assembly 70, so that the opposite braked planetary gear 33 will apply a forward torque to the slower rotation speed in the first wheel assembly 50 and the second wheel assembly 70, increasing its total torque.

Further, the first transmission gear 94 and the second transmission gear 95 are both conical gears, the second transmission gear 95 is sleeved on the first wheel assembly 50, and the second transmission gear 95 and the first wheel assembly 50 can rotate relatively. Equivalently, the first transmission gear 94 and the second transmission gear 95 are arranged at a right angle and meshed with each other, meanwhile, the second transmission gear 95 is assembled by means of the first wheel assembly 50, in the assembling process, the second transmission gear 95 and the first wheel assembly 50 can rotate relatively, the first wheel assembly 50 and the second transmission gear 95 cannot be driven to rotate mutually, and the first wheel assembly 50 and the second wheel assembly 95 can move according to respective speeds, so that the rotation of the first wheel assembly 50 cannot be influenced when the second transmission gear 95 is braked to brake the planet gear 33.

Specifically, the first wheel assembly 50 includes a first transmission shaft 52 and a first wheel 54, the first half gear 35 and the first wheel 54 are respectively connected to two opposite ends of the first transmission shaft 52, and a second transmission gear 95 is rotatably sleeved on the first transmission shaft 52 and located between the first wheel 54 and the first half gear 35. When the driving mechanism 10 is operated, the planetary gear 33 is driven to revolve, and the first half-shaft gear 35 is driven to rotate through the planetary gear 33, and the rotating first half-shaft gear 35 drives the first transmission shaft 52 and the first wheel 54 arranged on the first transmission shaft 52 to rotate. Meanwhile, a second transmission gear 95 is installed by the first transmission shaft 52, and the second transmission gear 95 can rotate around the first transmission shaft 52 under the driving of the first transmission gear 94.

In some embodiments, the braking mechanism 90 further comprises a second braking assembly 96, the second braking assembly 96 comprises a second braking device 97, a third transmission gear 98 and a fourth transmission gear 99, the third transmission gear 98 is coaxially connected with one of the two planetary gears 33 which is not connected with the first transmission gear 94, the third transmission gear 98 and the planetary gears 33 can synchronously revolve around the rotating circle, the fourth transmission gear 99 is in meshing transmission with the third transmission gear 98, and the second braking device 97 is used for braking the fourth transmission gear 99. Equivalently, one of the two planetary gears 33 which is not connected with the first transmission gear 94 is coaxially connected with the third transmission gear 98, then the fourth transmission gear 99 is meshed with the third transmission gear 98 for transmission, when the second braking device 97 applies a certain braking force to the fourth transmission gear 99, the fourth transmission gear 99 transmits the braking force to the third transmission gear 98, and the planetary gear 33 which is coaxially connected with the third transmission gear 98 receives the braking force, so that the torque distribution is realized.

Correspondingly, the brake mechanism 90 in this embodiment includes a first brake assembly 92 and a second brake assembly 96, and the first brake assembly 92 and the second brake assembly 96 can apply braking forces to the two planetary gears 33 respectively, so as to adjust the torque of the wheels. It is understood that in other embodiments, the braking mechanism 90 may include only one of the first braking assembly 92 and the second braking assembly 96, which is not limited herein.

Further, the third transmission gear 98 and the fourth transmission gear 99 of the second brake assembly 96 are both cone gears, the fourth transmission gear 99 is sleeved on the second wheel assembly 70, and the fourth transmission gear 99 and the second wheel assembly 70 can rotate relatively. Equivalently, the third transfer gear 98 and the fourth transfer gear 99 are disposed at a right angle and engaged with each other, and the third transfer gear 98 is assembled via the second wheel assembly 70, and during the assembling process, the third transfer gear 98 and the second wheel assembly 70 can rotate relatively, the second wheel assembly 70 and the third transfer gear 98 can not rotate with each other, and both can move according to respective speeds, so that the second wheel assembly 70 can not be influenced to rotate when the third transfer gear 98 is braked to brake the planetary gear 33.

Specifically, the second wheel assembly 70 includes a second drive shaft 72 and a second wheel 74, the second side gear 36 and the second wheel 74 are respectively coupled to opposite ends of the second drive shaft 72, and a third transfer gear 98 is rotatably disposed on the second drive shaft 72 and between the second wheel 74 and the second side gear 36. When the driving mechanism 10 is operated, the planetary gear 33 is driven to revolve, and the planetary gear 33 drives the second side gear 36 to rotate, so that the rotating second side gear 36 drives the second transmission shaft 72 and the second wheel 74 arranged on the second transmission shaft 72 to rotate. Meanwhile, a third transmission gear 98 is installed on the second transmission shaft 72, and the third transmission gear 98 can rotate around the second transmission shaft 72 under the driving of the second transmission gear 95.

For embodiments including the first brake assembly 92 and the second brake assembly 96, the first brake assembly 92 and the second brake assembly 96 may be connected to each other or disconnected from each other, as follows:

referring to fig. 1, in some embodiments, the first transmission gear 94 is in meshing transmission with a fourth transmission gear 99, and the second transmission gear 95 is in meshing transmission with a third transmission gear 98. Therefore, the first brake component 92 is meshed with the second brake component 96, the first transmission gear 94, the second transmission gear 95, the third transmission gear 98 and the fourth transmission gear 99 are meshed with each other to form a quadrilateral frame and surround the two planet gears 33, the first half shaft gear 35 and the second half shaft gear 36, when any one of the first brake device 93 and the second brake device 97 brakes, braking force can be transmitted to both the first transmission gear 94 and the third transmission gear 98, and braking force can be transmitted to the two planet gears 33 at the same time, so that the internal stress of the whole system is more uniform and stable, and the braking reliability is improved.

Referring to fig. 2, in other embodiments, the first transmission gear 94 is separated from the fourth transmission gear 99, or the second transmission gear 95 is separated from the third transmission gear 98, or the first transmission gear 94 is separated from the fourth transmission gear 99, and the second transmission gear 95 is separated from the third transmission gear 98. In this way, with the first and second brake assemblies 92 and 96 fully or partially disengaged, the effect of braking the planetary gear 33 to modulate torque can also be achieved by controlling one or both of the first and second brake assemblies 92 and 96.

The differential system 100 is described below with reference to specific application scenarios.

A first application scenario:

when parking is needed, the first brake device 93 and/or the second brake device 97 in the brake mechanism 90 are/is completely locked, so that the second transmission gear 95 and/or the fourth transmission gear 99 are/is completely static, the revolution of the first transmission gear 94 and the third transmission gear 98 is blocked, the revolution of the planetary gear 33 is blocked, the first half shaft gear 35 and the second half shaft gear 36 are blocked to respectively drive the first wheel assembly 50 and the second wheel assembly 70 to rotate, the first wheel assembly 50 and the second wheel assembly 70 are kept static, and the parking function is realized.

A second application scenario:

when the wheel torque does not need to be applied, the first brake device 93 and the second brake device 97 are not actuated, and are in a completely released state, and the first transmission gear 94, the second transmission gear 95, the third transmission gear 98, and the fourth transmission gear 99 revolve along with the revolution of the planetary gear 33. At this time, the torque of the first wheel 54 and the second wheel 74 is equally distributed (the internal friction is small and negligible):

T₀＝T₁+T₂

T₁＝T₂

T₀input torque transmitted by the drive mechanism 10 to the differential housing 31

T₁Torque transmitted to the first wheel 54 through the first axle gear 35

T₂Torque transmitted to the second wheel 74 through the second side gear 36

A third application scenario:

when the vehicle turns right many times or the left-side road surface has a low adhesion coefficient, the resistance between the first wheel 54 and the ground is small, the resistance between the second wheel 74 and the ground is large, the rotation speed of the first wheel 54 is larger than that of the second wheel 74, the wheel torque needs to be interfered, so that the torque of the first wheel 54 is reduced, the torque of the second wheel 74 is increased, the ground gripping capability between the vehicle and the ground is enhanced by using the second wheel 74 with the large resistance to the ground, the excessive right turning of the vehicle is corrected, or the vehicle is prevented from slipping due to the low adhesion coefficient of the left-side road surface, and the running performance of the vehicle is improved.

For example, the first brake device 93 is controlled to apply a braking force to the second transmission gear 95 to apply a braking torque to the planetary gear 33 through the first transmission gear 94 engaged with the second transmission gear 95, so that the first wheel assembly 50 with a faster rotation speed is subjected to the negative friction torque M applied by the planetary gear 33 through the first axle gear 35_fWhen the torque of the first wheel 54 setDecreasing the torque of the first wheel 54;at the same time, the planetary gear 33 is braked and the resistance to the rotation of the second wheel assembly 70 having a relatively slow rotation speed is reduced, and the second wheel assembly 70 having a relatively slow rotation speed receives the forward torque M of the planetary gear 33 via the second side gear 36_fAt this time, the torque of the second wheel assembly 70Increasing the torque of the second wheel 74. In addition, the moment of the first brake device 93Where i is the transmission ratio between the first brake 93 and the planetary gear 33.

It can be understood that if the second brake device 97 is controlled to brake, the braking process and principle are the same as the braking of the first brake device 93. If the first brake device 93 and the second brake device 97 apply braking force at the same time, the working principle is the same, and the combination of the moments of the first brake device 93 and the second brake device 97Where i is the transmission ratio between the first and second brake devices 93 and 97 and the planetary gear 33.

A fourth application scenario:

when the vehicle turns left for a plurality of degrees or the right road surface has a lower adhesion coefficient, the resistance between the first wheel 54 and the ground is larger, the resistance between the second wheel 74 and the ground is smaller, the rotation speed of the first wheel 54 is smaller than that of the second wheel 74, and the wheel torque needs to be interfered to reduce the torque of the second wheel 74, increase the torque of the first wheel 54, enhance the ground gripping capability of the vehicle and the ground by using the first wheel 54 having a larger resistance with the ground, correct the excessive right turning of the vehicle, or prevent the vehicle from slipping due to a lower adhesion coefficient of the right road surface, thereby improving the running performance of the vehicle.

For example, the first brake device 93 is controlled to apply a braking force to the second transmission gear 95 to apply a braking torque to the planetary gear 33 via the first transmission gear 94 engaged with the second transmission gear 95, so as to rotate the second vehicle fasterThe wheel assembly 70 receives the negative friction torque M applied from the planetary gear 33 via the second side gear 36_fAt this time, the torque of the second wheel 74 groupDecreasing the torque of the second wheel 74; meanwhile, the planetary gear 33 is braked to be less resistant to the rotation of the first wheel assembly 50 having the slower rotation speed, and the first wheel assembly 50 having the slower rotation speed is subjected to the forward torque M of the planetary gear 33 through the first half gear 35_fAt this time, the torque of the second wheel assembly 70Causing the torque of the first wheel 54 to increase. In addition, the moment of the first brake device 93Where i is the transmission ratio between the first brake 93 and the planetary gear 33.

It can be understood that if the second brake device 97 is controlled to brake, the braking process and principle are the same as the braking of the first brake device 93. If the first brake device 93 and the second brake device 97 apply braking force at the same time, the working principle is the same, and the combination of the moments of the first brake device 93 and the second brake device 97Where i is the transmission ratio between the first and second brake devices 93 and 97 and the planetary gear 33.

Based on the same inventive concept, in an embodiment of the present invention, a vehicle is further provided, including the differential system 100 described above.

The differential system 100 includes a brake mechanism 90 that reduces the torque at the faster of the first and second wheel assemblies 50, 70 and increases the torque at the lower of the first and second wheel assemblies 50, 70 by braking the planet gears 33 in the differential 30 by the brake mechanism 90. When the vehicle makes an excessive turn or the adhesion force is different on the left and right sides of the ground, the first wheel assembly 50 and the second wheel assembly 70 rotate at different speeds, and the resistance generated between the faster one of the second wheel assembly 70 and the ground is smaller. At this time, the braking torque is applied to the faster of the first wheel unit 50 and the second wheel unit 70 through the braking planetary gear 33, the total torque of the faster of the first wheel unit 50 and the second wheel unit 70 is decreased, and the forward torque is applied to the slower of the first wheel unit 50 through the braked planetary gear, so that the total torque of the lower of the first wheel unit 50 and the second wheel unit 70 is increased, the torque of the larger of the first wheel unit 50 and the second wheel unit 70 and the ground resistance is increased, the ground gripping driving ability of the vehicle is improved, the oversteer condition is corrected, or the vehicle is prevented from being influenced by the wheel slip on one side.

In this way, the differential system 100 is provided with the brake mechanism 90, and the torque of the wheels on both sides of the vehicle is adjusted by actively applying the brake torque to the planetary gear 33, so that the partial torque of the wheel with the higher rotation speed is transferred to the wheel with the lower rotation speed, the torque of the wheel with the higher ground resistance is increased, the vehicle grip ability is improved, the problems of slipping, oversteer and the like caused by different adhesion coefficients of the wheels on both sides of the vehicle are solved, and the vehicle drivability is improved.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.