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WO2017072329A1 - Dispositif de guidage de couple - Google Patents

Dispositif de guidage de couple Download PDF

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Publication number
WO2017072329A1
WO2017072329A1 PCT/EP2016/076144 EP2016076144W WO2017072329A1 WO 2017072329 A1 WO2017072329 A1 WO 2017072329A1 EP 2016076144 W EP2016076144 W EP 2016076144W WO 2017072329 A1 WO2017072329 A1 WO 2017072329A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary gear
torque vectoring
gear set
electrical motor
vectoring device
Prior art date
Application number
PCT/EP2016/076144
Other languages
English (en)
Inventor
Lars Severinsson
Gustaf LAGUNOFF
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 WO2017072329A1 publication Critical patent/WO2017072329A1/fr

Links

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
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • 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
    • F16H2048/364—Differential gearings characterised by intentionally generating speed difference between outputs using electric or hydraulic motors

Definitions

  • the present invention relates to a torque vectoring device for distributing torque to the wheels of a vehicle. More specifically, the invention relates to a torque vectoring device comprising an electrical motor for distributing torque between the wheels of a front and/or a rear axle of a vehicle.
  • the input shaft of the differential mechanism is connected to a planet carrier of the first planetary gear set and an output shaft of the differential mechanism is connected to a planet carrier of the second planetary gear set, and the planet gears of the first and second planetary gear sets are in engagement with a common gear.
  • the torque vectoring device presented is thus made particularly robust and the number of components in the device may be kept low while improving the functionality of the device.
  • the device may be fitted to a front and/or a rear axle of a vehicle.
  • a torque vectoring device wherein the electrical motor is driving the sun gear, directly or indirectly, of the first planetary gear set.
  • a torque vectoring device further comprising a reduction gear arranged between the electrical motor and the first planetary gear set or a reduction gear arranged between the input shaft of the differential mechanism and the planet carrier of the first planetary gear set.
  • the reduction gear allows the torque vectoring device to achieve beneficial gear ratios, which allows the electrical motor to operate at an effective RPM, providing higher efficiency and improved functionality of the torque vectoring device.
  • the gear ratio of the reduction gear between the electrical motor and the first planetary gear set is in the range of about 3 : 1 to about 16: 1 , preferably about 5 : 1 to about 16: 1 and most preferred about 14: 1.
  • the specified gear ratio of the reduction gear allows the electrical motor to operate at beneficial RPMs whilst providing torque variations between the output shafts of the differential mechanism.
  • the gear ratio of the reduction gear between the input shaft of the differential mechanism and the planet carrier of the first planetary gear set is in the range of about 3 : 1 to 8: 1 and more preferably about 5 : 1.
  • the specified reduction gear ratio of the reduction gear allows the electrical motor to operate at beneficial RPMs whilst providing torque variations between the output shafts of the differential mechanism.
  • a torque vectoring device wherein the planet gears of the first and second planetary gear sets each comprise a first and a second planet gear, the first and second planet gears of each planetary gear set being rotationally coupled and wherein the first planet gear of each planetary gear set is connected to a sun gear and the second planet gear is connected to a common gear.
  • the first and second planet gears of each planetary gear set may also have differing diameters. As the first planet gear of each planetary gear set being in engagement with the sun gear is separate from the second planet gear of each planetary gear set being in engagement with the common gear, the number of engagements per planet gear is decreased. This may increase durability of the gears and thereby allow maintained functionality of the gears.
  • a torque vectoring device is provided wherein the sun gear of the second planetary gear set is fixed such that it does not rotate.
  • a torque vectoring device wherein the rotational axes of the planet carriers of the first and the second planetary gear sets are essentially coaxial with the longitudinal axis of an output shaft of the differential mechanism connected to the planet carrier of the second planetary gear set.
  • the torque vectoring device made compact, and occupies little space in the vehicle drive line.
  • a torque vectoring device wherein the rotational axis of the electrical motor is essentially parallel and radially offset in relation to the longitudinal axis of an output shaft of the differential mechanism.
  • the electrical motor may thus be a conventional electric motor arranged in the vicinity of the output shafts of the differential as long as the rotational axis of the electrical motor, or more specifically the axis of the output shaft of the electrical motor, is essentially parallel with an output shaft of the differential mechanism.
  • the torque vectoring device may thereby be arranged in a flexible way thus fitting in more vehicles. For instance, the length of the electrical motor output axis and diameter of the thereto attached gearing may be adapted to allow the electrical motor to be placed at various positions in relation to the differential mechanism.
  • a torque vectoring device wherein the rotational axis of the electrical motor is essentially coaxial with the longitudinal axis of an output shaft of the differential mechanism.
  • a torque vectoring device wherein the rotational axis of the electrical motor is essentially coaxial with the longitudinal axis of an output shaft of the differential mechanism connected to the planet carrier of the second planetary gear set.
  • the electrical motor may thus be arranged around the output shaft of the differential connected to the planet carrier of the second planetary gear set, thus providing an integrated and compact torque vectoring device.
  • a torque vectoring device wherein the rotational axis of the electrical motor is essentially coaxial with the longitudinal axis of an output shaft of the differential mechanism not connected to the planet carrier of the second planetary gear set.
  • the electrical motor may thus be arranged around the output shaft of the differential not connected to the planet carrier of the second planetary gear set, thus providing an integrated and compact torque vectoring device.
  • a vehicle axle comprising a torque vectoring device according to the first aspect.
  • the vehicle axle may be a front and/or a rear axle of a vehicle.
  • a vehicle axle comprising a torque vectoring device according to the teachings herein is thus improved over prior art in that it provides improved durability, is more compact and is more robust.
  • a vehicle comprising a vehicle axle according to the second aspect.
  • Fig. 1 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment
  • Fig. 2 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment
  • Fig. 3 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment
  • Fig. 4 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment
  • Fig. 5 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment
  • Fig. 6 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment
  • Fig. 7 shows a schematic cross-sectional view of a torque vectoring device according to an embodiment.
  • the torque vectoring device is adapted to be fitted to an axle, front and/or rear, in a vehicle.
  • the device provides the possibility of vectoring torque between the wheels of the vehicle for improved driving characteristics and safety when operating the vehicle.
  • the torque vectoring device may be arranged to intervene when it is detected that vehicle is in an over steer situation by altering the torque ratio between the wheels of the front and/or the wheels of the rear axle of the vehicle.
  • a control unit (not shown) may be arranged to detect sensor signals from wheel sensors or turn angle sensors etc and determine that active torque vectoring is required to improve handling and thus controlling the torque vectoring device accordingly.
  • the control unit may be arranged to control an electrical motor 1 10 of the torque vectoring device.
  • the electrical motor 1 10 is a switched reluctance motor (SRM).
  • SRM switched reluctance motor
  • the electrical motor 1 10 is an induction motor, e.g. such as a Squirrel-Cage Induction Motor (SCIM) or a Wound-Rotor Induction Motor (WRIM).
  • SCIM Squirrel-Cage Induction Motor
  • WRIM Wound-Rotor Induction Motor
  • the electrical motor 1 10 is a separately excited synchronous motor, also referred to as a wound rotor synchronous motor (WRSM).
  • WRSM wound rotor synchronous motor
  • the electrical motor 1 10 is a variable reluctance motor or a synchronous reluctance motor.
  • the electrical motor 1 10 is a permanent magnet motor.
  • the electrical motor 1 10 is a brushless DC motor.
  • the electrical motor 1 10 is a DC motor.
  • the electrical motor 1 10 is arranged with or without rotor position sensor feedback.
  • the front axle may in some embodiments be connectable with the rear axle for allowing all wheel drive by means of the internal combustion engine (or any other propulsion unit normally driving the front axle).
  • the connection may e.g. be implemented by means of a limited slip coupling and a cardan shaft and where the torque vectoring device provides a torque transfer between the rear wheels and/or the front wheels of the vehicle.
  • the torque vectoring device of the present application could be used with an all-electric vehicle, it may be arranged on the front axle instead of the rear axle, etc.
  • the presented embodiments have been developed and invented as solutions for predetermined conditions.
  • the maximum torque for torque vectoring is assumed to be 1200 Nm, and the desired gear reduction for torque vectoring is assumed to be approximately 20.
  • the efficiency of the complete transmission is 90%, while the efficiency of the gears only is 95%, the maximum torque of the electrical motor is calculated to be approximately 67 Nm.
  • the device shown in Fig. 1 comprises an driving torque input shaft 100, which is connected to a primary engine.
  • the primary engine may be an internal combustion engine or a hybrid engine or an electric motor which is the prime means for propulsion of the vehicle.
  • the torque is transferred from the engine optionally via a transmission (not shown) to the input shaft 100 and onwards through the differential mechanism 20 to output shafts 130a, 130b of the differential mechanism 20.
  • the output shafts 130a, 130b are connected to the front or rear wheels of the vehicle.
  • the electrical motor 1 10 is connected to the input shaft 100 and to an output shaft (i.e. one of the output shafts 130a, 130b of the differential 20) of the differential mechanism 20 via a transmission 120 comprising a first planetary gear set 140a and a second planetary gear set 140b.
  • a torque difference i.e. torque vectoring
  • the input shaft 100 is connected to a planet carrier of the first planetary gear set 140a, via the gearing between the input shaft 100 and the ring gear of the differential 20.
  • the planet carrier of the first planetary gear set 140a is directly connected with the differential cage.
  • An output shaft 130a of the differential mechanism 20 is connected to a planet carrier of the second planetary gear set 140b thus rotating with the same rotational speed.
  • the transmission 120 may be arranged around either output shaft 130a, 130b and the planet carrier of the second planetary gear set 140b may thus be connected to either output shaft 130a, 130b.
  • the first 140a and second 140b planetary gear sets are further connected through their respective engagement (i.e. meshing) with a common gear 150.
  • Said gear 150 may be a ring gear with internal teeth or another type of gear, the planetary gears of the first and the second planetary gear sets 140a, 140b are configured to mesh with teeth on axially opposing sides of the gear 150.
  • the transmission 120 is configured such that the above specified gear reduction is achieved.
  • the electrical motor 1 10 drives, directly or indirectly, the sun wheel of the first planetary gear set 140a.
  • a reduction gear 140c may be arranged between the electrical motor 1 10 and the sun gear of the first planetary gear set 140a.
  • the reduction gear 140c comprises an intermediate gear between the electrical motor 1 10 and the sun gear of the first planetary gear set 140a.
  • the intermediate gear comprises two rotationally coupled gears with different diameters, the gear with the larger diameter meshes with the gear on the output shaft of the electrical motor 1 10 and the gear with the smaller diameter meshes with the sun gear of the first planetary gear set 140a.
  • the gear reduction ratio of the reduction gear 140c may be in the range of about 3 : 1 to about 16: 1 , preferably about 5 : 1 to about 16: 1 and most preferred about 14: 1.
  • a preferred gear reduction of the reduction gear 140c is approximately 14: 1 while the gear reduction of each of the first 140a and second 140b planetary gear sets is approximately 3 : 1.
  • the electrical motor 1 10 is arranged such that the rotational axis of the motor 1 10 is essentially parallel and radially offset in relation to an output shaft 130a, 130b of the differential 20. This may be beneficial e.g. since it allows large freedom of the positioning of the electrical motor 1 10, thus making it possible to fit the torque vectoring device to more vehicles without having to largely alter the design of the vehicle itself.
  • the sun gear of the second planetary gear set 140b is fixedly arranged such that it is not allowed to rotate, as illustrated in figs 1 to 7.
  • Fig. 2 an alternative embodiment of the torque vectoring device is shown. As large portions of the torque vectoring device are essentially the same for all embodiments, mainly the features which are specific for an embodiment will be described for each following embodiment.
  • the electrical motor is arranged such that the rotational axis of the electrical motor 1 10 is essentially coaxial with the longitudinal axis of an output shaft 130b of the differential mechanism 20 not directly connected to the planet carrier of the second planetary gear set 140b.
  • the stator and rotor of the electrical motor 1 10 are adapted to be arranged surrounding the output shaft 130b such that an integrated axle is formed.
  • the electrical motor 1 10 is connected to the sun gear of the first planetary gear set 140a via a reduction gear 140c in a similar way as described in relation to the embodiment of Fig. 1.
  • the reduction gear 140c has a reduction gear ratio in the range of approximately 6: 1 to 3 : 1 while the reduction ratio of each planetary gear set 140a, 140b is approximately 5 : 1.
  • a further embodiment is shown where the electrical motor 1 10 is positioned essentially parallel and radially offset in relation to an output shaft 130a, 130b of the differential 20.
  • the electrical motor 1 10 is connected to the sun gear of the first planetary gear set 140a through a reduction gear 140c.
  • the reduction gear 140c is constituted by a small diameter gear attached to the output shaft from the electrical motor 1 10 and a larger diameter gear rotationally coupled to the sun gear of the first planetary gear set 140a.
  • the reduction gear 140c has a reduction gear ratio in the range of approximately 4: 1 to 3 : 1 while the reduction ratio of each planetary gear set 140a, 140b is approximately 5 : 1.
  • Figs 4 to 7 show embodiments of the torque vectoring device in which the rotational axis of the electrical motor 1 10 is essentially coaxial with the longitudinal axis of an output shaft 130a of the differential mechanism 20 connected, directly or via a reduction gear 140c, to the planet carrier of the second planetary gear set 140b.
  • the electrical motor 1 10 is arranged surrounding the output shaft 130a in a position between the differential 20 and the first 140a and second 140b planetary gear set. In the embodiment shown in Fig. 4, the electrical motor 1 10 is connected directly to the sun gear of the first planetary gear set 140a.
  • Fig. 4 show embodiments of the torque vectoring device in which the rotational axis of the electrical motor 1 10 is essentially coaxial with the longitudinal axis of an output shaft 130a of the differential mechanism 20 connected, directly or via a reduction gear 140c, to the planet carrier of the second planetary gear set 140b.
  • the electrical motor 1 10 is arranged surrounding the output shaft 130a in a position between the differential 20 and the first 140a and second
  • the torque vectoring device further comprises a planetary (epicyclical) reduction gear 140d arranged between the input shaft of the differential mechanism 20 and the planet carrier of the first planetary gear set 140a.
  • the planet carrier of the first planetary gear set 140a is rotationally coupled to the sun gear of the reduction gear 140d
  • a planet carrier of the reduction gear 140d is rotationally coupled to the input shaft 100 (via the gearing between the input shaft 100 and the ring gear of the differential 20) and the ring gear of the reduction gear 140d is rotationally fixed.
  • the reduction gear ratio of the reduction gear 140d is approximately 5 : 1 and the reduction gear ratio of each planetary gear set 140a, 140d is approximately 5 : 1.
  • Fig. 5 shows an embodiment of the torque vectoring device wherein the planet gears of the first and second planetary gear sets 140a, 140b each comprise a first and a second planet gear, the first and second planet gears of each planetary gear set 140a,
  • the common gear 150 of the embodiment in Fig. 5 is a sun gear 150 with external teeth in two rows on axially opposite sides of the gear 150 for engagement with the second planet gear of each planetary gear set 140a, 140b.
  • the first planet gear of each planetary gear set 140a, 140b may have a larger diameter than the second planet gear of each planetary gear set 140a, 140b.
  • the gear ratio between the electrical motor and the input shaft 100 is approximately 20: 1.
  • Fig. 6 shows an embodiment comprising a planetary reduction gear 140c between the electrical motor 1 10 and the sun gear of the first planetary gear set 140a.
  • the electrical motor 1 10 output shaft is rotationally coupled to the sun gear of reduction gear 140c
  • the planet carrier of the reduction gear 140c is rotationally coupled to the sun gear of the first planetary gear set 140a
  • the ring gear of the reduction gear 140c is rotationally fixed such that it does not rotate.
  • the reduction gear ratio of the reduction gear 140c is approximately 5 : 1 and the reduction gear ratio of each planetary gear set 140a, 140d is approximately 5 : 1 such that the reduction gear ratio between the electrical motor and the input shaft 100 is approximately 25 : 1.
  • Fig. 7 is similar to that of Fig. 6; however no further reduction gear is presented except for the reduction of the first and second planetary gear sets 140a, 140b, and thus is the gear ratio of the first and second planetary gear sets 140a, 140b adapted accordingly.
  • the gear ratio of the first and second planetary gear sets 140a, 140b are in the range of approximately 2,5 : 1 to approximately 9: 1 , preferably approximately 3 : 1.

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

Abstract

L'invention concerne un dispositif de guidage de couple pour un véhicule, le dispositif comprenant un moteur électrique (110) relié à un mécanisme différentiel (20) par l'intermédiaire d'une transmission (120) comprenant un premier train planétaire (140a) et un second train planétaire (140b), le moteur électrique (110) étant relié à l'arbre d'entrée (100) et à un arbre de sortie (130a) du mécanisme différentiel (20) de guidage de couple, l'arbre d'entrée (100) du mécanisme différentiel (20) étant relié à un porte-satellites du premier train planétaire (140a) et un arbre de sortie du mécanisme différentiel (20) étant relié à un porte-satellites du second train planétaire (140b), les pignons satellites des premier (140a) et second (140b) trains planétaires coopérant avec un engrenage commun (150).
PCT/EP2016/076144 2015-10-30 2016-10-28 Dispositif de guidage de couple WO2017072329A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1551409-4 2015-10-30
SE1551409 2015-10-30

Publications (1)

Publication Number Publication Date
WO2017072329A1 true WO2017072329A1 (fr) 2017-05-04

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PCT/EP2016/076144 WO2017072329A1 (fr) 2015-10-30 2016-10-28 Dispositif de guidage de couple

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019044866A (ja) * 2017-09-01 2019-03-22 三菱自動車工業株式会社 駆動力調整装置
CN111344180A (zh) * 2017-11-13 2020-06-26 奥迪股份公司 用于双轮辙车辆的车桥的驱动设备
CN111699099A (zh) * 2018-02-26 2020-09-22 戴姆勒股份公司 用于机动车、尤其是汽车的电驱动装置
WO2022248731A1 (fr) * 2021-05-28 2022-12-01 Borgwarner Sweden Ab Dispositif de vectorisation de couple et essieu moteur pour véhicule équipé d'un dispositif de vectorisation de couple
CN117325637A (zh) * 2023-11-28 2024-01-02 江苏速豹动力科技有限公司 电驱桥和电动卡车
WO2025003062A1 (fr) 2023-06-29 2025-01-02 Valeo Embrayages Dispositif de vectorisation de couple
DE102023117146A1 (de) * 2023-06-29 2025-01-02 Man Truck & Bus Se Nutzfahrzeugstarrachse für einen Torque-Vectoring-Betrieb

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007038734A2 (fr) * 2005-09-28 2007-04-05 Folsom Technologies International Llc Essieu vectoriel hydraulique
EP1787846A1 (fr) * 2005-11-16 2007-05-23 Hitachi, Ltd. Dispositif de génération differentielle de couple
DE102010036240A1 (de) * 2010-09-03 2012-03-08 Schaeffler Technologies Gmbh & Co. Kg Antriebsvorrichtung
US20130203543A1 (en) * 2010-07-14 2013-08-08 Eaam Driveline Systems Ab Axle assembly with torque distribution drive mechanism
WO2013114646A1 (fr) * 2012-01-31 2013-08-08 MURAKITA Takuya Mécanisme sans interférence et mécanisme à impédance variable

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007038734A2 (fr) * 2005-09-28 2007-04-05 Folsom Technologies International Llc Essieu vectoriel hydraulique
EP1787846A1 (fr) * 2005-11-16 2007-05-23 Hitachi, Ltd. Dispositif de génération differentielle de couple
US20130203543A1 (en) * 2010-07-14 2013-08-08 Eaam Driveline Systems Ab Axle assembly with torque distribution drive mechanism
DE102010036240A1 (de) * 2010-09-03 2012-03-08 Schaeffler Technologies Gmbh & Co. Kg Antriebsvorrichtung
WO2013114646A1 (fr) * 2012-01-31 2013-08-08 MURAKITA Takuya Mécanisme sans interférence et mécanisme à impédance variable

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019044866A (ja) * 2017-09-01 2019-03-22 三菱自動車工業株式会社 駆動力調整装置
JP7035385B2 (ja) 2017-09-01 2022-03-15 三菱自動車工業株式会社 駆動力調整装置
CN111344180A (zh) * 2017-11-13 2020-06-26 奥迪股份公司 用于双轮辙车辆的车桥的驱动设备
CN111699099A (zh) * 2018-02-26 2020-09-22 戴姆勒股份公司 用于机动车、尤其是汽车的电驱动装置
CN111699099B (zh) * 2018-02-26 2023-05-26 梅赛德斯-奔驰集团股份公司 用于机动车、尤其是汽车的电驱动装置
WO2022248731A1 (fr) * 2021-05-28 2022-12-01 Borgwarner Sweden Ab Dispositif de vectorisation de couple et essieu moteur pour véhicule équipé d'un dispositif de vectorisation de couple
US12264731B2 (en) 2021-05-28 2025-04-01 Borgwarner Sweden Ab Torque vectoring device, and a drive axle for a vehicle with a torque vectoring device
WO2025003062A1 (fr) 2023-06-29 2025-01-02 Valeo Embrayages Dispositif de vectorisation de couple
DE102023117146A1 (de) * 2023-06-29 2025-01-02 Man Truck & Bus Se Nutzfahrzeugstarrachse für einen Torque-Vectoring-Betrieb
FR3150557A1 (fr) 2023-06-29 2025-01-03 Valeo Embrayages Dispositif de vectorisation de couple
CN117325637A (zh) * 2023-11-28 2024-01-02 江苏速豹动力科技有限公司 电驱桥和电动卡车
CN117325637B (zh) * 2023-11-28 2024-02-06 江苏速豹动力科技有限公司 电驱桥和电动卡车

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