CN104709068B - Using the automobile of new vehicle bridge - Google Patents
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- CN104709068B CN104709068B CN201510107376.7A CN201510107376A CN104709068B CN 104709068 B CN104709068 B CN 104709068B CN 201510107376 A CN201510107376 A CN 201510107376A CN 104709068 B CN104709068 B CN 104709068B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
Description
技术领域technical field
本发明涉及汽车技术领域，尤其涉及一种采用新型车桥的汽车。The invention relates to the technical field of automobiles, in particular to an automobile using a novel axle.
背景技术Background technique
现有技术的汽车采用的车桥及差速器结构，在向车桥两边的半轴传递动力的同时，允许两边半轴以不同的转速旋转，满足两边车轮尽可能以纯滚动的形式作不等距行驶，减少轮胎与地面的摩擦。然而在越野或恶劣路况下，由于差速器的等扭矩作用，车辆可能会因为任何一个车轮失去附着力而陷入困境。The axle and differential structure adopted by the automobile in the prior art allows the half axles on both sides to rotate at different speeds while transmitting power to the half axles on both sides of the axle, so that the wheels on both sides can be unequaled in the form of pure rolling as much as possible. reduce the friction between the tire and the ground. However, in off-road or bad road conditions, due to the equal torque of the differential, the vehicle may get into trouble because any wheel loses adhesion.
带差速锁车桥则可以在一个驱动轮打滑时，将差速器壳与半轴锁紧成一体，使差速器失去差速作用，把扭矩转移到另一侧驱动轴上，车辆仍然能够获得足够的驱动力。但是只有在恶劣路况或极限状态下才使用差速锁，在正常行驶时使用会对汽车部件造成严重的损害。根据不同路况手动上锁、解锁较为麻烦，如果操作失误容易损伤部件。有些先进结构可以实现自动上锁、解锁，但被动式的频繁上锁、解锁，影响使用寿命和驾乘的舒适性。The axle with differential lock can lock the differential case and the half shaft together when one drive wheel slips, so that the differential loses its differential effect and transfers the torque to the drive shaft on the other side. be able to obtain sufficient driving force. However, the differential lock is only used in bad road conditions or extreme conditions, and it will cause serious damage to car components when used in normal driving. It is troublesome to manually lock and unlock according to different road conditions, and it is easy to damage parts if the operation is wrong. Some advanced structures can realize automatic locking and unlocking, but frequent passive locking and unlocking will affect the service life and driving comfort.
另外，现有技术中独立驱动结构的汽车结构中，独立驱动结构每个轮子动力采用镶嵌在轮子中的电机(轮毂电机)，功率和速比有限，承载能力差，整体结构复杂，可靠性不高。采用4个电机及驱动模块，数量多可靠性较低，每个电机性能往往不一致，在行驶过程中、尤其是直行需要不间断测速来校正两侧电机速度差，保持车辆直线行驶，驾驶人员工作强度大，容易疲劳。In addition, in the automobile structure of the independent drive structure in the prior art, the power of each wheel of the independent drive structure uses a motor (hub motor) embedded in the wheel, the power and speed ratio are limited, the bearing capacity is poor, the overall structure is complex, and the reliability is not good. high. Using 4 motors and drive modules, the number is large and the reliability is low, and the performance of each motor is often inconsistent. During the driving process, especially when going straight, it is necessary to measure the speed continuously to correct the speed difference between the motors on both sides, so as to keep the vehicle running straight and the driver to work. High intensity, easy to fatigue.
发明内容Contents of the invention
本发明的目的就是为解决现有技术存在的上述问题，提供一种采用新型车 桥的汽车；本发明操控简单，能够获得较小的转弯半径，较好的驾乘性能，具有良好的路面适应能力，可通过性、灵活性，能够实现原地旋及狭窄空间掉头，特别适用于狭小空间的转向及调头，以及满足相应的特殊应用场合。通过主动差速实现转向，从而省略传统的转向机构，降低了车辆的复杂度，也提高了可靠性。The purpose of the present invention is to solve the above-mentioned problems existing in the prior art, and provide a car with a new type of axle; Capability, passability, flexibility, can realize turning in situ and U-turn in narrow space, especially suitable for steering and U-turn in narrow space, and meet corresponding special applications. Steering is realized through active differential, thereby omitting the traditional steering mechanism, reducing the complexity of the vehicle and improving reliability.
本发明解决技术问题的技术方案为：The technical scheme that the present invention solves technical problem is:
一种采用新型车桥的汽车，包括与汽车前轮连接的前桥、与后轮连接的后桥，发动机，驱动电机，主动力输出轴，辅助动力输出轴，发动机与汽车底盘连接，所述发动机的主动力通过主动力输出轴输送到与前桥半轴连接的前桥，或者与后桥半轴连接的后桥，所述前桥或者后桥采用车用主动式差速传动车桥，所述车用主动式差速传动车桥通过前驱动轴与通用分动器连接，发动机通过主动力输出轴与通用分动器连接，通用分动器通过后驱动轴与后轮处的车用主动式差速传动车桥的主动力输出轴连接，车用主动式差速传动车桥通过辅助动力输出轴、辅助动力输出轴与驱动电机连接。A car using a new type of axle, including a front axle connected to the front wheels of the car, a rear axle connected to the rear wheels, an engine, a drive motor, a main power output shaft, an auxiliary power output shaft, and the engine is connected to the chassis of the car. The active power of the engine is transmitted to the front axle connected to the front axle half shaft through the main power output shaft, or the rear axle connected to the rear axle half shaft. The front axle or the rear axle adopts the vehicle active differential transmission axle, The vehicle active differential transmission axle is connected to the universal transfer case through the front drive shaft, the engine is connected to the universal transfer case through the main power output shaft, and the universal transfer case is connected to the vehicle at the rear wheel through the rear drive shaft. The active differential transmission axle is connected to the main power output shaft, and the vehicle active differential transmission axle is connected to the driving motor through the auxiliary power output shaft and the auxiliary power output shaft.
一种采用新型车桥的汽车，包括发动机，通用差速器，驱动电机，与汽车前轮连接的前桥、与后轮连接的后桥，所述后桥采用车用主动式差速传动车桥，所述车用主动式差速传动车桥通过辅助动力输出轴、辅助动力输出轴与驱动电机连接，车用主动式差速传动车桥通过后驱动轴与通用分动器连接，通用分动器通过主动力输出轴与发动机连接，通用分动器通过前驱动轴与通用差速器连接，通用差速器与前桥连接。A car with a new type of axle, including an engine, a universal differential, a drive motor, a front axle connected to the front wheels of the car, and a rear axle connected to the rear wheels, and the rear axle adopts an active differential transmission vehicle for vehicles The vehicle active differential transmission axle is connected to the driving motor through the auxiliary power output shaft and the auxiliary power output shaft, and the vehicle active differential transmission axle is connected to the universal transfer case through the rear drive shaft. The transmission is connected to the engine through the main power output shaft, the universal transfer case is connected to the universal differential through the front drive shaft, and the universal differential is connected to the front axle.
一种采用新型车桥的汽车，包括主动力，与汽车前轮连接的前桥、与后轮连接的后桥，所述前桥、后桥均采用车用主动式差速传动车桥，所述前轮处的 车用主动式差速传动车桥通过前驱动轴与通用分动器连接，后轮处的车用主动式差速传动车桥通过后驱动轴与通用分动器连接，通用分动器通过主动力输出轴与主动力连接，所述前轮处的车用主动式差速传动车桥、后轮处的车用主动式差速传动车桥分别通过单独的辅助动力输出轴与驱动电机连接。A car using a new type of axle, including main power, a front axle connected to the front wheels of the car, and a rear axle connected to the rear wheels. Both the front axle and the rear axle use active differential drive axles for vehicles. The vehicle active differential transmission axle at the front wheel is connected to the general purpose transfer case through the front drive shaft, and the vehicle active differential transmission axle at the rear wheel is connected to the general purpose transfer case through the rear drive shaft. The transfer case is connected with the main power through the main power output shaft, and the vehicle active differential transmission axle at the front wheel and the vehicle active differential transmission axle at the rear wheel are respectively through a separate auxiliary power output shaft Connect with drive motor.
一种采用新型车桥的汽车，包括前桥、后桥、前轮、前驱动轴、后轮、通用分动器、后驱动轴、发动机、驱动电机，所述前桥、后桥均采用车用主动式差速传动车桥，所述前轮处的车用主动式差速传动车桥通过前驱动轴与采用车用主动式差速传动车桥结构的差速器结构连接，后轮处的车用主动式差速传动车桥通过后驱动轴与采用车用主动式差速传动车桥结构的差速器结构连接，差速器结构通过主动力输出轴与发动机连接，通过辅助动力输出轴与电动机连接，前轮及后轮处的车用主动式差速传动车桥分别与独立的辅助动力输出轴、驱动电机连接。A car using a new type of axle, including a front axle, a rear axle, a front wheel, a front drive shaft, a rear wheel, a universal transfer case, a rear drive shaft, an engine, and a drive motor. Active differential transmission axle is used, the vehicle active differential transmission axle at the front wheel is connected with the differential structure adopting the vehicle active differential transmission axle structure through the front drive shaft, the rear wheel is The vehicle active differential transmission axle is connected with the differential structure adopting the vehicle active differential transmission axle structure through the rear drive shaft, the differential structure is connected with the engine through the main power output shaft, and through the auxiliary power output The shaft is connected with the electric motor, and the vehicle active differential transmission axles at the front and rear wheels are respectively connected with the independent auxiliary power output shaft and the drive motor.
所述车用主动式差速传动车桥包括车桥壳体、前固定板、后固定板，车桥壳体内设有差速器一、差速器二，所述前固定板与后固定板分别与车桥壳体的外边缘连接，所述前固定板设有第一连接孔、第二连接孔，所述前固定板在第一连接孔的两侧分别设有第一支撑板、第二支撑板，在后固定板设有第三支撑板、第四支撑板，所述第一支撑板与第三支撑板位置配合，第二支撑板与第四支撑板配合，所述第一支撑板设有第一半圆柱孔，第三支撑板设有第三半圆柱孔，所述第一半圆柱孔与第三半圆柱孔配合形成第一轴承安装孔，第一轴承安装孔内两侧分别设有差速器一安装轴承一、传动轴的第一安装轴承，第二支撑板设有第二半圆柱孔，第四支撑板设有第四半圆柱孔，第二半圆柱孔与第四半圆柱孔配合形成第二轴承安装孔，第二轴承安装孔内两侧分别设有即差速器二 安装轴承二、传动轴第二安装轴承，所述车桥壳体分别通过螺栓、螺栓与前固定板、后固定板连接，差速器一的一端与轴承一的内孔连接、另一端与一侧半轴处壳体位置的轴承三内孔连接，差速器二的一端与第二安装轴承二的内孔连接，另一端与另一侧半轴壳体位置的轴承四内孔连接，辅助动力输出轴穿过第一连接孔伸入车桥壳体内腔，所述辅助动力输出轴通过辅助动力输出轴与驱动电机连接，辅助动力输出轴的内端部设有主动齿轮一，在车桥壳体内腔设有与车桥壳体相连接的第一齿轮轴、第二齿轮轴，所述第一齿轮轴、第二齿轮轴轴线重合，第一齿轮轴的外端与车桥壳体一端通过轴承连接、内端通过轴承与第一支撑板连接，轴承支撑在轴承孔上，第二齿轮轴的外端与车桥壳体另一端通过轴承连接、内端通过轴承与第二支撑板连接，所述第一齿轮轴的内端设有从动齿轮二，第二齿轮轴的内端设有从动齿轮三，所述从动齿轮二、从动齿轮三分别与主动齿轮一啮合，所述第一齿轮轴的外端设有主动齿轮四，第二齿轮轴的外端设有主动齿轮五，所述差速器一的差速器壳体内侧设有太阳齿轮一，差速器二的差速器壳体内侧设有太阳齿轮二，所述太阳齿轮一、太阳齿轮二分别与传动轴的两端部连接，所述传动轴中间设有从动锥齿轮，所述从动锥齿轮与主动锥齿轮啮合，所述主动锥齿轮与主动力输出轴连接，主动力输出轴与发动机输出轴连接，传动轴的两端分别通过第一安装轴承、第二安装轴承支撑在第一轴承安装孔及第二安装孔上，所述第一差速器壳体在靠近半轴一端的外侧固定有第一齿圈齿轮，所述第二差速器壳体在靠近半轴二端的外侧固定有第二齿圈齿轮，所述主动齿轮四与第一齿圈齿轮啮合，主动齿轮五与第二齿圈齿轮啮合，所述第一差速器壳体的内部分别设有行星轮一、半轴齿轮一，第二差速器壳体的内部分别设有行星轮二、半轴齿轮，半轴齿轮一与半轴一连接，半轴齿 轮二与半轴二连接，所述半轴一、半轴二分别通过第五轴承、第六轴承支撑在左半轴、右半轴的轴向孔中。The vehicle active differential transmission axle includes an axle housing, a front fixing plate, and a rear fixing plate. A differential device 1 and a differential device 2 are arranged in the axle housing. The front fixing plate and the rear fixing plate are respectively connected to the outer edge of the axle housing, the front fixing plate is provided with a first connecting hole and a second connecting hole, and the front fixing plate is respectively provided with a first supporting plate and a second connecting hole on both sides of the first connecting hole. Two support plates, the rear fixed plate is provided with a third support plate and a fourth support plate, the first support plate is matched with the third support plate, the second support plate is matched with the fourth support plate, and the first support plate is matched with the fourth support plate. The plate is provided with a first semi-cylindrical hole, and the third support plate is provided with a third semi-cylindrical hole. The first semi-cylindrical hole cooperates with the third semi-cylindrical hole to form a first bearing installation hole, and the two sides of the first bearing installation hole The first installation bearing of the differential gear, the first installation bearing, and the transmission shaft are respectively provided, the second support plate is provided with the second semi-cylindrical hole, the fourth support plate is provided with the fourth semi-cylindrical hole, and the second semi-cylindrical hole is connected with the first semi-cylindrical hole. The four and a half cylindrical holes cooperate to form the second bearing mounting hole, and the two sides of the second bearing mounting hole are respectively provided with the second mounting bearing of the differential gear and the second mounting bearing of the transmission shaft. It is connected with the front fixed plate and the rear fixed plate, one end of differential one is connected with the inner hole of bearing one, the other end is connected with the inner hole of bearing three at the shell position of one side half shaft, one end of differential two is connected with the inner hole of bearing one 2. The inner hole of the bearing 2 is connected, and the other end is connected with the inner hole of the bearing 4 at the position of the half shaft housing on the other side. The auxiliary power output shaft passes through the first connecting hole and extends into the inner cavity of the axle housing. The auxiliary power output The shaft is connected with the driving motor through the auxiliary power output shaft. The inner end of the auxiliary power output shaft is provided with a driving gear 1, and the first gear shaft and the second gear shaft connected with the axle housing are arranged in the inner cavity of the axle housing. , the axes of the first gear shaft and the second gear shaft coincide, the outer end of the first gear shaft is connected to one end of the axle housing through a bearing, and the inner end is connected to the first support plate through a bearing, and the bearing is supported on the bearing hole, The outer end of the second gear shaft is connected to the other end of the axle housing through a bearing, and the inner end is connected to the second support plate through a bearing. The inner end of the first gear shaft is provided with a driven gear 2, and the second gear shaft The inner end is provided with driven gear 3, and described driven gear 2 and driven gear 3 mesh with driving gear 1 respectively, and the outer end of described first gear shaft is provided with driving gear 4, and the outer end of second gear shaft is provided with There is driving gear five, the inner side of the differential housing of the differential one is provided with a sun gear one, the inner side of the differential housing of the differential two is provided with a sun gear two, and the sun gear one, sun gear two They are respectively connected to both ends of the transmission shaft. A driven bevel gear is arranged in the middle of the transmission shaft. The driven bevel gear meshes with the driving bevel gear. The driving bevel gear is connected to the main power output shaft, and the main power output shaft It is connected with the output shaft of the engine, and the two ends of the transmission shaft are respectively supported on the first bearing installation hole and the second installation hole through the first installation bearing and the second installation bearing. The first ring gear is fixed on the outer side of the second differential housing, and the second ring gear is fixed on the outer side near the two ends of the axle shaft. The driving gear four and the first tooth Ring gear meshes, the driving gear five meshes with the second ring gear, the inside of the first differential housing is respectively provided with planetary gear 1 and side gear 1, and the inside of the second differential housing is respectively provided with Planetary gear 2, side gear, side gear 1 is connected to side shaft 1, side gear 2 is connected to side shaft 2, and side shaft 1 and side shaft 2 are respectively supported on the left side by the fifth bearing and the sixth bearing. shaft, the axial hole of the right half shaft.
所述前固定板与第一支撑板、第二支撑板为铸造一体结构，后固定板与第三支撑板、第四支撑板为铸造一体结构。The front fixing plate, the first supporting plate and the second supporting plate are cast integrally, and the rear fixing plate is cast integrally with the third supporting plate and the fourth supporting plate.
所述驱动电机与行车电脑连接，行车电脑与车身传感器连接。The drive motor is connected with the trip computer, and the trip computer is connected with the vehicle body sensor.
还包括通用分动器，前驱动轴，后驱动轴，通用差速器,所述车用主动式差速传动车桥通过前驱动轴与通用分动器连接，发动机通过主动力输出轴与通用分动器连接，通用分动器通过后驱动轴与后轮处的通用差速器连接，车用主动式差速传动车桥通过辅助动力输出轴与驱动电机连接。It also includes a universal transfer case, a front drive shaft, a rear drive shaft, and a universal differential. The transfer case is connected, the universal transfer case is connected with the universal differential at the rear wheel through the rear drive shaft, and the vehicle active differential transmission axle is connected with the drive motor through the auxiliary power output shaft.
本发明的有益效果：Beneficial effects of the present invention:
1.本发明操控简单，能够获得较小的转弯半径，较好的驾乘性能，具有良好的路面适应能力，可通过性、灵活性，能够实现原地旋及狭窄空间掉头，特别适用于狭小空间的转向及调头，以及满足相应的特殊应用场合。1. The invention is easy to control, can obtain smaller turning radius, better driving performance, has good road surface adaptability, passability, flexibility, can realize in-situ rotation and U-turn in narrow space, and is especially suitable for narrow spaces Space steering and U-turn, and meet the corresponding special application occasions.
2.本发明依据主动差速实现转向，从而省略传统的转向机构，降低了车辆的复杂度，也提高了可靠性。2. The invention realizes the steering based on the active differential speed, thereby omitting the traditional steering mechanism, reducing the complexity of the vehicle, and improving the reliability.
3.主动调整两侧轮子速度差，较小转弯半径，驾驶性能好；左、右半轴从0至100％自由分配驱动力，分配工作由行车电脑根据获得的车身传感器数据综合判断。在一些打滑等路段，会把更多动力分配给抓地力强的一侧，提高车辆的通过性；在弯道行驶时，会把更多动力传递给外侧半轴，增加向弯道内侧的转动力矩，能够屏蔽转向不足等弊端，大大减小转弯半径，提高驾驾驶员乘体验和车辆行驶性能。3. Actively adjust the speed difference of the wheels on both sides, with a small turning radius and good driving performance; the left and right axles can freely distribute the driving force from 0 to 100%, and the distribution work is comprehensively judged by the trip computer based on the obtained body sensor data. In some slippery road sections, more power will be distributed to the side with strong grip to improve the passability of the vehicle; when driving in a curve, more power will be transmitted to the outer half shaft to increase the rotation to the inside of the curve The torque can shield the disadvantages such as understeer, greatly reduce the turning radius, and improve the driving experience and vehicle performance.
4.通过锁止主动力输入，在辅助动力输入下，可以实现原地转向功能，而且结 构简单可靠。而现有技术中能在前后轴间将车辆顶起的液压驱动伸缩伦结构、所有轮子均为独立驱动并能独立转向的全驱动全转向结构的现有技术结构等，结构过于复杂。4. By locking the main power input, the in-situ steering function can be realized under the auxiliary power input, and the structure is simple and reliable. And in the prior art, the hydraulically driven telescopic structure that can jack up the vehicle between the front and rear axles, all the wheels are independently driven and can independently turn to the prior art structure of the full-drive full-steering structure, etc., and the structure is too complicated.
5.与现有技术中的传统全时四驱相比，本发明的差速器结构，由行车电脑综合行车数据，根据不同路况自由分配前后轴动力。5. Compared with the traditional full-time four-wheel drive in the prior art, the differential structure of the present invention uses the driving computer to synthesize driving data and freely distribute front and rear axle power according to different road conditions.
6.本发明的动力可以用比较大的功率，减速比也可以通过在动力上加不同减速器调整，车体结构简单，承载能力强，可靠性高。同时，左右半轴输出的动力来源为同一动力、即主动力输入，直行时两侧速度始终保持一致，减少了行车电脑计算负担，简化了设计，动力输入类型灵活可变，可以实现混合动力。行驶的主动力，既能采用电动驱动，也可以采用内燃机驱动，又可以两种方式互补油电混合动力，有效解决电量不足、充电点少及充电慢等弊端。6. The power of the present invention can use relatively large power, and the reduction ratio can also be adjusted by adding different speed reducers to the power. The car body has simple structure, strong bearing capacity and high reliability. At the same time, the power source of the left and right axle shafts is the same power, that is, the main power input, and the speed on both sides is always consistent when driving straight, which reduces the calculation burden of the driving computer and simplifies the design. The power input type is flexible and variable, and hybrid power can be realized. The main power of driving can be driven by electric drive or internal combustion engine, and it can also be complemented by gasoline-electric hybrid power in two ways, which can effectively solve the disadvantages of insufficient power, few charging points and slow charging.
附图说明Description of drawings
图1为发明的外形结构示意图；Fig. 1 is the outline structure schematic diagram of invention;
图2为图1的局部结构示意图；Fig. 2 is the partial structure schematic diagram of Fig. 1;
图3为图2的A-A阶梯剖示意图；Fig. 3 is a schematic cross-sectional view of the A-A step of Fig. 2;
图4为图3的A向局部视图；Fig. 4 is the partial view of A direction of Fig. 3;
图5为本发明实施例1的结构示意图；Fig. 5 is the structural representation of embodiment 1 of the present invention;
图6为本发明实施例2的结构示意图；Figure 6 is a schematic structural view of Embodiment 2 of the present invention;
图7为本发明实施例3的结构示意图；Figure 7 is a schematic structural view of Embodiment 3 of the present invention;
图8为本发明实施例4的结构示意图；Figure 8 is a schematic structural view of Embodiment 4 of the present invention;
图9为本发明实施例5的结构示意图.Figure 9 is a schematic structural view of Embodiment 5 of the present invention.
具体实施方式detailed description
为了更好地理解本发明，下面结合附图来详细解释本发明的实施方式。In order to better understand the present invention, the implementation manner of the present invention will be explained in detail below in conjunction with the accompanying drawings.
实施例1Example 1
如图1至图5所示，一种采用新型车桥的汽车，包括与汽车前轮101连接的前桥、与后轮连接的后桥，发动机103，驱动电机104，主动力输出轴105，辅助动力输出轴106，发动机103与汽车底盘连接，驱动电机104与前桥或者后桥连接，所述发动机103的主动力通过主动力输出轴105输送到与前桥半轴连接的前桥差速器，或者与后桥半轴连接的后桥差速器，所述驱动电机104的动力通过辅助动力输出轴输送到前桥差速器或者后桥差速器，前轮与前桥半轴连接，后轮与后桥半轴连接，所述前桥或者后桥采用车用主动式差速传动车桥，所述车用主动式差速传动车桥102通过前驱动轴108与通用分动器107连接，发动机103通过主动力输出轴105与通用分动器107连接，通用分动器107通过后驱动轴109与后轮处的通用差速器110连接，车用主动式差速传动车桥102通过辅助动力输出轴106与驱动电机104连接。还包括通用分动器107，前驱动轴108，后驱动轴109，通用差速器110,其中，通用分动器107可以采用带差速分动器和不带差速的分动器的通用形式。所述前桥采用车用主动式差速传动车桥2，所述车用主动式差速传动车桥102通过前驱动轴108与通用分动器107连接，发动机103通过主动力输出轴105与通用分动器107连接，通用分动器107通过后驱动轴109与后轮处的通用差速器110连接，车用主动式差速传动车桥102通过辅助动力输出轴106与驱动电机104连接。As shown in Fig. 1 to Fig. 5, a kind of automobile that adopts novel axle, comprises the front axle that is connected with automobile front wheel 101, the rear axle that is connected with rear wheel, engine 103, driving motor 104, main power output shaft 105, Auxiliary power output shaft 106, engine 103 is connected with automobile chassis, driving motor 104 is connected with front axle or rear axle, the active power of described engine 103 is sent to the front axle differential speed that is connected with front axle half shaft through main power output shaft 105 device, or the rear axle differential connected to the rear axle shaft, the power of the drive motor 104 is delivered to the front axle differential or the rear axle differential through the auxiliary power output shaft, and the front wheels are connected to the front axle shaft , the rear wheel is connected to the half shaft of the rear axle, and the front axle or the rear axle adopts a vehicle active differential transmission axle, and the vehicle active differential transmission axle 102 is connected to the universal transfer case through the front drive shaft 108 107 connection, the engine 103 is connected with the universal transfer case 107 through the main power output shaft 105, and the universal transfer case 107 is connected with the universal differential 110 at the rear wheel through the rear drive shaft 109, and the active differential transmission axle of the vehicle 102 is connected to the driving motor 104 through the auxiliary power output shaft 106 . Also includes universal transfer case 107, front drive shaft 108, rear drive shaft 109, universal differential 110, wherein, universal transfer case 107 can adopt the universal transfer case with differential transfer case and the transfer case without differential. form. The front axle adopts the vehicle active differential transmission axle 2, and the vehicle active differential transmission vehicle axle 102 is connected with the universal transfer case 107 through the front drive shaft 108, and the engine 103 is connected with the universal transfer case 107 through the main power output shaft 105. The universal transfer case 107 is connected, the universal transfer case 107 is connected with the universal differential 110 at the rear wheel through the rear drive shaft 109, and the vehicle active differential transmission axle 102 is connected with the drive motor 104 through the auxiliary power output shaft 106 .
一种车用主动式差速传动车桥，包括车桥壳体33、前固定板30、后固定板31，车桥壳体内设有两个差速器，即差速器一34、差速器二35，所述前固定板30与后固定板31分别与车桥壳体33的外边缘连接，所述前固定板30设有第一 连接孔46、第二连接孔47，所述前固定板30在第一连接孔的两侧分别设有第一支撑板36、第二支撑板37，在后固定板31设有第三支撑板38、第四支撑板39，所述第一支撑板36与第三支撑板38位置配合，第二支撑板37与第四支撑板39配合，所述第一支撑板36设有第一半圆柱孔，第三支撑板38设有第三半圆柱孔，所述第一半圆柱孔与第三半圆柱孔配合形成第一轴承安装孔51，第一轴承安装孔51内两侧分别设有差速器一34安装轴承一40、传动轴5的第一安装轴承6，第二支撑板37设有第二半圆柱孔，第四支撑板39设有第四半圆柱孔，第二半圆柱孔与第四半圆柱孔配合形成第二轴承安装孔53，第二轴承安装孔内两侧分别设有即差速器二35安装轴承二41、传动轴5第二安装轴承7，所述车桥壳体33分别通过螺栓50、螺栓49与前固定板30、后固定板31连接，差速器一的一端与轴承一40的内孔连接、另一端与一侧半轴27处壳体位置的的轴承三42内孔连接，差速器二的一端与第二安装轴承二41的内孔连接，另一端与另一侧半轴28壳体位置的轴承43四内孔连接，辅助动力输出轴106穿过第一连接孔46伸入车桥壳体内腔，所述辅助动力输出轴106通过传动及减速结构与驱动电机连接，驱动电机32与行车电脑连接，行车电脑与车身传感器连接，左右半轴从0至100％自由分配驱动力，动力分配工作由行车电脑根据获得的车身传感器数据综合判断。辅助动力输出轴106的内端部设有主动齿轮一12，在车桥壳体内腔设有与车桥壳体相连接的第一齿轮轴17、第二齿轮轴18，所述第一齿轮轴17、第二齿轮轴18轴线重合，第一齿轮轴17的外端与车桥壳体一端通过轴承19连接、内端通过轴承20与第一支撑板36连接，轴承20支撑在轴承孔52上，第二齿轮轴18的外端与车桥壳体另一端通过轴承22连接、内端通过轴承21与第二支撑板37连接，所述第一齿轮轴的内端设有从动齿轮二13， 第二齿轮轴的内端设有从动齿轮三14，所述从动齿轮二13、从动齿轮三14分别与主动齿轮一12啮合，所述第一齿轮轴17的外端设有主动齿轮四15，第二齿轮轴18的外端设有主动齿轮五16，所述差速器一的差速器壳体内侧设有太阳齿轮一10，差速器二的差速器壳体内侧设有太阳齿轮二11，所述太阳齿轮一10、太阳齿轮二11分别与传动轴5的两端部连接，所述传动轴5中间设有从动锥齿轮3，所述从动锥齿轮3与主动锥齿轮4啮合，所述主动锥齿轮与主动力输出轴105连接，主动力输出轴105与发动机输出轴连接，传动轴5的两端分别通过第一安装轴承6、第二安装轴承7支撑在第一轴承安装孔及第二安装孔上，所述第一差速器壳体8在靠近半轴一27端的外侧固定有第一齿圈齿轮23，所述第二差速器壳体9在靠近半轴二端的外侧固定有第二齿圈齿轮24，所述主动齿轮四15与第一齿圈齿轮23啮合，主动齿轮五16与第二齿圈齿轮24啮合，所述第一差速器壳体8的内部分别设有行星轮一29、半轴齿轮一25，第二差速器壳体9的内部分别设有行星轮二48、半轴齿轮26，半轴齿轮一25与半轴27一连接，半轴齿轮二26与半轴二28连接，所述半轴一27、半轴二28分别通过第五轴承44、第五轴承45支撑在左半轴、右半轴的轴向孔中。An active differential transmission axle for a vehicle, comprising an axle housing 33, a front fixing plate 30, and a rear fixing plate 31, and two differentials are arranged in the axle housing, namely differential one 34, differential Device two 35, the front fixing plate 30 and the rear fixing plate 31 are respectively connected to the outer edge of the axle housing 33, the front fixing plate 30 is provided with a first connection hole 46 and a second connection hole 47, the front The fixed plate 30 is respectively provided with a first support plate 36, a second support plate 37 on both sides of the first connecting hole, and a third support plate 38 and a fourth support plate 39 are provided at the rear fixed plate 31. The first support plate Plate 36 is matched with the third supporting plate 38, and the second supporting plate 37 is matched with the fourth supporting plate 39. The first supporting plate 36 is provided with a first semi-cylindrical hole, and the third supporting plate 38 is provided with a third semi-cylindrical hole. hole, the first semi-cylindrical hole cooperates with the third semi-cylindrical hole to form the first bearing mounting hole 51, and the two sides of the first bearing mounting hole 51 are respectively provided with differential gear-34 mounting bearing-40, transmission shaft 5 The first bearing 6 is installed, the second support plate 37 is provided with a second semi-cylindrical hole, the fourth support plate 39 is provided with a fourth semi-cylindrical hole, and the second semi-cylindrical hole cooperates with the fourth semi-cylindrical hole to form a second bearing installation hole 53, the two sides of the second bearing mounting hole are respectively provided with differential gear 2 35 mounting bearing 2 41, drive shaft 5 and 2nd mounting bearing 7, and the axle housing 33 is respectively fixed to the front by bolt 50 and bolt 49 Plate 30 and rear fixing plate 31 are connected, one end of differential one is connected with the inner hole of bearing one 40, and the other end is connected with the inner hole of bearing three 42 at the housing position of half shaft 27 on one side, and the inner hole of differential two is connected One end is connected to the inner hole of the second mounting bearing 2 41, the other end is connected to the inner hole of the bearing 43 at the housing position of the half shaft 28 on the other side, and the auxiliary power output shaft 106 extends into the axle housing through the first connecting hole 46 In the inner cavity, the auxiliary power output shaft 106 is connected to the driving motor through the transmission and deceleration structure, the driving motor 32 is connected to the trip computer, the trip computer is connected to the body sensor, and the left and right half shafts freely distribute the driving force from 0 to 100%. The work is judged comprehensively by the trip computer based on the obtained body sensor data. The inner end of the auxiliary power output shaft 106 is provided with a driving gear 12, and a first gear shaft 17 and a second gear shaft 18 connected with the axle housing are arranged in the inner cavity of the axle housing. 17. The axis of the second gear shaft 18 coincides, the outer end of the first gear shaft 17 is connected to one end of the axle housing through a bearing 19, and the inner end is connected to the first support plate 36 through a bearing 20, and the bearing 20 is supported on the bearing hole 52 The outer end of the second gear shaft 18 is connected to the other end of the axle housing through a bearing 22, and the inner end is connected to the second support plate 37 through a bearing 21. The inner end of the first gear shaft is provided with a driven gear 2 13 , the inner end of the second gear shaft is provided with driven gear three 14, said driven gear two 13, driven gear three 14 mesh with driving gear one 12 respectively, and the outer end of said first gear shaft 17 is provided with a driving gear Gear four 15, the outer end of the second gear shaft 18 is provided with drive gear five 16, the differential housing inside of said differential one is provided with sun gear one 10, the differential housing inside of differential two Sun gear 2 11 is provided, and described sun gear 1 10 and sun gear 2 11 are connected with both ends of transmission shaft 5 respectively, and a driven bevel gear 3 is arranged in the middle of said transmission shaft 5, and said driven bevel gear 3 Engaging with the active bevel gear 4, the active bevel gear is connected with the main power output shaft 105, the main power output shaft 105 is connected with the engine output shaft, and the two ends of the transmission shaft 5 pass through the first mounting bearing 6 and the second mounting bearing 7 respectively Supported on the first bearing installation hole and the second installation hole, the first differential case 8 is fixed with a first ring gear 23 on the outside near the end of the half shaft one 27, and the second differential case 9. A second ring gear 24 is fixed on the outer side close to the two ends of the axle shaft. The driving gear four 15 meshes with the first ring gear 23, and the driving gear five 16 meshes with the second ring gear 24. The first differential The inside of the transmission housing 8 is respectively provided with a planetary gear 1 29 and a side gear 25, and the inside of the second differential case 9 is respectively provided with a planetary gear 2 48 and a side gear 26, and the side gear 1 25 and The first half shaft 27 is connected, the second half shaft gear 26 is connected with the second half shaft 28, and the first half shaft 27 and the second half shaft 28 are respectively supported on the left half shaft and the right half shaft by the fifth bearing 44 and the fifth bearing 45. in the axial hole.
所述前固定板30与第一支撑板36、第二支撑板37为铸造一体结构，后固定板31与第三支撑板38、第四支撑板39为铸造一体结构。The front fixing plate 30, the first support plate 36, and the second support plate 37 are integrally cast, and the rear fixing plate 31, the third support plate 38, and the fourth support plate 39 are integrally cast.
与现在常用结构相比：本发明差速转向，依据主动差速实现转向，省略传统的转向机构，降低了车辆的复杂度，也提高了可靠性。主动调整两侧轮子速度差，较小转弯半径，驾驶性能好。左右半轴从0至100％自由分配驱动力，具体的分配工作由行车电脑根据获得的车身传感器数据综合判断。在一些打滑等路段，会把更多动力分配给抓地力强的一侧，提高车辆的通过性。在弯道行驶 时，会把更多动力传递给外侧半轴，增加向弯道内侧的转动力矩，能够屏蔽转向不足等弊端，大大减小转弯半径，提高驾驾驶员乘体验和车辆行驶性能。本发明通过前桥采用车用主动式差速传动车桥，后轮带通用差速结构，中间配通用分动器，依采用不同分动器和差速结构，实现分时四驱，全时四驱和适时四驱。车桥主动力也可以为发动机油动、电动机以及油电混合动力。Compared with the current common structure: the differential steering of the present invention realizes the steering according to the active differential speed, omits the traditional steering mechanism, reduces the complexity of the vehicle, and improves the reliability. Actively adjust the speed difference between the wheels on both sides, with a small turning radius and good driving performance. The left and right axle shafts freely distribute the driving force from 0 to 100%, and the specific distribution work is comprehensively judged by the trip computer based on the obtained body sensor data. In some slippery road sections, more power will be allocated to the side with strong grip to improve the passability of the vehicle. When driving on a curve, more power will be transmitted to the outer half shaft, increasing the turning torque to the inside of the curve, which can shield the disadvantages of understeer, greatly reduce the turning radius, and improve the driving experience and vehicle performance. The present invention adopts the vehicle active differential transmission axle through the front axle, the rear wheel is equipped with a universal differential structure, and a universal transfer case is arranged in the middle. Four-wheel drive and real-time four-wheel drive. The active power of the axle can also be engine oil, electric motor and oil-electric hybrid.
本发明能够实现左右半轴相对反转，具体的工作过程是：当需要两半轴相对反转时，动力轴锁止，从动锥齿轮3与主动锥齿轮4静止，传动轴5不转，进而两个差速器中的太阳齿轮一10、太阳齿轮二11静止。在辅助动力的输入下，经主动齿轮一12、从动齿轮二13、从动齿轮三14啮合运动，第一齿轮轴17、第二齿轮轴18运动且反向，带动主动齿轮四15、主动齿轮五16相对反向转动，进而驱动第一差速器壳体8、第二差速器壳体9相对反向转动。由于太阳齿轮一10和太阳齿轮二11静止，第一差速器壳体8、第二差速器壳体9的动力传递到半轴齿轮一25和半轴齿轮二26上，进而驱动半轴一27、半轴二28相对反向转动。The present invention can realize the relative reversal of the left and right semi-shafts. The specific working process is: when the two semi-shafts need to be reversed relative to each other, the power shaft is locked, the driven bevel gear 3 and the driving bevel gear 4 are stationary, and the transmission shaft 5 does not rotate. And then the sun gear one 10 and the sun gear two 11 in the two differentials are stationary. Under the input of auxiliary power, through the meshing movement of driving gear one 12, driven gear two 13 and driven gear three 14, the first gear shaft 17 and the second gear shaft 18 move and reverse, driving driving gear four 15, driving gear The fifth gear 16 rotates in opposite directions, and then drives the first differential case 8 and the second differential case 9 to rotate in opposite directions. Since the first sun gear 10 and the second sun gear 11 are stationary, the power of the first differential case 8 and the second differential case 9 is transmitted to the side gear 1 25 and the side gear 2 26 to drive the side shafts One 27, half shaft two 28 relatively counter-rotate.
实施例2Example 2
结合图6，所述前轮61设有前轮转向结构67，汽车后桥采用车用主动式差速传动车桥62，所述车用主动式差速传动车桥62通过辅助动力输出轴66与驱动电机64连接，车用主动式差速传动车桥62通过主动力输出轴65与发动机63连接。前轮为自由轮，带转向结构。车桥主动力可以为油动、电动以及油电混合动力，辅助动力为电动。61前轮，62车用主动式差速传动车桥，63发动机，64驱动电机，65主动力输出轴，66辅助动力输出轴，67转向机构。其他参照实施例1。6, the front wheel 61 is provided with a front wheel steering structure 67, and the rear axle of the automobile adopts a vehicle active differential transmission axle 62, and the vehicle active differential transmission axle 62 passes through the auxiliary power output shaft 66 It is connected with the driving motor 64 , and the vehicle active differential transmission axle 62 is connected with the engine 63 through the main power output shaft 65 . The front wheel is a free wheel with a steering structure. The active power of the axle can be oil-driven, electric and oil-electric hybrid, and the auxiliary power is electric. 61 front wheels, 62 vehicle active differential drive axles, 63 engines, 64 drive motors, 65 main PTO shafts, 66 auxiliary PTO shafts, 67 steering mechanisms. Other with reference to embodiment 1.
实施例3Example 3
结合图7，所述前轮69设有前轮转向结构79，汽车后桥采用车用主动式差速传动车桥70，所述车用主动式差速传动车桥70通过辅助动力输出轴74与驱动电机72连接，车用主动式差速传动车桥70通过后驱动轴77与通用分动器75连接，通用分动器75通过主动力输出轴73与发动机71连接，通用分动器76通过前驱动轴76与通用差速器78连接，通用差速器78与前桥连接。69前车轮，70车用主动式差速传动车桥，71发动机，72驱动电机，73主动力输出轴，74辅助动力输出轴，75通用分动器，76前驱动轴，77后驱动轴，78通用差速器,79转向机构。本发明与现在通常的结构相比：主动调整两侧轮子速度差，协助前轮转向，获得较小转弯半径，驾驶性能好。左右半轴从0至100％自由分配驱动力(分配工作由行车电脑根据获得的车身传感器数据综合判断)。在一些打滑等路段，会把更多动力分配给抓地力强的一侧，提高车辆的通过性。在弯道行驶时，会把更多动力传递给外侧半轴，增加向弯道内侧的转动力矩，能够屏蔽转向不足等弊端，大大减小转弯半径，提高驾驾驶员乘体验和车辆行驶性能。本发明的后桥采用车用主动式差速传动车桥结构，前轮带通用差速结构，中间配通用分动器，实现四驱(依采用不同分动器和差速结构，分时四驱，全时四驱和适时四驱)。车桥主动力可以为油动、电动以及油电混合动力，辅助动力为电动。其他参照实施例1。7, the front wheels 69 are provided with a front wheel steering structure 79, and the rear axle of the automobile adopts a vehicle active differential transmission axle 70, and the vehicle active differential transmission axle 70 passes through an auxiliary power output shaft 74 It is connected with the driving motor 72, and the vehicle active differential transmission axle 70 is connected with the universal transfer case 75 through the rear drive shaft 77, and the universal transfer case 75 is connected with the engine 71 through the main power output shaft 73, and the universal transfer case 76 The front drive shaft 76 is connected to a common differential 78, and the common differential 78 is connected to the front axle. 69 front wheels, 70 active differential drive axles for vehicles, 71 engine, 72 drive motor, 73 main PTO shaft, 74 auxiliary PTO shaft, 75 universal transfer case, 76 front drive shaft, 77 rear drive shaft, 78 universal differential, 79 steering mechanism. Compared with the current common structure, the present invention actively adjusts the speed difference of the wheels on both sides, assists the steering of the front wheels, obtains a small turning radius, and has good driving performance. The left and right axle shafts freely distribute the driving force from 0 to 100% (the distribution work is judged comprehensively by the trip computer based on the obtained body sensor data). In some slippery road sections, more power will be allocated to the side with strong grip to improve the passability of the vehicle. When driving on a curve, more power will be transmitted to the outer half shaft, increasing the turning torque to the inside of the curve, which can shield the disadvantages of understeer, greatly reduce the turning radius, and improve the driving experience and vehicle performance. The rear axle of the present invention adopts the vehicle active differential transmission vehicle axle structure, and the front wheel is equipped with a universal differential structure, and the middle is equipped with a universal transfer case to realize four-wheel drive (according to adopting different transfer cases and differential speed structures, four-wheel drive in time-sharing) drive, full-time four-wheel drive and part-time four-wheel drive). The active power of the axle can be oil-driven, electric and oil-electric hybrid, and the auxiliary power is electric. Other with reference to embodiment 1.
实施例4Example 4
结合图8，前后桥均采用新型车桥，中间配通用带差速锁结构分动器，实现全时四驱。车桥主动力可以为油动、电动以及油电混合动力，辅助动力为电动。Combined with Figure 8, both the front and rear axles adopt new axles, and the middle is equipped with a universal transfer case with differential lock structure to realize full-time four-wheel drive. The active power of the axle can be oil-driven, electric and oil-electric hybrid, and the auxiliary power is electric.
所述汽车前桥、汽车后桥均采用车用主动式差速传动车桥81，所述前轮80处的车用主动式差速传动车桥81通过前驱动轴87与通用分动器86连接，后轮处的车用主动式差速传动车桥81通过后驱动轴88与通用分动器86连接，通用分动器86通过主动力输出轴84与发动机连接，所述前轮80处的车用主动式差速传动车桥81、后轮处的车用主动式差速传动车桥81分别与单独的辅助动力输出轴85、驱动电机83连接。80车轮，81新型车桥，82主动力，83辅助动力，84主动力传动轴，85辅助动力传动轴，86通用分动器，87前驱动轴，88后驱动轴。本发明与现在常用全时四驱结构相比：差速转向，省略传统转向结构。依据主动差速实现转向，从而省略传统的转向机构，降低了车辆的复杂度，也提高了可靠性。主动调整两侧轮子速度差，较小转弯半径，驾驶性能好。左右半轴从0至100％自由分配驱动力(分配工作由行车电脑根据获得的车身传感器数据综合判断)。在一些打滑等路段，会把更多动力分配给抓地力强的一侧，提高车辆的通过性。在弯道行驶时，会把更多动力传递给外侧半轴，增加向弯道内侧的转动力矩，能够屏蔽转向不足等弊端，大大减小转弯半径，提高驾驾驶员乘体验和车辆行驶性能。通过锁止主动力输入，在辅助动力输入下，可以实现原地转向功能。与其他实现方式相比(如能在前后轴间将车辆顶起的液压驱动伸缩伦结构、所有轮子均为独立驱动并能独立转向的全驱动全转向结构等，但结构过于复杂)，结构简单可靠。与独立驱动结构比较：①独立驱动结构每个轮子动力采用镶嵌在轮子中的电机(轮毂电机)，功率和速比有限，承载能力差，整体结构复杂，可靠性不高。采用4个电机及驱动模块，数量多可靠性较低，每个电机性能往往不一致，在行驶过程中(尤其是直行)需要不间断测速来校正两侧电机速度差，保持车辆直线行驶(也就是自动回中)。②采用本设计，动 力可以用比较大的功率，减速比也可以通过在动力上加不同减速器调整，车体结构简单，承载能力强，可靠性高。同时，左右半轴输出的动力来源为同一动力(也就是主动力输入)，直行时两侧速度始终保持一致，减少了行车电脑计算负担，简化了设计。动力输入类型灵活可变，可以实现混合动力。行驶的主动力，既能采用电动驱动，也可以采用内燃机驱动，又可以两种方式互补油电混合动力。有效解决电量不足、充电点少及充电慢等弊端。其他参照实施例1。The front axle and the rear axle of the automobile all adopt the active differential transmission axle 81 for the vehicle, and the active differential transmission axle 81 for the vehicle at the front wheel 80 passes through the front drive shaft 87 and the universal transfer case 86 connection, the vehicle active differential transmission axle 81 at the rear wheel is connected with the universal transfer case 86 through the rear drive shaft 88, and the universal transfer case 86 is connected with the engine through the main power output shaft 84, and the front wheel 80 The active differential transmission vehicle axle 81 for vehicles and the active differential transmission vehicle axle 81 for vehicles at the rear wheels are respectively connected with the independent auxiliary power output shaft 85 and the driving motor 83. 80 wheels, 81 new axles, 82 main power, 83 auxiliary power, 84 main power transmission shaft, 85 auxiliary power transmission shaft, 86 universal transfer case, 87 front drive shaft, 88 rear drive shaft. Compared with the current full-time four-wheel drive structure, the present invention: differential steering, omitting the traditional steering structure. The steering is realized according to the active differential, thereby omitting the traditional steering mechanism, reducing the complexity of the vehicle and improving the reliability. Actively adjust the speed difference between the wheels on both sides, with a small turning radius and good driving performance. The left and right axle shafts freely distribute the driving force from 0 to 100% (the distribution work is judged comprehensively by the trip computer based on the obtained body sensor data). In some slippery road sections, more power will be allocated to the side with strong grip to improve the passability of the vehicle. When driving on a curve, more power will be transmitted to the outer half shaft, increasing the turning torque to the inside of the curve, which can shield the disadvantages of understeer, greatly reduce the turning radius, and improve the driving experience and vehicle performance. By locking the main power input, the steering function in situ can be realized under the auxiliary power input. Compared with other implementation methods (such as a hydraulically driven telescopic structure that can jack up the vehicle between the front and rear axles, a full-drive full-steering structure in which all wheels are independently driven and can be turned independently, etc., but the structure is too complicated), the structure is simple reliable. Compared with the independent drive structure: ①In the independent drive structure, each wheel is powered by a motor (hub motor) embedded in the wheel, with limited power and speed ratio, poor carrying capacity, complex overall structure, and low reliability. Using 4 motors and drive modules, the number is large and the reliability is low, and the performance of each motor is often inconsistent. During the driving process (especially straight driving), continuous speed measurement is required to correct the speed difference between the motors on both sides and keep the vehicle running straight (that is, automatically return to center). ②With this design, relatively large power can be used for the power, and the reduction ratio can also be adjusted by adding different speed reducers to the power. The vehicle body has simple structure, strong bearing capacity and high reliability. At the same time, the power source of the left and right axle shafts is the same power (that is, the main power input), and the speed on both sides is always consistent when driving straight, which reduces the calculation burden of the driving computer and simplifies the design. The type of power input is flexible and variable, and hybrid power can be realized. The main power of driving can be driven by electric drive or internal combustion engine, and can be complemented by gasoline-electric hybrid power in two ways. Effectively solve the disadvantages of insufficient power, few charging points and slow charging. Other with reference to embodiment 1.
实施例5Example 5
结合图9，所述汽车前桥、汽车后桥均采用车用主动式差速传动车桥90，所述前轮89处的车用主动式差速传动车桥90通过前驱动轴96与本发明的车用主动式差速传动车桥90采用的差速器结构95连接，后轮处的车用主动式差速传动车桥90通过后驱动轴97与本发明的车用主动式差速传动车桥90采用的差速器结构95连接，差速器结构95通过主动力输出轴93与发动机91连接，通过辅助动力输出轴99与电动机98连接，前轮89及后轮处的车用主动式差速传动车桥90分别与独立的辅助动力输出轴94、驱动电机92连接。89车轮，90新型车桥，91主动力，92辅助动力，93主动力传动轴，94辅助动力传动轴，95新型车桥方式的差速器结构，96前驱动轴，97后驱动轴，98辅助动力，99辅助动力传动轴。本实施例在上一种实施例的基础上，采用新型车桥方式的差速器结构，由行车电脑综合行车数据，根据不同路况自由分配前后轴动力，(原理同车桥左右动力分配。本发明的前后桥均采用车用主动式差速传动车桥90，中间配新型车桥方式的差速器结构。车桥主动力可以为油动、电动以及油电混合动力，辅助动力为电动。其他参照实施例1。In conjunction with Fig. 9, the automobile front axle and the automobile rear axle all adopt the vehicle active differential transmission axle 90, and the vehicle active differential transmission axle 90 at the front wheel 89 is connected with the vehicle through the front drive shaft 96. The differential structure 95 that the inventive vehicle active differential transmission axle 90 adopts is connected, and the vehicle active differential transmission axle 90 at the rear wheel is connected to the vehicle active differential transmission axle 97 of the present invention through the rear drive shaft 97. The transmission axle 90 is connected with the differential structure 95, the differential structure 95 is connected with the engine 91 through the main power output shaft 93, and connected with the electric motor 98 through the auxiliary power output shaft 99, and the vehicle at the front wheel 89 and the rear wheel The active differential transmission axle 90 is respectively connected with an independent auxiliary power output shaft 94 and a driving motor 92 . 89 wheels, 90 new axles, 91 main power, 92 auxiliary power, 93 main power transmission shaft, 94 auxiliary power transmission shaft, 95 new axle differential structure, 96 front drive shaft, 97 rear drive shaft, 98 Auxiliary power, 99 auxiliary power transmission shaft. On the basis of the previous embodiment, the present embodiment adopts the differential gear structure of the new axle mode, and the driving computer synthesizes the driving data, and freely distributes the power of the front and rear axles according to different road conditions (the principle is the same as that of the left and right power distribution of the axle. The front and rear axles of the invention all adopt the vehicle active differential transmission axle 90, and the differential structure of the new axle mode is arranged in the middle. The active power of the axle can be oil-driven, electric and oil-electric hybrid power, and the auxiliary power is electric. Other with reference to embodiment 1.
以上实施例的四轮车辆只是实施例，并不限制轮数。The four-wheeled vehicles of the above embodiments are only embodiments, and the number of wheels is not limited.
上述虽然结合附图对发明的具体实施方式进行了描述，但并非对本发明保护范围的限制，在本发明的技术方案的基础上，本领域技术人员不需要付出创造性劳动即可做出的各种修改或变形仍在本发明的保护范围以内。Although the specific implementation of the invention has been described above in conjunction with the accompanying drawings, it does not limit the protection scope of the present invention. On the basis of the technical solution of the present invention, those skilled in the art can make various Modifications or variations are still within the protection scope of the present invention.
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