CN114454700A

CN114454700A - Drive axle device

Info

Publication number: CN114454700A
Application number: CN202210096302.8A
Authority: CN
Inventors: 刘树成; 姚征; 何融; 黄冀; 李国志; 朱自强; 赵晨光; 孟淼
Original assignee: Nanjing Qingyan Yiwei New Energy Power Co ltd
Current assignee: Nanjing Qingyan Yiwei New Energy Power Co ltd
Priority date: 2022-01-26
Filing date: 2022-01-26
Publication date: 2022-05-10

Abstract

The present invention relates to a drive axle device, comprising: the electric power assembly comprises a drive axle shell and two electric power assemblies, wherein the two electric power assemblies are symmetrically arranged on two sides of a first central axis of the drive axle shell, each electric power assembly comprises a brake, a driving motor, a planetary speed reducer and a driving wheel, and the brakes are sequentially connected with the driving motor and the planetary speed reducer through half shafts. By symmetrically arranging the two electric power assemblies and arranging the driving motor, the brake, the planetary reducer and the driving wheel at intervals, distributed driving can be realized, the rotating speed and the torque of the driving wheel can be more conveniently controlled, the transmission efficiency is improved, and electric power and braking energy are effectively utilized; through setting up two brakes in the transaxle casing, set up two driving motor and two planet reducers respectively in the drive wheel that corresponds, can improve the space utilization inside and the transaxle casing of drive wheel.

Description

Drive axle device

Technical Field

The invention relates to the technical field of automobiles, in particular to a drive axle device.

Background

The transaxle is a mechanism located at the end of the drive train that changes the rotational speed and torque from the transmission and transmits them to the drive wheels. The drive axle is generally composed of a main speed reducer, a differential, a wheel transmission device, a drive axle housing and the like, and the steering drive axle is also provided with a constant velocity universal joint. In addition, the transaxle is also subjected to vertical, longitudinal, and lateral forces, as well as braking moments and reaction forces acting between the road surface and the frame or body.

Chinese patent document CN213291965U discloses a tandem drive axle assembly for a pure electric vehicle, which provides a main centralized electric drive axle, including a differential, a half shaft, wheels, a first motor and a second motor, wherein the first motor is connected to a first reduction gear and a first single planetary gear row speed change mechanism, the second motor is connected to a second reduction gear and a second single planetary gear row speed change mechanism, and the inner gear rings of the first single planetary gear row speed change mechanism and the second single planetary gear row speed change mechanism are fixed to a transmission housing. In CN213291965U, the differential is disposed in the middle of the drive axle and is provided with two motors, two speed reducers and two speed change mechanisms are disposed on two sides of the differential respectively, and the structure of engaging the multi-stage gears in the two speed reducers and the two speed change mechanisms makes the transmission efficiency of the electric drive axle low and the waste of electric power and braking energy serious.

Chinese patent document CN210390735U discloses a dual-motor drive axle device, which provides a main centralized electric drive axle, comprising: a transaxle housing extending in a lateral direction of the vehicle; the two wheel edge structures are respectively arranged at two ends of the drive axle shell; and a main reducing assembly connected to the drive axle housing, the main reducing assembly including: two driving motors; and the gear speed reducing mechanism is provided with an input end and an output end, the input end is connected with the two driving motors, and the output end is connected with the two wheel edge structures. In CN210390735U, be provided with two motors, two driving motor and gear reduction mechanism are integrated to be the main assembly that subtracts, and set up in electric drive axle's middle part, and drive power passes through the wheel that differential mechanism retransmitted to both sides from two motors through gear reduction mechanism, and then drives the wheel, utilizes a differential mechanism to carry out centralized drive, and the lower main assembly that subtracts of transmission efficiency and drive axle casing parallel arrangement causes the structure of this electric drive axle not compact enough, occupation space is great easily.

Disclosure of Invention

In view of the above, there is a need for a transaxle apparatus that can achieve distributed driving, improve transmission efficiency, more conveniently control the rotation speed and torque of the driving wheels, and simultaneously achieve effective use of electric power and braking energy.

A drive axle assembly comprising:

a drive axle housing having a first central axis;

the two electric power assemblies are symmetrically arranged on two sides of the first central axis of the drive axle shell, each electric power assembly comprises a brake, a drive motor, a planetary speed reducer and a drive wheel, the brakes are sequentially connected with the drive motor and the planetary speed reducer through half shafts, and the planetary speed reducer is in transmission connection with the drive wheel;

the two brakes are symmetrically arranged in the drive axle housing about the first central axis, and the two drive motors and the two planetary reducers are respectively arranged in the corresponding drive wheels.

By symmetrically arranging the two electric power assemblies and arranging the driving motor, the brake, the planetary reducer and the driving wheel at intervals, distributed driving can be realized, the rotating speed and the torque of the driving wheel can be more conveniently controlled, the transmission efficiency is improved, and electric power and braking energy are effectively utilized; the two driving motors and the two planet speed reducers are respectively arranged in the corresponding driving wheels, so that the utilization rate of the internal space of the driving wheels can be improved; through setting up two brakes alone in the transaxle housing, can improve transaxle housing inner space utilization, and because the internal inner space of transaxle housing is great, be favorable to the lectotype of stopper, and the installation and the dismantlement of the stopper of being convenient for of ability improve maintainability.

In one embodiment, each of the electric power assemblies further includes a dual chamber air chamber connected to the brake to provide the brake with a service braking mode and a parking braking mode.

In one embodiment, the half shafts each have a second central axis, the second central axes of the half shafts being coincident with each other, and the second central axes both intersecting the first central axis.

In one embodiment, the power output shafts of the two driving motors have third central axes, and the third central axes and the second central axes are coincident with each other.

In one embodiment, the planetary speed reducer and the rotation center of the driving wheel are both located on the second central axis.

In one embodiment, the drive axle device further includes a first controller and a second controller, the first controller and the second controller are connected to the two driving motors in a one-to-one correspondence manner, and the first controller and the second controller are respectively used for controlling the rotation speeds of the corresponding driving motors.

In one embodiment, the drive axle device further includes an electronic differential electrically connected to the first controller and the second controller, respectively, and the electronic differential is configured to output a control command to the first controller and the second controller.

In one embodiment, the brake is a caliper disc brake.

In one embodiment, the drive motor comprises an outer rotor motor.

In one embodiment, the planetary reducer comprises a two-stage planetary reducer or a single-stage planetary reducer.

In the scheme, the two electric power assemblies are symmetrically arranged, and the driving motor, the brake, the planetary reducer and the driving wheel are arranged at intervals, so that distributed driving can be realized, the rotating speed and the torque of the driving wheel can be more conveniently controlled, the transmission efficiency is improved, the electric power and the braking energy are effectively utilized, and the two electric power assemblies are arranged on the same axis, so that the whole structure is more compact; the two driving motors and the two planet speed reducers are respectively arranged in the corresponding driving wheels, so that the utilization rate of the internal space of the driving wheels can be improved; through setting up two brakes alone in the transaxle housing, can improve transaxle housing inner space utilization, and because the internal inner space of transaxle housing is great, be favorable to the lectotype of stopper, and the installation and the dismantlement of the stopper of being convenient for of ability improve maintainability.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention.

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic structural line diagram of a transaxle apparatus according to an embodiment of the present invention;

FIG. 2 is a schematic structural wire frame diagram of a tandem axle assembly of a pure electric vehicle according to an embodiment of the background art;

fig. 3 is a schematic structural wire frame diagram of a dual-motor drive axle device according to another embodiment of the prior art.

Description of the reference numerals

10. A drive axle device; 100. a transaxle housing; 110. a first central axis; 200. an electric power assembly; 210. a brake; 220. a drive motor; 221. a third central axis; 230. a planetary reducer; 240. a drive wheel; 250. a half shaft; 251. a second central axis; 260. a reducer housing; 270. a dual chamber air chamber; 20. a motor; 30. a differential mechanism; 40. and (7) wheels.

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.

To facilitate understanding of technical solutions of the embodiments of the present application, before describing specific embodiments of the present application, some technical terms in the technical field to which the embodiments of the present application belong are briefly described.

NVH (Noise, Vibration, Harshness), i.e., Noise, Vibration, and Harshness. This is a comprehensive measure of the quality of a vehicle's manufacture and gives the vehicle user the most immediate and surface experience. For automobiles, the NVH problem exists everywhere, and the sources generated according to the problem can be divided into three major parts, namely engine NVH, vehicle body NVH and chassis NVH, and further can be further divided into aerodynamic NVH, air conditioning system NVH, road driving NVH, brake system NVH and the like. Acoustic harshness, which may also be referred to as harshness or impact characteristics, is related to the transient nature of vibration and noise, describes the subjective perception of vibration and noise by the human body and cannot be directly measured by objective measurement methods. The comfort of passengers in the automobile and the strength and service life of automobile parts caused by vibration belong to the research category of NVH. From the NVH point of view, a vehicle is a system consisting of an excitation source (engine, transmission, etc.), a vibration transmitter (consisting of suspension system and attachment) and a noise emitter (body).

FIG. 2 is a schematic structural line frame diagram illustrating a tandem axle assembly of a pure electric vehicle in an embodiment of the background art; FIG. 3 is a schematic structural line diagram of a dual-motor drive axle device in another embodiment of the prior art; for convenience of explanation, only portions related to the embodiments of the present application are shown.

As described in the background art, please refer to fig. 2, an embodiment of the background art provides a pure electric vehicle tandem axle assembly disclosed in chinese patent document CN213291965U, where the pure electric vehicle tandem axle assembly includes wheels 40, a differential 30 and motors 20, and the embodiment is provided with two motors 20, that is, two speed reducers and two speed change mechanisms are respectively disposed at two ends of the differential 30, but the structure of engaging multi-stage gears in the two speed reducers and the two speed change mechanisms makes the transmission efficiency of the pure electric vehicle tandem axle assembly low and wastes electric power and braking energy seriously. Referring to fig. 3, another embodiment of the background art provides a dual-motor drive axle device disclosed in chinese patent document CN210390735U, the dual-motor drive axle device includes wheels 40, a differential 30 and motors 20, and the transmission efficiency is low because one differential 30 is used for centralized driving.

In this regard, it is necessary to provide a transaxle assembly 10 that can realize distributed driving, improve transmission efficiency, more conveniently control the rotation speed and torque of the driving wheels 240, and simultaneously realize effective use of electric power and braking energy.

Referring to fig. 1, the embodiment of the present invention relates to a drive axle device 10, which includes a drive axle housing 100 and two electric power assemblies 200, wherein the drive axle housing 100 has a first central axis 110, and the two electric power assemblies 200 are symmetrically disposed on two sides of the first central axis 110 of the drive axle housing 100. It should be appreciated that transaxle housing 100 is a symmetrical structure along first central axis 110. The two electric power assemblies 200 are arranged symmetrically left and right along the first central axis 110.

Referring to fig. 1, each electric powertrain 200 includes a brake 210, a driving motor 220, a planetary reducer 230, and driving wheels 240. Specifically, the electric power assembly 200 located on the left side of the first central axis 110 includes a brake 210, a driving motor 220, a planetary reducer 230, and a driving wheel 240, which are arranged in this order from the right to the left. The electric power assembly 200 located on the right side of the first central axis 110 includes a brake 210, a driving motor 220, a planetary reducer 230, and a driving wheel 240 arranged in this order from left to right. By symmetrically arranging the two electric power assemblies 200 and arranging the brake 210, the driving motor 220, the planetary reducer 230 and the driving wheel 240 at intervals, distributed driving can be realized, the rotating speed and the torque of the driving wheel 240 can be more conveniently controlled, the transmission efficiency can be improved, and electric power and braking energy can be effectively utilized. The planetary reducer 230 employs a primary planetary reducer 230.

Referring to fig. 1, the brake 210 is connected to the driving motor 220 and the planetary reducer 230 through a half shaft 250 in sequence. Specifically, brake 210 is drivingly connected to half-shafts 250, and brake 210 is used to control the rotational speed of half-shafts 250. The power output end of the driving motor 220 is connected to the planetary reducer 230 through the half shaft 250, and the planetary reducer 230 is in transmission connection with the driving wheel 240 to drive the driving wheel 240 to rotate. Because the power output end of the driving motor 220 is directly connected with the planetary reducer 230 through the half shaft 250, a differential mechanism used in the related technology is omitted, the power transmission level is reduced, the NVH performance of the whole vehicle is facilitated, and the sensitivity of power transmission is better.

It should be understood that the driving motor 220 transmits the torque to the planetary reducer 230, and the planetary reducer 230 transmits the torque to the driving wheel 240, so as to drive the driving wheel 240 to rotate. Specifically, the planetary reducer 230 is disposed at a central position of the driving wheel 240, so that the planetary reducer 230 moves the corresponding driving wheel 240. The planetary gear unit 230 is disposed in a gear unit case 260, and the gear unit case 260 is disposed in the drive wheel 240. The distributed planetary reducer 230 is used for driving the driving wheel 240, so that the rotating speed and the torque of the driving wheel 240 can be better controlled, and the chassis of the intelligent wire-controlled vehicle is easy to realize.

Referring to fig. 1, the two brakes 210 are symmetrically disposed in the transaxle case 100 about the first central axis 110, and the two driving motors 220 and the two planetary reducers 230 are disposed in the corresponding driving wheels 240, respectively. The space utilization inside the driving wheel 240 and inside the transaxle case 100 can be improved. Meanwhile, the two driving motors 220 are supported by the driving wheels 240, so that the two driving motors 220 are not loaded, and the whole structure is more reliable and efficient.

It should be understood that the two brakes 210 are disposed in the middle of the transaxle assembly 10, which facilitates the installation and removal of the brakes 210 and improves the maintainability; on the other hand, the development cost and difficulty of the mechanical brake 210 are reduced, and the mechanical braking reliability and the service life of the drive axle device 10 are improved.

Two brakes 210 are separately arranged in the drive axle housing 260, so that the utilization rate of the internal space of the drive axle housing 260 can be improved, and the drive axle housing 260 has a larger internal space, thereby being beneficial to the model selection of the brakes 210. It should be understood that the tonnage of the vehicle is different for different types of vehicles, and the larger the tonnage of the vehicle is, the larger the braking force is required, if the brake 210 is disposed in the transaxle case 100 together with other components, the layout space in the transaxle case 100 may be insufficient, which affects the type selection of the brake 210, and if the brake 210 with a smaller type is selected, the braking effect may be affected. By separately providing the two brakes 210 in the transaxle case 260, it is possible to ensure both the braking effect and the sufficient arrangement space in the transaxle case 100.

It is further understood that the brake 210 is a device having a function of decelerating, stopping, or maintaining a stopped state of a moving member (or moving machine). Is a mechanical part that stops or decelerates moving parts in a machine. Commonly called brake and brake. The brake 210 is mainly composed of a braking frame, a braking member, an operating device, and the like. Some brakes 210 also incorporate automatic adjustment of the brake clearance. By controlling the brake 210, the rotational speed of the half shaft 250 can be controlled, and thus the rotational speed of the drive wheel 240 can be controlled.

Referring to fig. 1, each electric powertrain 200 further includes a dual chamber air chamber 270 coupled to the brake 210 to provide the brake 210 with a service braking mode and a parking braking mode. It is understood that the working principle of the dual chamber brake chamber is as follows: during service braking, compressed air enters the first cavity through the air inlet, acts on the diaphragm, overcomes the compression spring and moves rightwards, and the generated braking force acts on the gap adjusting arm to brake the driving wheel 240. When the pressure of the first cavity is reduced, the compression spring pushes the diaphragm and the push disc to return. In the parking brake, when the pressure of the second chamber is fully or partially released, the compression spring applies the brake to the driving wheel 240 through the piston and the push rod. When the second chamber is not pressurized, the braking force is maximum. Since the braking force comes from mechanical braking, i.e. compression of the spring force, the spring chamber can be used for parking braking. When the brake is released, the pressure in the second chamber is increased through the other port. In an emergency, dual chamber plenum 270 has a mechanical release for the spring chamber. And in case that the pressure of the other port is zero, the stop brake is released by screwing out the screw by using the wrench. Due to the energy storage of the dual chamber 270, the vehicle can maintain a good braking state even when it is parked for a long time. Meanwhile, the parking brake function can be realized, so that the parking brake is safer and more reliable. In one embodiment, the brake 210 is a caliper disc brake. A caliper disc brake (caliper disc brake) is one type of disc brake. Its rotating element is a metal disc working with end faces, called a brake disc. The fixed elements are brake blocks consisting of friction blocks with small working area and metal back plates thereof, 2-4 brake blocks are arranged in each brake, and the brake blocks and actuating devices thereof are arranged in clamp-shaped brackets crossing two sides of a brake disc, which are collectively called brake calipers. The brake disc and the brake caliper together form a caliper disc brake. The caliper disc brake has strong heat dissipation capability and good thermal stability. The caliper disc brake can be divided into a fixed caliper disc type and a floating caliper disc type according to the structural type of the brake caliper, and the caliper disc brake can be selected according to the actual use condition, and the embodiment of the application is not particularly limited to this.

Referring to FIG. 1, the axle shafts 250 each have a second central axis 251, the second central axes 251 of the axle shafts 250 being coincident with each other, and the second central axes 251 each intersecting the first central axis 110. The power output shafts of the two drive motors 220 have third central axes 221, and the third central axes 221 and the second central axes 251 coincide with each other. The second central axis 251 and the third central axis 221 intersect perpendicularly with the first central axis 110, respectively, and the rotation center of the planetary reducer 230 is located on the second central axis 251. The center of rotation of the drive wheel 240 is also located on the second central axis 251. That is, the half shafts 250 are coaxially installed with the corresponding driving motors 220, the corresponding planetary reducers 230, and the corresponding driving wheels 240, respectively, so that the overall structure can be more compact, vibration can be reduced, power transmission is facilitated, the motion of the corresponding driving wheels 240 can be controlled, the moment bearing of the driving motors 220 can be realized, but the bearing is not realized, and the vibration can be further reduced.

Referring to fig. 1, the transaxle assembly 10 further includes a first controller, a second controller, and an electronic differential. The first controller and the second controller are connected with the two driving motors 220 in a one-to-one correspondence manner, and the first controller and the second controller are respectively used for controlling the rotating speeds of the corresponding driving motors 220.

Referring to fig. 1, the electronic differential is electrically connected to the first controller and the second controller, respectively. The electronic differential is used for outputting control instructions to the first controller and the second controller, and the first controller and the second controller are used for transmitting working parameters of the electronic differential to the electronic differential. That is, signals between the electronic differential and the first and second controllers are transmitted in two directions, and the electronic differential adjusts the rotation speed of the corresponding driving motor 220 through the first and second controllers, so as to balance the torque difference between the two half shafts 250 correspondingly connected to the power output ends of the two driving motors 220. The two driving motors 220 are independently controlled, and an electronic differential mechanism is adopted, so that a mechanical differential mechanism is not needed, and the transmission efficiency, the control accuracy, the reliability and the electromagnetic performance are improved.

Referring to fig. 1, the driving motor 220 is an external rotor motor. The outer rotor motor can output a large torque, and the speed ratio of the planetary reducer 230 can be reduced under the condition that the driving wheel 240 outputs a certain torque, so that the size of the planetary reducer 230 is reduced, and the development difficulty and cost of the planetary reducer 230 are lowered.

When the transaxle device 10 according to the present embodiment is used, the electronic differential outputs a control command to the first controller and the second controller. The first controller and the second controller respectively control the rotation speed of the corresponding driving motor 220.

The driving motors 220 located on the left side of the first central axis 110 and the right side of the first central axis 110 respectively transmit the torque to the corresponding half shafts 250, the corresponding half shafts 250 transmit the torque to the corresponding planetary gear reducers 230, and the corresponding planetary gear reducers 230 finally transmit the torque to the driving wheels 240 to drive the driving wheels 240 to rotate. The electronic differential adjusts the rotation speed of the corresponding driving motor 220 through the first controller and the second controller, so as to balance the torque difference between the two half shafts 250 correspondingly connected with the power output ends of the two driving motors 220. The two driving motors 220 are independently controlled, and an electronic differential mechanism is adopted, so that a mechanical differential mechanism is not needed, and the transmission efficiency, the control accuracy, the reliability and the electromagnetic performance are improved. It should be understood that when the output rotation speeds of the two driving motors 220 are different, the corresponding rotation speeds of the driving wheels 240 are different, and differential speed adjustment can be realized.

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.

Claims

1. A drive axle assembly, comprising:

a drive axle housing having a first central axis;

2. The transaxle assembly of claim 1 wherein each of the electric power assemblies further comprises a dual chamber air chamber coupled to the brake to provide the brake with a service brake mode and a parking brake mode.

3. The drive axle arrangement of claim 1 wherein both of said axle shafts have second central axes, said second central axes of both of said axle shafts being coincident with each other, both of said second central axes intersecting said first central axis.

4. The transaxle assembly of claim 3 wherein the power output shafts of the two drive motors have third central axes, the third central axes and the second central axes being coincident with each other.

5. The transaxle assembly of claim 3 wherein the planetary gear reducer and the drive wheel each have a center of rotation that is located on the second central axis.

6. The drive axle device according to claim 1, further comprising a first controller and a second controller, wherein the first controller and the second controller are connected to the two driving motors in a one-to-one correspondence manner, and the first controller and the second controller are respectively used for controlling the rotation speeds of the corresponding driving motors.

7. The drive axle device of claim 6, further comprising an electronic differential electrically connected to the first controller and the second controller, respectively, the electronic differential configured to output control commands to the first controller and the second controller.

8. The transaxle assembly of claim 1 wherein the brake is a caliper disc brake.

9. The drive axle device according to claim 1, wherein the drive motor comprises an outer rotor motor.

10. The drive axle arrangement of claim 1, wherein the planetary reduction gear comprises a single stage planetary reduction gear.