CN116424033A - Automobile duplex driving axle - Google Patents

Abstract

The application relates to an automobile duplex driving axle, which comprises a middle axle assembly, comprises a motor, a double-speed reducer, an inter-axle differential and a driven piece; the motor can drive the double-speed reducer to rotate around a first axis, the double-speed reducer can drive the inter-axle differential to rotate around a second axis, the inter-axle differential can drive the driven piece to rotate around a third axis, and the double-speed reducer and the driven piece are arranged on two sides of the inter-axle differential along a first direction; the middle axle assembly is connected with the rear axle assembly by virtue of the transmission shaft; wherein, the double-speed reducer, the inter-axle differential and the driven piece are all configured into a cylindrical gear structure; the first axis, the second axis and the third axis are parallel to each other, and the first direction and the first axis are perpendicular to each other. By adopting the cylindrical gear structure, the structure layout of the automobile duplex drive axle is compact, the consumption of axial force of the automobile duplex drive axle is reduced, and the transmission efficiency is improved.

Description

Automobile duplex driving axle

Technical Field

The application relates to the field of automobile axles, in particular to an automobile duplex drive axle.

Background

The automobile axle bears the functions of bearing, walking, braking, torque increasing, torque transmitting and reasonable distribution to left and right wheels of the whole automobile. The torque to be transmitted is greater inside the heavy duty commercial vehicle than in the normal commercial vehicle, so a more powerful engine is selected, which has a higher requirement on the drive train, where the drive axle plays a critical role.

The conventional heavy commercial vehicle mostly adopts a double-drive axle, namely adopts a technology of combining a middle axle drive with a rear axle drive, wherein the automobile double-drive axle mostly adopts a bevel gear pair structure so as to realize speed reduction and differential and output power to a transmission shaft. The automobile duplex driving axle has the advantages of complex structure, high cost, large occupied space and low transmission efficiency.

Disclosure of Invention

Based on this, this application provides an automobile duplex transaxle to simplify the structure, reduce cost, reduce occupation space and promote transmission efficiency.

An automotive tandem drive axle, the automotive tandem drive axle comprising: the middle axle assembly comprises a motor, a double-speed reducer, an inter-axle differential and a driven piece; the motor can drive the double-speed reducer to rotate around a first axis, the double-speed reducer can drive the inter-axle differential to rotate around a second axis, the inter-axle differential can drive the driven piece to rotate around a third axis, and the double-speed reducer and the driven piece are arranged on two sides of the inter-axle differential along a first direction; the middle axle assembly is connected with the rear axle assembly by virtue of the transmission shaft; wherein, the double-speed reducer, the inter-axle differential and the driven piece are all configured into a cylindrical gear structure; the first axis, the second axis and the third axis are parallel to each other, and the first direction and the first axis are perpendicular to each other.

The middle axle assembly is integrated, the double-speed reducer, the axis differential mechanism and the driven piece are arranged along the first direction, so that the arrangement of the transmission mechanism of the automobile duplex driving axle is more compact, the weight of the automobile duplex driving axle is reduced, the light-weight design is realized, the cost of the automobile duplex driving axle is reduced, and the realization of batch production and practical application is facilitated. By adopting the cylindrical gear structure, the structure layout of the automobile duplex drive axle is compact, compared with the mode of meshing through bevel gears, the axial component force does not exist when the cylindrical gear pair is meshed, and additional radial force is not needed to balance moment, so that the consumption of the axial force of the automobile duplex drive axle is reduced, and the transmission efficiency is improved.

In one embodiment, a two-speed reduction gear includes a drive assembly including a first drive unit and a second drive unit having different gear ratios and a drive spur gear; the first transmission unit and the second transmission unit are both configured into a cylindrical gear structure and are respectively positioned at two ends of the driving cylindrical gear along the second direction; the driving cylindrical gear can rotate around a first axis under the drive of the first transmission unit and the second transmission unit; the second direction and the first axis are parallel to each other.

In one embodiment, the two-speed reducer further comprises a gear shifting piece and an input shaft, the input shaft can rotate around the first axis under the drive of the motor, the gear shifting piece is sleeved on the input shaft and can be movably combined with the input shaft along the second direction, and the gear shifting piece can be in transmission connection with the first transmission unit or the second transmission unit in the process of moving the gear shifting piece along the second direction.

In one embodiment, the inter-axle differential includes a driven spur gear engaged with the driving spur gear in a first direction, the driven spur gear being rotatable about a second axis under the drive of the driving spur gear.

In one embodiment, the number of teeth of the driving spur gear is less than the number of teeth of the driven spur gear.

In one embodiment, the intermediate axle assembly includes a drive bevel gear, the inter-axle differential further includes a ring gear set including a first ring gear engaged with the driven member in a first direction and a second ring gear drivingly connected to the drive bevel gear, the second ring gear being capable of driving the drive bevel gear to rotate about a second axis.

In one embodiment, the inter-axle differential further includes a planetary gear set including a first planetary gear and a second planetary gear, the first planetary gear and the second planetary gear are respectively disposed through the driven cylindrical gear along a second direction, the second direction is parallel to the second axis, the first planetary gear and the second planetary gear are configured as a cylindrical gear structure, the first planetary gear is engaged between the first gear ring and the second planetary gear, the second planetary gear is engaged with the second gear ring, the first planetary gear can drive the first gear ring to rotate around the second axis, and the second planetary gear can drive the second gear ring to rotate around the second axis.

In one embodiment, the first planet wheel is provided with a first transmission member and a second transmission member on both sides of the second axis, respectively, the first transmission member being for engaging the first ring gear, and the second transmission member being for engaging the second planet wheel.

In one embodiment, the second planet wheel is provided with a third transmission member on one side of the first axis, the third transmission member being meshed between the second transmission member and the second ring gear.

In one embodiment, the intermediate axle assembly further comprises an output shaft, one end of the output shaft on the third axis can be in transmission connection with the driven member, and the other end of the output shaft is connected with the transmission shaft so as to output power of the driven member to the rear axle assembly through the transmission shaft.

Drawings

FIG. 1 is a cross-sectional view of an electric double drive axle assembly in some embodiments of the present application.

Fig. 2 is a cross-sectional view of a two-speed reduction gear in some embodiments of the present application.

FIG. 3 is a cross-sectional view of an inter-axle differential coupling a first drive bevel gear in some embodiments of the present application.

FIG. 4 is an exploded view of an inter-axle differential coupling first drive bevel gear in some embodiments of the present application.

Fig. 5 is a cross-sectional view of a follower-coupled output shaft in some embodiments of the present application.

Detailed Description

In order to make the above objects, features and advantages of the present application more 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 application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., these terms refer to the orientation or positional relationship based on the drawings, which are merely for convenience of description and simplification of description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

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

In this application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If 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, if any, are for descriptive purposes only and do not represent a unique embodiment.

The motor vehicle drive axle is located at the end of the motor vehicle drive train for transmitting power from the power system and distributing the power reasonably to the different drive wheels, and in addition to taking up vertical, longitudinal and transverse forces acting between the road surface and the frame or body. In heavy-duty automobiles, in order to ensure the stability of the running process of the automobile, a structure of a duplex driving axle is often adopted, namely, a middle axle assembly 100 connected with a rear axle assembly 200 is additionally arranged, and the middle axle assembly 100 and the rear axle assembly 200 jointly form the automobile duplex driving axle 1000 so as to bear and transmit larger torque and keep proper axle torque among all driving axles.

Referring to fig. 1, fig. 1 illustrates a cross-sectional view of an automotive tandem axle 1000 in some embodiments of the present application. In some embodiments, automotive tandem drive axle 1000 includes a center axle assembly 100, a propeller shaft 300, and a rear axle assembly 200. The center axle assembly 100 is connected to the rear axle assembly 200 by means of a propeller shaft 300 to achieve power transmission of the drive wheels.

The center bridge assembly 100 is used to transfer forces in all directions between the frame and the drive wheels of the center bridge, and bending moments and torques generated thereby, and is typically disposed in the center of the vehicle. The center bridge assembly 100 in this application is a driving bridge, and the rear bridge assembly 200 is a driven bridge.

In some embodiments, the intermediate axle assembly 100 includes a motor 110, a two-speed reducer 120, an inter-axle differential 130, a first drive bevel gear 140, and a driven member 150, the motor 110 being capable of driving the two-speed reducer 120 to rotate about a first axis X1, the two-speed reducer 120 being capable of driving the inter-axle differential 130 to rotate about a second axis X2, the inter-axle differential 130 being capable of driving the driven member 150 to rotate about a third axis X3, the inter-axle differential 130 being capable of driving the first drive bevel gear 140, the inter-axle differential 130 being disposed along the third axis X3 with the first drive bevel gear 140, the two-speed reducer 120 and the driven member 150 being disposed on either side of the inter-axle differential 130 along a first direction S1, wherein the two-speed reducer 120, the inter-axle differential 130, and the driven member 150 are each configured as a cylindrical gear structure; the first axis X1, the second axis X2 and the third axis X3 are parallel to each other, and the first direction S1 and the first axis X1 are perpendicular to each other.

The middle bridge assembly 100 is integrally arranged, so that the arrangement of a transmission mechanism of the automobile duplex driving axle 1000 is more compact, the weight of the automobile duplex driving axle 1000 is reduced, the design of light weight is realized, the cost of the automobile duplex driving axle 1000 is reduced, and the realization of batch production and practical application is facilitated.

By adopting the cylindrical gear structure, the structure layout of the automobile duplex drive axle is compact, compared with the mode of meshing through bevel gears, the axial force consumption of the automobile duplex drive axle is reduced, and the transmission efficiency is improved.

It should be noted that the first axis, the second axis and the third axis may be disposed in the same spatial plane, or may be disposed in different spatial planes.

The motor 110 is used for power input of an automobile drive axle, and the motor 110 generates power to drive the automobile. Generally, the motor 110 is used for converting electric energy into mechanical energy, and has the characteristics of wide speed regulation range, large starting torque, high backup power, high efficiency, high reliability and the like.

The two-speed reduction gear 120 provides power for the tandem drive axle 1000 of the vehicle on the one hand and provides the appropriate output rotational speed for the tandem drive axle 1000 of the vehicle on the other hand. Rotation of the inter-axle differential 130 on the one hand drives the follower 150 and the output shaft 160 to rotate to provide drive to the rear axle assembly 200 and on the other hand drives the first drive bevel gear 140 to rotate to provide drive to the drive wheels of the intermediate axle.

The two-speed reduction gear 120 provided in the embodiments of the present application will be described in detail.

Referring to fig. 2, fig. 2 shows a schematic diagram of a two-speed reduction gear 120 in some embodiments of the present application. In some embodiments, two-speed reducer 120 includes an input shaft 121, a drive spur gear 122, a transmission assembly, and a shifter 125. Two-speed reducer 120 effects a reduction in rotational speed through the gear ratio between the drive components and transmits torque to an inter-axle differential 130.

The input shaft 121 is connected to the motor 110 for inputting power of the motor 110, and the input shaft 121 is rotatable about the first axis X1 by driving force of the motor 110. Specifically, the input shaft 121 is a spline shaft, the motor 110 is provided with a spline hole, and the input shaft 121 is connected with the motor 110 through the spline shaft connecting the spline hole. Typically, the spline connection is uniformly stressed, can bear a large load, has good guiding performance, and is beneficial to the power transmission of the motor 110.

The transmission assembly is capable of transmitting power of the input shaft 121 to drive the driving cylindrical gear 122 to rotate about the first axis X1, and includes a first transmission unit 123 and a second transmission unit 124, each of the first transmission unit 123 and the second transmission unit 124 being configured as a cylindrical gear structure and being respectively located at both ends of the driving cylindrical gear 122 in a second direction S2 parallel to the first axis X1, the first transmission unit 123 and the second transmission unit 124 having different transmission ratios. The second direction S2 is perpendicular to the first direction S1. The transmission component is to reduce the speed of the driving cylindrical gear 122, and then reduce the speed of the inter-axle differential 130 through the driving cylindrical gear 122, so that a good speed reducing effect can be obtained. The different transmission ratios can enable the double-speed reducer 120 to have different speed reduction gears, and a proper speed reduction effect is obtained through switching the speed reduction gears under different road conditions, so that the power continuity during running is ensured, and the double-speed reducer is suitable for running under different road conditions.

The gear shifting piece 125 is sleeved on the input shaft 121, a spline hole is formed in the center of the gear shifting piece 125, the input shaft 121 is a spline shaft, and the gear shifting piece 125 is sleeved on the input shaft 121 through the spline shaft connecting the spline hole. The spline connection ensures smooth transmission of power between the input shaft 121 and the shift member 125.

The gear shifting member 125 can be movably matched with the input shaft 121 along the second direction S2 under the action of external force, the gear shifting member 125 has a first state and a second state in the moving process along the second direction S2, under the first state, the gear shifting member 125 is in transmission connection with the first transmission unit 123, so that the input shaft 121 drives the first transmission unit 123 to rotate around the first axis X1, and a first transmission ratio is provided between the input shaft 121 and the driving cylindrical gear 122; in the second state, the shift member 125 is drivingly connected to the second transmission unit 124 such that the input shaft 121 drives the second transmission unit 124 to rotate about the first axis X1, and a second gear ratio is provided between the input shaft 121 and the driving spur gear 122.

In a possible embodiment, the first gear ratio is greater than the second gear ratio, and the shift member is switched to the first state when the speed is low and the load is high, so that the first gear ratio is provided between the input shaft 121 and the driving spur gear 122, and the shift member 125 is switched to the second state when the speed is low and the load is high, so that the second gear ratio is provided between the input shaft 121 and the driving spur gear 122.

In some embodiments, the first transmission unit 123 is disposed at an end of the driving cylindrical gear 122 on the first axis X1 near the motor 110, the first transmission unit 123 includes a first reduction sun gear 1231, a first reduction planetary gear 1232, and a first reduction gear ring 1233, in the first state, the first reduction sun gear 1231 is capable of being in driving connection with the gear shifter 125, the first reduction sun gear 1231 is engaged with the first reduction planetary gear 1232, and the first reduction planetary gear 1232 is engaged between the first reduction sun gear 1231 and the first reduction gear ring 1233.

The first reduction sun gear 1231 is provided with a splined hole along the center of the first axis X1, and part of the shift member 125 is provided as a spline shaft, and the first reduction sun gear 1231 can be in driving connection with the shift member 125 by combining the spline shaft with the splined hole. The spline connection ensures smooth transmission of power between the shift member 125 and the first reduction sun gear 1231.

In some embodiments, the second transmission unit 124 is disposed at an end of the driving cylindrical gear 122 on the first axis X1, which is far away from the motor 110, and the second transmission unit 124 and the first transmission unit 123 are disposed opposite to each other along the first axis X1. The second transmission unit 124 includes a second reduction sun gear 1241, a second reduction planetary gear 1242, and a second reduction gear ring 1243, in which, in the second state, the second reduction sun gear 1241 can be in transmission connection with the gear shift 125, the second reduction sun gear 1241 is engaged with the second reduction planetary gear 1242, and the second reduction planetary gear 1242 is engaged between the second reduction sun gear 1241 and the second reduction gear ring 1243.

The second reduction sun gear 1241 is provided with a splined hole along the center of the second axis X2, and part of the shift member 125 is provided as a spline shaft, and the second reduction sun gear 1241 can be in driving connection with the shift member 125 by combining the spline shaft with the splined hole. The spline connection ensures smooth transmission of power between the shift member 125 and the second reduction sun gear 1241.

In some embodiments, the first transmission unit 123 further includes a first reduction planetary carrier 1234, the second transmission unit 124 further includes a second reduction planetary carrier 1244, the transmission assembly further includes a planetary axle 126, one end of the planetary axle 126 is connected to the first reduction planetary carrier 1234, and the other end is connected to the second reduction planetary carrier 1244 after passing through the first reduction planetary wheel 1232, the driving cylindrical gear 122 and the second reduction planetary wheel 1242. The first reduction planetary gears 1232 are fixed between the first reduction planetary carrier 1234 and the driving spur gear 122 by the planetary wheel shafts 126, and the second reduction planetary gears 1242 are fixed between the second reduction planetary carrier 1244 and the driving spur gear 122. When the first reduction planetary gear 1232 or the second reduction planetary gear 1242 rotates, the first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 may be driven to rotate, thereby driving the driving spur gear 122 to rotate. The number of planetary axles 126 corresponds to the number of first and second reduction planets 1232, 1242.

The first and second reduction planetary carriers 1234 and 1244 are provided with circumferential distribution holes, and the shaft diameters of both ends of the planetary wheel shafts 126 are matched with the diameters of the distribution holes. In order to reduce wear of the planetary axle 126 and the first reduction planetary gear 1232, the driving cylindrical gear 122 and the second reduction planetary gear 1242, bearings are arranged between the planetary axle 126 and the first reduction planetary gear 1232, between the driving cylindrical gear 122 and between the planetary axle 126 and the second reduction planetary gear 1242, the inner diameter of each bearing is matched with the diameter of the middle part of the planetary axle 126, and the outer diameters of the bearings are respectively matched with the diameters of the first reduction planetary gear 1232, the driving cylindrical gear 122 and the second reduction planetary gear 1242.

The first transmission unit 123 sequentially sets a first reduction gear ring 1233, a first reduction planet carrier 1234, a first reduction sun gear 1231 and a first reduction planet gear 1232 along a direction that the first axis X1 is far away from the motor 110, and the second transmission unit 124 sequentially sets a second reduction sun gear 1241 and a second reduction planet gear 1242, a second reduction planet carrier 1244 and a second reduction gear ring 1243 along a direction that the first axis X1 is far away from the motor 110.

In some embodiments, two-speed reducer 120 further includes a housing, not shown, with first reduction gear ring 1233 fixedly connected to the housing and second reduction gear ring 1243 fixedly connected to the housing. The first reduction planetary gear 1232 is driven to rotate by the fixing of the first reduction gear 1233, the first reduction planetary gear carrier 1234 is driven to rotate by the fixing of the second reduction gear 1243, the second reduction planetary gear carrier 1244 is driven to rotate by the fixing of the second reduction gear 1242, at this time, the first transmission unit 123 takes the first reduction sun gear 1231 as a power input, takes the first reduction planetary gear carrier 1234 as a power output, the second transmission unit 124 takes the second reduction sun gear 1241 as a power input, takes the second reduction planetary gear carrier 1244 as a power output, the first transmission ratio of the first transmission unit 123 is the ratio of the number of teeth of the first reduction gear 1233 to the number of teeth of the first reduction sun gear 1231 plus one, and the second transmission ratio of the second transmission unit 124 is the ratio of the number of teeth of the second reduction gear 1243 to the number of teeth of the second reduction sun gear 1241 plus one.

The specific principle of operation of the two-speed reducer 120 is: in the first state, the gear shifting member 125 is in transmission connection with the first reduction sun gear 1231, the first reduction sun gear 1231 drives the first reduction planetary gears 1232 to rotate, the first reduction planetary gears 1232 drive the first reduction planetary carriers 1234 and the second reduction planetary carriers 1244 to rotate, and the first reduction planetary carriers 1234 and the second reduction planetary carriers 1244 drive the driving cylindrical gear 122 to rotate along the first axis X1; in the second state, the gear shifting member 125 is in transmission connection with the second reduction sun gear 1241, the second reduction sun gear 1241 drives the second reduction planetary gears 1242 to rotate, the second reduction planetary gears 1242 drive the first reduction planetary carriers 1234 and the second reduction planetary carriers 1244 to rotate, and the first reduction planetary carriers 1234 and the second reduction planetary carriers 1244 drive the driving cylindrical gear 122 to rotate along the first axis X1. By means of the different connection relations of the gear shifting piece 125 in different states, different transmission ratios between the input shaft 121 and the driving cylindrical gear 122 are achieved, different speed reduction effects are achieved, and the gear shifting device is suitable for different road conditions. The two-speed reducer 120 can achieve a good reduction effect, and is compact in structure and space-saving.

The inter-axle differential 130 is used to eliminate the slip phenomenon of the driving wheels of the front axle assembly and the rear axle assembly 200, so that different input angular speeds between the middle axle assembly 100 and the rear axle assembly 200 are possible, and meanwhile, the inter-axle differential 130 distributes power to the driven member 150 and the first drive bevel gear 140, so that the power distribution and the differential of the middle axle assembly 100 and the rear axle assembly 200 are realized, an independent transfer case is not required, and the weight of the automobile double-drive axle 1000 is reduced.

An inter-axle differential 130 provided in an embodiment of the present application is described in detail below.

Referring to fig. 3 and 4, fig. 3 and 4 illustrate schematic views of an inter-axle differential 130 in some embodiments of the present application coupled to a first drive bevel gear 140.

In some embodiments, the inter-axle differential 130 includes a driven spur gear 131, a planet carrier set 132, a ring gear set 133, and a planet gear set 134. The power output from the two-speed reducer 120 is transmitted to the first output member and the second output member via the driven spur gear 131, the carrier group 132, the planetary gear group 134, and the ring gear group 133, respectively. The gear ring group 133 and the planetary gear group 134 all adopt cylindrical gear structures, and all cylindrical gears are arranged along the second axis X2, so that the inter-axle component force caused by a bevel gear is avoided, meanwhile, the increase of the inter-axle arrangement space is avoided, the internal structure of the inter-axle differential 130 is more compact, and the reliability of the inter-axle differential 130 is improved.

Referring to fig. 1, the driven member 150 is configured as a first output member, the first drive bevel gear 140 is configured as a second output member, and the inter-axle differential 130 distributes power to the first and second output members, enabling power distribution of the intermediate axle assembly 100 and the rear axle assembly 200.

Driven spur gear 131 can rotate about second axis X2 under the action of double speed reducer 120, and driven spur gear 131 engages driving spur gear 122 to achieve power and torque transmission, in conjunction with fig. 1 and 2. The driving cylindrical gear 122 is adopted to drive the driven cylindrical gear 131, so that the radial bending moment of the gear pair is reduced. The driving cylindrical gear 122 engages the driven cylindrical gear 131 in the first direction S1, resulting in a compact structure of the tandem drive axle 1000 for an automobile.

In some embodiments, the number of teeth of the driving spur gear 122 is less than the number of teeth of the driven spur gear 131, resulting in a gear ratio between the two-speed reducer 120 and the inter-axle differential 130 that is greater than 1, so that the inter-axle differential 130 also has a speed reducing function.

Referring to fig. 3 and 4, the planet carrier set 132 is drivingly connected to the driven spur gear 131 along the second axis X2 for transmitting power from the driven spur gear 131. The arrangement of the planet carrier set 132 provides a mounting location for the planet wheel set 134 and transmits the power of the driven spur gear 131 to the planet wheel set 134 through the planet carrier set 132.

In some embodiments, the planet carrier set 132 includes a first planet carrier 1321 and a second planet carrier 1322, the first planet carrier 1321 and the second planet carrier 1322 are respectively disposed at two ends of the driven cylindrical gear 131 on the second axis X2, and the first planet carrier 1321 connects the driven cylindrical gear 131 and the second planet carrier 1322 along the second axis X2. The driven spur gear 131 and the second carrier 1322 are connected by the first carrier 1321 to realize power transmission, and the planetary gear set 134 is disposed at both ends of the driven spur gear 131 on the second axis X2 so that the driven spur gear 131 can be connected to the planetary gear set 134.

In the embodiment, a spline hole is formed in the center of the driven cylindrical gear 131, a spline shaft is arranged in the center of the first planet carrier 1321, the spline shaft and the spline hole are arranged along the second axis X2 and located on the same axis, and the first planet carrier 1321 is connected with the spline hole through the spline shaft to achieve connection with the driven cylindrical gear 131. The spline connection makes the first planet carrier 1321 uniformly stressed, has good guiding performance, and is beneficial to the power transmission of the driven cylindrical gear 131.

To fix the relative positions of driven cylindrical gear 131 and first carrier 1321, inter-axle differential 130 is provided with snap ring 135. The snap ring 135 is arranged on a spline shaft of the first planet carrier 1321 penetrating through one side of the spline hole, so that the driven cylindrical gear 131 is axially limited.

The first and second carriers 1321 and 1322 are coupled by fasteners 136. The first planet carrier 1321 is provided with a connection hole for the fastener 136 to pass through on the second axis X2, at least part of the connection hole is provided in the spline shaft, and the fastener 136 passes through the first planet carrier 1321 and the second planet carrier 1322 in turn, so as to realize the fixed connection of the first planet carrier 1321 and the second planet carrier 1322. Specifically, the fastener 136 is a bolt, the shaft diameter of the bolt is matched with the connecting hole of the first planet carrier 1321, and the second planet carrier 1322 is provided with a threaded hole matched with the thread diameter of the bolt, so that the first planet carrier 1321 and the second planet carrier 1322 are in threaded connection. The threaded connection structure is simple, the disassembly and the assembly are convenient, and the installation and the later overhaul and the maintenance of the inter-axle differential 130 are convenient.

Referring to fig. 1 and 4, the ring gear set 133 is used to output the power transmitted from the planetary gear set 134 to the driven member 150 and the first drive bevel gear 140, respectively, so as to distribute the power of the two-speed reducer 120 to the intermediate axle assembly 100 and the rear axle assembly 200. The arrangement of the gear ring group 133 also realizes that the planetary gear group 134 revolves around the gear ring group 133, so that the planetary gear group 134 can transmit power to the gear ring group 133, and the power transmission inside the inter-axle differential 130 is realized.

In some embodiments, the ring gear set 133 includes a first ring gear 1331 and a second ring gear 1332, the first ring gear 1331 and the second ring gear 1332 being disposed at opposite ends of the planet carrier set 132 in the second direction S2, the first ring gear 1331 connecting the driven member 150 and the second ring gear 1332 connecting the first drive bevel gear 140. The outer ring gear of the first ring gear 1331 engages the follower 150, the inner ring gear of the first ring gear 1331 engages the set of planet gears 134, and the second ring gear 1332 is an inner ring gear such that the set of planet gears 134 move about the first ring gear 1331 and the second ring gear 1332. Further, the inner walls of the first and second ring gears 1331 and 1332 are provided with circumferentially distributed cylindrical teeth for engagement with the planetary gear set 134 of the cylindrical gear structure.

In particular, in the embodiment, the first ring gear 1331 is disposed at an end of the first planet carrier 1321 facing away from the driven cylindrical gear 131 in the second direction S2, and the second ring gear 1332 is disposed at an end of the second planet carrier 1322 facing away from the driven cylindrical gear 131 in the second direction S2. The first carrier 1321 is connected to the first ring gear 1331 and is accommodated in the first ring gear 1331, and the second carrier 1322 is connected to the second ring gear 1332 and is accommodated in the second ring gear 1332.

To reduce wear between the first ring gear 1331 and the first carrier 1321 and between the second ring gear 1332 and the second carrier 1322, the first ring gear 1331 and the first carrier 1321 are connected by bearings, and the second ring gear 1332 and the second carrier 1322 are connected by bearings. The arrangement of the bearings makes the sliding resistance between the ring gear set 133 and the carrier set 132 small and the power consumption small.

The center of the second gear ring 1332 is provided with a spline hole at one end, which is far away from the driven cylindrical gear 131, on the second axis X2, the first drive bevel gear 140 is at least partially provided as a spline shaft on the second axis X2, and the spline shaft is combined with the spline hole to realize transmission connection between the second gear ring 1332 and the first drive bevel gear 140, and the second gear ring 1332 can drive the first drive bevel gear 140 to rotate around the second axis X2, so that stable transmission of power is ensured, and the power is transmitted to the driving wheel of the intermediate axle assembly 100 through the first drive bevel gear.

To fix the relative positions of the second ring gear 1332 and the first drive bevel gear 140, the second ring gear 1332 and the second drive bevel gear 210 are also coupled by fasteners 137. The center of the first drive bevel gear 140 is provided with a coupling hole for the fastener 137 to pass through on the second axis X2, and the fastener 137 passes through the coupling hole to be coupled with the screw hole of the second ring gear 1332, thereby achieving coupling and fixing of the second ring gear 1332 and the first drive bevel gear 140. Specifically, the fastener 137 is a bolt, and the shaft diameter of the bolt matches the diameter of the coupling hole of the first drive bevel gear 140. The threaded connection structure is simple, the disassembly and the assembly are convenient, and the installation and the later overhaul and maintenance are convenient.

Referring to fig. 3 and 4, the planetary gear set 134 is configured to transmit power of the planetary gear set 132 to the ring gear set 133, the planetary gear set 132 can drive the planetary gear set 134 to rotate, and the planetary gear set 134 can drive the ring gear set 133 to rotate.

In some embodiments, the planetary gear set 134 includes a first planetary gear 1341 and a second planetary gear 1342, the first planetary gear 1341 and the second planetary gear 1342 are respectively disposed through the driven cylindrical gear 131 along the second direction S2, the second direction S2 and the second axis X2 are parallel to each other, the first planetary gear 1341 and the second planetary gear 1342 are cylindrical gears, the first planetary gear 1341 is meshed between the first gear ring 1331 and the second planetary gear 1342, specifically, one end of the first planetary gear 1341 in the second direction S2 is meshed with the first gear ring 1331, the other end of the first planetary gear 1341 in the second direction S2 is meshed with the second planetary gear 1342 and the second gear ring 1332. The first planetary gears 1341 can drive the first ring gear 1331 to rotate to output power to the driven member 150, and the second planetary gears 1342 can drive the second ring gear 1332 to rotate to output power to the first drive bevel gear 140.

In some embodiments, the first planet carrier 1321 and the second planet carrier 1322 are circumferentially spaced apart with a uniform distribution hole, the first planet 1341 passes through the uniform distribution hole to connect the first planet carrier 1321 and the second planet carrier 1322 along the second axis X2, and the second planet 1342 passes through the uniform distribution hole to connect the first planet carrier 1321 and the second planet carrier 1322 along the second axis X2. The holes are uniformly distributed for the planetary gear set 134 to pass through so as to realize the connection of the planetary gear set 134 and the planetary carrier set 132. The arrangement of the evenly distributed holes is set according to the distribution of the planetary gear sets 134. The connection between the planetary gear set 134 and the planetary carrier set 132 is realized through the arrangement of the uniform distribution holes, so that the planetary carrier set 132 can drive the planetary gear set 134 to rotate.

Placement of the planetary gear set 134 allows power from the planet carrier set 132 to be distributed to the first ring gear 1331 and the second ring gear 1332, allowing power distribution to the inter-axle differential 130. At the same time, the different rotational states of planetary gear set 134 cause inter-axle differential 130 to perform a differential function with respect to front axle assembly and rear axle assembly 200.

By the first planetary gear 1341 engaging the first gear ring 1331 and the second planetary gear 1342 engaging the second gear ring 1332, when the rotational speeds of the first output member 160 and the second output member 140 are the same, the first planetary gear 1341 revolves around the first gear ring 1331, the second planetary gear 1342 revolves around the second gear ring 1332, when the rotational speeds of the first output member 160 and the second output member 140 are different, the first planetary gear 1341 and the second planetary gear 1342 revolve around different directions while rotating, so that the rotational speeds of the first gear ring 1331 and the second gear ring 1332 are different, and the sliding phenomenon of each axle driving wheel is eliminated, thereby realizing the differential function of the inter-axle differential mechanism 130.

In some embodiments, the first planetary gear 1341 is provided with a first transmission member 1341a and a second transmission member 1341b on two sides of the second axis X2, the first transmission member 1341a and the second transmission member 1341b are cylindrical gears, the first transmission member 1341a and the second transmission member 1341b are respectively disposed on two ends of the driven cylindrical gear 131 in the second direction S2, wherein the first transmission member 1341a is used for engaging the first gear ring 1331, and the second transmission member 1341b is used for engaging the second planetary gear 1342.

The first planetary gears 1341 are meshed with the first gear ring 1331 and the second planetary gears 1342 through a first transmission member 1341a and a second transmission member 1341b, respectively, so that power of the first planetary gears 1341 is transmitted to the first gear ring 1331, power of the second planetary gears 1342 is transmitted to the second gear ring 1332, power of the planetary gear set 134 is transmitted to the gear ring set 133, and further, the inter-axle differential 130 distributes power to the driven member 150 and the first drive bevel gear 140.

In some embodiments, to achieve the connection between the first transmission member 1341a and the second transmission member 1341b, the first planetary gear 1341 further includes a planetary axle 1341c, the planetary axle 1341c is disposed through the first transmission member 1341a, the second transmission member 1341b, and the driven cylindrical gear 131 along the second axis X2, and the planetary axle 1341c connects the first planetary carrier 1321 and the second planetary carrier 1322 through uniform holes at two ends on the second axis X2. Specifically, two ends of the planetary axle 1341c on the second axis X2 are respectively connected to the first planet carrier 1321 and the second planet carrier 1322, the shaft diameters of two ends of the planetary axle 1341c are matched with the apertures of the uniform holes of the first planet carrier 1321 and the second planet carrier 1322, and the shaft diameter of the middle part of the planetary axle 1341c is matched with the apertures of the first transmission member 1341a and the second transmission member 1341 b. The arrangement of the planetary axles 1341c enables the connection of the first planetary gear 1341 and the carrier set 132, such that power of the carrier set 132 may be transmitted to the first planetary gear 1341, driving the first planetary gear 1341 to rotate in the first ring gear 1331.

In some embodiments, the first planetary gear 1341 further includes a bearing 1341d, the bearing 1341d is disposed on the planetary axle 1341c and disposed between the first transmission member 1341a and the second transmission member 1341b along the second axis X2, and the driven cylindrical gear 131 is connected to the first planetary gear 1341 through the bearing 1341 d. The arrangement of the bearings 1341d reduces the wear of the planetary axle 1341c on the driven cylindrical gear 131, reducing the power loss of the inter-axle differential 130. The outer diameter of the bearing 1341d matches the diameter of the meshing hole of the driven cylindrical gear 131, and the inner diameter matches the diameter of the shaft in the middle of the planetary wheel shaft 1341 cd. The needle bearing is selected as the bearing 1341d, so that the friction resistance of the needle bearing is small, the power consumption is small, the mechanical efficiency is high, the abrasion is small, and the service life is long. In other embodiments, the bearings 1341d may be ball bearings, roller bearings, etc.

In some embodiments, the second planetary gear 1342 is provided with a third transmission member 1342a on one side of the second axis X2, the third transmission member 1342a is disposed at one end of the second planetary gear 1342 on the second axis X2, and the third transmission member 1342a is configured to engage the first planetary gear 1341 and the second ring gear 1332. The second planetary gears 1342 are meshed with the cylindrical gear holes of the second gear ring 1332 through the third transmission member 1342a, so as to transmit power to the second gear ring 1332 and further transmit power to the second output member 140. The third transmission member 1342a is meshed with the second transmission member 1341b at one end of the first planetary gear 1341, so that when the rotation speeds of the first gear ring 1331 and the second gear ring 1332 are inconsistent, the first planetary gear 1341 and the second planetary gear 1342 can rotate around different preset directions, thereby realizing the differential function of the inter-axle differential 130. It should be noted that, the first transmission member 1341a, the second transmission member 1341b, and the third transmission member 1342a may be provided according to actual needs, and the number of teeth, the pitch of teeth, and other specifications may be the same or different.

Further, in some embodiments, to achieve the connection of the second planetary gear 1342 with the planet carrier set 132, the second planetary gear 1342 further includes a planetary axle 1342b, wherein the planetary axle 1342b passes through the third driving member 1342a and the driven cylindrical gear 131 along the second axis X2, and two ends of the planetary axle 1342b facing away from the second axis X2 are connected with the planet carrier set 132. Specifically, two ends of the planetary wheel axle 1342b facing away from the second axis X2 are respectively connected to the first planet carrier 1321 and the second planet carrier 1322, the shaft diameters of the two ends of the planetary wheel axle 1342b are matched with the sizes of the uniform distribution holes of the first planet carrier 1321 and the second planet carrier 1322, and the shaft diameter of the middle part of the planetary wheel axle 1342b is matched with the aperture of the third transmission piece 1342 a. The arrangement of the planetary axles 1342b enables the connection of the second planetary gears 1342 with the first planet carrier 1321 and the second planet carrier 1322, so that the power of the planet carrier set 132 can be transmitted to the second planetary gears 1342, driving the second planetary gears 1342 to rotate in the second ring gear 1332.

Referring to fig. 1 and 4, in some embodiments, the first and second planetary gears 1341 and 1342 have a first rotational state and a second rotational state when the driven member 150 and the first drive bevel gear 140 output, and in the first rotational state, the driven member 150 and the first drive bevel gear 140 have the same speed, the first and second ring gears 1331 and 1332 have the same rotational speed, the first planetary gear 1341 revolves around the first and second ring gears 1331 and 1332, and the second planetary gear 1342 revolves around the second ring gear 1332; in the second rotation state, the driven member 150 and the first drive bevel gear 140 are different in speed, the first ring gear 1331 and the second ring gear 1332 are different in rotation speed, the first planetary gear 1341 revolves around the first ring gear 1331 and the second ring gear 1332 while rotating around the preset direction, and the second planetary gear 1342 revolves around the second ring gear 1332 while rotating around the direction opposite to the preset direction.

Specifically, the first state is a state when the automobile is operating normally, there is no difference in rotational speed between the first ring gear 1331 and the second ring gear 1332, the first planetary gears 1341 revolve around the first ring gear 1331, and the second planetary gears 1342 revolve around the second ring gear 1332.

The second state is a state in which the vehicle is under a road condition such as steering or skidding, and a rotational speed difference exists between the first gear ring 1331 and the second gear ring 1332, the first planetary gear 1341 revolves around the first gear ring 1331 and rotates around a preset direction, the second planetary gear 1342 revolves around the second gear ring 1332 and rotates around a direction opposite to the preset direction, and the rotation of the first planetary gear 1341 and the second planetary gear 1342 drives the first gear ring 1331 and the second gear ring 1332 to rotate in opposite directions, so that the differential function of the inter-axle differential 130 is realized. In a possible embodiment, the first gear ring 1331 rotates in a forward direction, the first planetary gears 1341 meshed with the first gear ring 1331 rotate in a forward direction, the second planetary gears 1342 meshed with the first gear ring 1331 rotate in a reverse direction, the second gear ring 1332 meshed with the second planetary gears 1342 rotate in a reverse direction, and the first gear ring 1331 and the second gear ring 1332 rotate in the forward direction while the first planetary gears 1341 and the second planetary gears 1342 rotate to enable the first gear ring 1331 and the second gear ring 1342 to have opposite steering forces, so that the first gear ring 1331 and the second gear ring 1332 have a rotation speed difference.

Referring to fig. 1 and 5, the driven member 150 engages, on the one hand, the first ring gear 1331 for transmitting power of the inter-axle differential 130, and, on the other hand, is drivingly connected to the output shaft 160 for transmitting power to the rear axle assembly 200 via the output shaft 160. The follower 150 is of a cylindrical gear structure and is rotatable about the third axis X3 by the first ring gear 1331. The center of the follower 150 is provided with a splined hole on the third axis X3, and the output shaft 160 is at least partially provided as a spline shaft, and the follower 150 is in driving connection with the output shaft 160 by the combination of the spline shaft and the splined hole.

In some embodiments, the intermediate axle assembly further includes an output shaft 160 and a first inter-wheel reduction 170. One end of the output shaft 160 on the third axis X3 is drivingly connected to the driven member 150, and the other end is connected to the transmission shaft 300, for outputting power of the driven member 150 to the rear axle assembly 200 via the transmission shaft 300. The output shaft 160 is provided with a flange structure, and is connected with the transmission shaft 300 through bolts, so that power generated by the driven member 150 is transmitted to the transmission shaft 300. The diameter of the output shaft 160 matches the size of the adjustment ring and oil seal.

The first drive bevel gear 140 is in driving engagement with the second ring gear 1332 on the one hand and with the driven bevel gear meshing with the first inter-wheel differential 170 on the other hand, and transmits the power of the second ring gear 1332 to the first inter-wheel differential 170. The first inter-wheel differential 170 is used to achieve rotation at different rotational speeds between the drive wheels of the intermediate axle.

The rear axle assembly 200 is used to transfer forces in all directions between the frame and the rear drive wheels, and bending moments and torques generated thereby, are typically distributed evenly over the rear end of the vehicle. The rear axle assembly 200 includes a second inter-wheel differential 220 and a second drive bevel gear 210.

The second drive bevel gear 210 is provided with a flange structure through which it is bolted to the drive shaft 300. The second drive bevel gear 210 transmits power of the propeller shaft 300 to the second inter-wheel differential 220 by engaging the driven bevel gear transmitting the second inter-wheel differential 220. The second inter-wheel differential 220 is used to achieve rotation between the rear drive wheels at different rotational speeds.

In actual use, the power generated by the motor 110 drives the input shaft 121 to rotate, the input shaft 121 drives the gear shifting member 125 to rotate, when the automobile runs at a low speed and a heavy load, the gear shifting member 125 drives the first transmission unit 123 to rotate, the first transmission unit 123 drives the driving cylindrical gear 122 to rotate, when the automobile runs at a high speed and a light load, the gear shifting member 125 drives the second transmission unit 124 to rotate, the second transmission unit 124 drives the driving cylindrical gear 122 to rotate, the driving cylindrical gear 122 drives the driven cylindrical gear 131 to rotate, the driven cylindrical gear 131 drives the first planet carrier 1321 and the second planet carrier 1322 to rotate, the first planet carrier 1321 and the second planet carrier 1322 drive the first planet gears 1341 to rotate around the first gear ring 1331 and the second planet gears 1342 to rotate around the second gear ring 1332, the first gear ring 1331 rotates to drive the driven member 150 to rotate, the driven member 150 rotates to drive the output shaft 160 to rotate, the output shaft 160 rotates to drive the transmission shaft 300 to transmit power to the rear axle assembly 200 and the driving wheel of the rear axle assembly 200, and the second gear 1332 rotates to drive the first driving bevel gear 140 to the middle axle assembly 100.

When the automobile turns or slips, the first gear ring 1331 and the second gear ring 1332 generate a rotation speed difference, and the corresponding first planetary gears 1341 and the second planetary gears 1342 generate rotation with opposite directions, so that the rotation speed difference generated by the first gear ring 1331 and the second gear ring 1332 is adapted to eliminate the sliding phenomenon of the driving wheels of the intermediate axle assembly 100 and the rear axle assembly 200, and different input angular speeds between the intermediate axle assembly 100 and the rear axle assembly 200 are possible.

The automobile duplex driving axle 1000 reduces the arrangement space and weight by adopting the speed reducer with a double-speed planetary gear train structure; through adopting the interaxial differential mechanism 130 of cylindrical gear pair structure, reduce the axial arrangement space, possess limit smooth function simultaneously, reduced differential lock structure. The vehicle double-drive axle 1000 is compact in arrangement in the whole space, the weight of the vehicle double-drive axle 1000 is reduced, meanwhile, the driven piece 150 can provide proper torque for the rear axle assembly 200, stable running of the vehicle under various road conditions is realized, and the applicability of the vehicle double-drive axle 1000 is enhanced.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims (10)

1. An automotive tandem drive axle, characterized in that the automotive tandem drive axle comprises:

the middle axle assembly comprises a motor, a double-speed reducer, an inter-axle differential and a driven piece; the motor can drive the double-speed reducer to rotate around a first axis, the double-speed reducer can drive the inter-axle differential to rotate around a second axis, the inter-axle differential can drive the driven piece to rotate around a third axis, and the double-speed reducer and the driven piece are arranged on two sides of the inter-axle differential along a first direction; and

the middle axle assembly is connected to the rear axle assembly by the aid of the transmission shaft;

wherein the two-speed reducer, the inter-axle differential and the driven member are all configured in a spur gear structure;

The first axis, the second axis and the third axis are parallel to each other, and the first direction and the first axis are perpendicular to each other.

2. The automotive tandem drive axle of claim 1 wherein said two-speed reducer comprises a drive assembly and a drive spur gear, said drive assembly comprising a first drive unit and a second drive unit having different gear ratios;

the first transmission unit and the second transmission unit are both configured into a cylindrical gear structure and are respectively positioned at two ends of the driving cylindrical gear along the second direction; the driving cylindrical gear can rotate around the first axis under the drive of the first transmission unit and the second transmission unit;

the second direction and the first axis are parallel to each other.

3. The automotive tandem drive axle of claim 2 wherein said two-speed reduction further comprises a shift member and an input shaft, said input shaft being rotatable about said first axis under the drive of said motor, said shift member being nested on said input shaft and said shift member being movably engageable with said input shaft in said second direction;

the shift member can be drivingly connected to the first transmission unit or the second transmission unit during movement of the shift member in the second direction.

4. The automotive tandem drive axle of claim 2, wherein said inter-axle differential includes a driven spur gear engaged with said drive spur gear in said first direction, said driven spur gear being rotatable about said second axis under the drive of said drive spur gear.

5. The automotive tandem drive axle of claim 4, wherein the number of teeth of the driving spur gear is less than the number of teeth of the driven spur gear.

6. The automotive tandem drive axle of claim 4 or 5, wherein said intermediate axle assembly further comprises a drive bevel gear, said inter-axle differential further comprising a set of ring gears, said set of ring gears comprising a first ring gear and a second ring gear, said first ring gear being engaged to said driven member in said first direction, said second ring gear being drivingly connected to said drive bevel gear, said second ring gear being capable of driving said drive bevel gear to rotate about said second axis.

7. The automotive tandem axle of claim 6, wherein the inter-axle differential further comprises a planetary set comprising a first planetary gear and a second planetary gear, the first planetary gear and the second planetary gear passing through the driven cylindrical gear in the second direction, the second direction and the second axis being parallel to each other, the first planetary gear and the second planetary gear each configured as a cylindrical gear structure, the first planetary gear engaged between the first ring gear and the second planetary gear, the second planetary gear engaged with the second ring gear, the first planetary gear capable of driving the first ring gear to rotate about the second axis, and the second planetary gear capable of driving the second ring gear to rotate about the second axis.

8. The automobile tandem drive axle according to claim 7, wherein the first planetary gear is provided with a first transmission member and a second transmission member on both sides of the second axis, respectively, the first transmission member being adapted to engage the first ring gear, and the second transmission member being adapted to engage the second planetary gear.

9. The automotive tandem drive axle of claim 8, wherein said second planetary gear is provided with a third transmission member on one side of said first axis, said third transmission member being meshed between said second transmission member and said second ring gear.

10. The automotive tandem drive axle of claim 1, wherein said center axle assembly further comprises an output shaft, one end of said output shaft on said third axis being drivingly connected to said driven member, and the other end being connected to said drive shaft for outputting power of said driven member to said rear axle assembly via said drive shaft.

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