CN203739651U - Vehicle rear axle and vehicle - Google Patents

Abstract

The utility model relates to the technical field of automobile manufacturing, and specifically discloses a vehicle rear axle and a vehicle. The vehicle rear axle includes a left half shaft, a right half shaft and a differential, and the differential is connected to the left half shaft respectively. Connected with the right half shaft, used to transmit power to the left half shaft and the right half shaft and enable the left half shaft and the right half shaft to rotate at different speeds, the vehicle rear axle also includes a left half shaft clutch and a right half shaft clutch, the left half shaft clutch and the right half shaft clutch are respectively connected with the left half shaft and the right half shaft, and are used to change the output torque of the left half shaft and the right half shaft, and the vehicle includes the rear axle of the vehicle. The vehicle rear axle of the utility model changes the output torque of the wheels on both sides of the vehicle according to different road conditions, thereby enhancing the passing capacity, cycle performance, off-road capability and handling performance of the vehicle.

Description

Vehicle rear axle and vehicle

technical field

The utility model relates to the technical field of automobile manufacturing, in particular to a vehicle rear axle and a vehicle with the vehicle rear axle.

Background technique

The power of the car is mainly transmitted to the wheels by the engine, clutch, transmission, drive shaft, final reducer, differential and half shaft. Among them, the main reducer, differential, half shaft, universal joint, driving wheel and axle housing, etc. constitute the axle of the car.

The main functions of the axle are: 1. The torque transmitted from the engine is transmitted to the wheels through the final drive, differential and half shaft, etc., which can reduce the speed and increase the torque; 2. Through the cone of the final drive The gear pair or hypoid gear pair changes the direction of torque transmission; 3. Realize the differential speed of the wheels on both sides through the differential to ensure that the inner and outer wheels turn at different speeds; 4. Realize the bearing and transmission through the axle housing and wheels. The role of force.

The axle can be divided into front axle and rear axle. Most of the differentials used in the rear axle in the prior art are traditional differentials, which can realize different rotational speeds of the wheels on both sides while ensuring the same torque of the wheels on both sides. Make the power of the wheels on both sides the same.

However, the rear axle in the prior art mainly adopts one-stage deceleration, the speed ratio is small, and the dynamic performance is not good. Because the front wheel is driven to drive the rear wheel to rotate and drag the motor to rotate, it is easy to cause waste of energy and cause damage to the motor controller at the same time. Moreover, the torque of the wheels on both sides of the traditional differential is the same, and the output torque on both sides cannot be changed according to different road conditions. Due to the characteristics of the differential, when the vehicle is turning, the wheels will generate torque that prevents the wheels from turning, which reduces the tracking performance of the vehicle.

Utility model content

(1) Technical problems to be solved

The purpose of this utility model is to provide a vehicle rear axle to overcome the problem in the prior art that the vehicle cannot change the output torque of the wheels on both sides according to different road conditions due to the same torque of the wheels on both sides of the differential.

(2) Technical solutions

In order to solve the above-mentioned technical problems, the utility model provides a vehicle rear axle, including a left half shaft, a right half shaft and a differential, and the differential is respectively connected with the left half shaft and the right half shaft for transmit power to the left half shaft and the right half shaft and enable the left half shaft and the right half shaft to rotate at different rotational speeds, the rear axle of the vehicle also includes a left half shaft clutch and a right half shaft clutch, the The left half shaft clutch and the right half shaft clutch are respectively connected with the left half shaft and the right half shaft, and are used to change the output torque of the left half shaft and the right half shaft.

Preferably, the differential includes a differential case, and both the left half-shaft clutch and the right half-shaft clutch are connected to the differential case and can rotate together with the differential case.

Preferably, the rear axle of the vehicle further includes a primary driving gear, a primary passive gear and a secondary driving gear, the differential further includes a differential gear, and the primary driving gear is connected to the vehicle power source and the secondary driving gear respectively. The first-stage driven gear is connected to transmit power to the first-stage driven gear; The differential gear transmits power, and the differential gear is connected to the differential case for transmitting power to the differential case.

Preferably, the vehicle power source is a drive motor.

Preferably, the rear axle of the vehicle further includes an anti-drag clutch, the anti-drag clutch is respectively connected with the first-stage driven gear and the second-stage driving gear, and is used to control the first-stage passive gear and the second-stage drive gear. Connection and disconnection between driving gears.

Preferably, the left half-shaft clutch, the right half-shaft clutch and the anti-drag clutch are hydraulically driven.

Preferably, the hydraulic pressure values of the left half-shaft clutch, the right half-shaft clutch and the anti-drag clutch are all controlled by solenoid valves.

Alternatively, the left half-shaft clutch, the right half-shaft clutch and the anti-drag clutch are all electromagnetic clutches.

The utility model also provides a vehicle, which includes the vehicle rear axle.

(3) Beneficial effects

The vehicle rear axle of the utility model changes the output torque of the left half shaft and the right half shaft through the left half shaft clutch and the right half shaft clutch, thereby changing the output torque of the wheels on both sides of the vehicle, and realizing changing the torque on both sides of the vehicle according to different road conditions. The purpose of the output torque of the wheels is to enhance the vehicle's passing ability, cycle performance, off-road ability and handling performance. When the front axle of the vehicle is driven, the connection between the primary passive gear and the secondary driving gear is disconnected, so that the power of the wheel rotation cannot be transmitted to the drive motor, which reduces energy waste and damage to the motor controller. The rear axle has a reasonable structure, is suitable for various vehicle types, and is easy to be mass-produced and popularized.

Description of drawings

Fig. 1 is a structural diagram of a vehicle rear axle according to an embodiment of the present invention.

In the figure, 1: drive motor; 2: connecting spline; 3: primary driving gear; 4: primary passive gear; 5: differential gear; 6: left half shaft clutch; 7: left half shaft; 8: Differential housing; 9: right half shaft; 10: right half shaft clutch; 11: anti-drag clutch; 12: secondary driving gear.

Detailed ways

The implementation of the present utility model will be further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the utility model, but cannot be used to limit the scope of the utility model.

In the description of the present utility model, it should be noted that the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", The orientations or positional relationships indicated by "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the utility model and simplified descriptions, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and should not be understood as indicating or implying relative importance.

In the description of the present utility model, it should be noted that, unless otherwise clearly stipulated and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection or a flexible connection. Detachable connection, or integral connection; it can be mechanical connection or electrical connection; it can be direct connection or indirect connection through an intermediary, and it can be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present utility model in specific situations. In addition, in the description of the present utility model, unless otherwise specified, "plurality" means two or more.

As shown in Figure 1, the vehicle rear axle of the present embodiment includes: left half shaft 7, right half shaft 9, differential, secondary driving gear 12, primary driven gear 4, primary driving gear 3, left semi shaft Clutch 6 , right side shaft clutch 10 and anti-drag clutch 11 , and the differential includes a differential case 8 and a differential gear 5 .

In this embodiment, the drive motor 1 is used as the power source of the vehicle. The drive motor 1 is connected with the primary driving gear 3 through the connecting spline 2, and transmits the rotating power to the primary driving gear 3; The gear 4 is connected to transmit power to the first-stage passive gear 4; the anti-drag clutch 11 is connected to the first-stage passive gear 4 and connected to the second-stage driving gear 12, and the anti-reverse clutch 11 can be connected with the first-stage passive gear 4 Rotation is used to control the connection and disconnection between the primary driven gear 4 and the secondary driving gear 12; the secondary driving gear 12 is connected with the differential gear 5 for transmitting power to the differential gear 5; the differential The gear 5 is connected with the differential case 8, and is used to transmit power to the differential case 8; the inside of the differential case 8 is provided with planetary gears, and the planetary gears are connected with the left half shaft 7 and the right half shaft respectively. The helical gear connection at the end of 9 is used to transmit power to the left half shaft 7 and the right half shaft 9; the left half shaft 7 and the right half shaft 9 are respectively connected to the wheels on both sides of the vehicle to drive the wheels on both sides of the vehicle to rotate; The left half shaft clutch 6 and the right half shaft clutch 10 are all connected on the differential case 8, and can rotate together with the differential case 8, the left half shaft clutch 6 and the right half shaft clutch 10 are connected with the left half shaft respectively. 7 is connected with the right half shaft 9 for changing the output torque of the left half shaft 7 and the right half shaft 9.

The left side shaft clutch 6, the right side shaft clutch 10 and the anti-drag clutch 11 are all driven by hydraulic pressure, and the oil pressure value is controlled by a solenoid valve. In the rear axle of the vehicle in this embodiment, the locking, disengagement and friction of each clutch are controlled by controlling the hydraulic pressure value, thereby realizing the control of the contact and disengagement of each clutch and the control of changing the output torque of the left half shaft 7 and the right half shaft 9 Don't. The left side shaft clutch 6, the right side shaft clutch 10 and the anti-drag clutch 11 also can all be electromagnetic clutches.

The course of work of the vehicle rear axle of the present embodiment is:

When the rear axle of the vehicle is driven and the vehicle is in a straight-line running condition, the driving motor 1 is the power source of the vehicle, the anti-drag clutch 11 is in contact, the secondary driving gear 12 can rotate together with the primary driven gear 4, and the left axle clutch 6 and The right half shaft clutch 10 is all disengaged, and the power is transmitted to the left half shaft 7 and the right half shaft 9 through two-stage deceleration, so as to be transmitted to the wheels on both sides of the vehicle, and the vehicle runs normally.

When the rear axle of the vehicle is driven and the vehicle is in a left-turn driving condition, the drive motor 1 is the power source of the vehicle, the anti-drag clutch 11 is in contact, the secondary driving gear 12 can rotate together with the primary driven gear 4, and the left axle clutch 6 Disengage, the right half shaft clutch 10 is in contact, and the driving force is controlled by controlling the driving pressure (oil pressure value) of the right half shaft clutch 10 or controlling the current of the electromagnetic clutch, so that there is a relative speed between the differential case 8 and the right half shaft 9 , so that the output torque of the right half shaft 9 increases, so that the vehicle has a torque to the left. In the same way, the working process can be deduced when the rear axle of the vehicle is driven and the vehicle is in the right turning condition.

When the rear axle of the vehicle is driven and the left wheel of the vehicle is caught in a slippery road condition, the vehicle cannot continue to drive. The driving motor 1 is the power source of the vehicle, the anti-drag clutch 11 is in contact, and the secondary driving gear 12 can work together with the primary passive gear 4 rotate. At this time, the vehicle can be driven in two ways: a. The left half shaft clutch 6 is in contact (locked) or the right half shaft clutch 10 is in contact (locked), so that the differential case 8 and the left half shaft 7 or right There is no relative rotational speed of the half shaft 9, the left half shaft 7 and the right half shaft 9 are integrated with the differential housing 8, the power can be transmitted to the right wheel, and the vehicle can continue to drive; b. the right half shaft clutch 10 contacts, By controlling the driving pressure (oil pressure value) of the right side shaft clutch 10 or controlling the current magnitude of the electromagnetic clutch to control the driving force, the relative speed of the differential case 8 and the right side shaft 9 exists, so that the output torque of the right side shaft 9 Increase, the power can be transmitted to the right wheel, and the vehicle can continue to drive. In the same way, infer the working process when the rear axle of the vehicle is driven and the right wheel of the vehicle is caught in a slippery road condition.

When the front axle of the vehicle is driven, the anti-drag clutch 11 is disengaged, the left half-shaft clutch 6 is disengaged, and the right half-shaft clutch 10 is disengaged, so that the power of the wheel rotation on both sides of the rear axle of the vehicle cannot be transmitted to the drive motor 1, reducing energy consumption. waste and damage to the motor controller.

The vehicle power source in the utility model is a drive motor, of course, according to different vehicle models, the vehicle power source can also be in other forms, such as an internal combustion engine.

The vehicle rear axle of the utility model changes the output torque of the left half shaft and the right half shaft through the left half shaft clutch and the right half shaft clutch, thereby changing the output torque of the wheels on both sides of the vehicle, and realizing changing the torque on both sides of the vehicle according to different road conditions. The purpose of the output torque of the wheels is to enhance the vehicle's passing ability, cycle performance , off-road ability and handling performance. When the front axle of the vehicle is driven, the connection between the primary passive gear and the secondary driving gear is disconnected, so that the power of the wheel rotation cannot be transmitted to the drive motor, which reduces energy waste and damage to the motor controller. The rear axle has a reasonable structure, is suitable for various vehicle types, and is easy to be mass-produced and popularized.

The utility model also provides a vehicle, which includes the rear axle of the vehicle.

The embodiments of the invention have been presented for purposes of illustration and description, but are not intended to be exhaustive or to limit the invention to the forms disclosed. Many modifications and changes will be apparent to those of ordinary skill in the art. The embodiment was chosen and described in order to better explain the principle and practical application of the invention, and to enable those of ordinary skill in the art to understand the invention and design various embodiments with various modifications suitable for particular purposes.

Claims (9)

1. A vehicle rear axle, comprising a left half shaft, a right half shaft and a differential, the differential is connected with the left half shaft and the right half shaft respectively, for The shaft transmits power and can make the left half shaft and the right half shaft rotate at different speeds, and it is characterized in that the rear axle of the vehicle also includes a left half shaft clutch and a right half shaft clutch, and the left half shaft clutch and The right half shaft clutch is respectively connected with the left half shaft and the right half shaft, and is used to change the output torque of the left half shaft and the right half shaft. 2. The vehicle rear axle according to claim 1, wherein the differential comprises a differential housing, and both the left half-shaft clutch and the right half-shaft clutch are connected to the differential housing And can rotate together with the differential case. 3. The vehicle rear axle according to claim 2, characterized in that, the vehicle rear axle also includes a primary driving gear, a primary passive gear and a secondary driving gear, and the differential also includes a differential gear , the first-stage driving gear is respectively connected with the vehicle power source and the first-stage passive gear for transmitting power to the first-stage passive gear, and the second-stage driving gear is connected with the first-stage passive gear and can follow The primary driven gear rotates together for transmitting power to the differential gear, and the differential gear is connected to the differential case for transmitting power to the differential case. 4. The vehicle rear axle according to claim 3, wherein the vehicle power source is a drive motor. 5. The vehicle rear axle according to claim 4, characterized in that, the vehicle rear axle further comprises an anti-drag clutch, and the anti-drag clutch is respectively connected with the first-stage driven gear and the second-stage drive gear, It is used to control the connection and disconnection between the first-stage driven gear and the second-stage drive gear. 6. The vehicle rear axle according to claim 5, characterized in that, the left half-shaft clutch, the right half-shaft clutch and the anti-drag clutch are all driven by hydraulic pressure. 7. The vehicle rear axle according to claim 6, characterized in that the hydraulic pressure values of the left half-shaft clutch, right half-shaft clutch and anti-drag clutch are all controlled by solenoid valves. 8 . The vehicle rear axle according to claim 5 , wherein the left half-shaft clutch, the right half-shaft clutch and the anti-drag clutch are all electromagnetic clutches. 9. A vehicle, characterized by comprising the vehicle rear axle according to any one of claims 1-8.