CN212637165U

CN212637165U - Vehicle and axle thereof

Info

Publication number: CN212637165U
Application number: CN202021370775.5U
Authority: CN
Inventors: 不公告发明人
Original assignee: Nine Intelligent Changzhou Tech Co Ltd
Current assignee: Nine Intelligent Changzhou Tech Co Ltd
Priority date: 2019-09-27
Filing date: 2020-07-13
Publication date: 2021-03-02
Anticipated expiration: 2030-07-13
Also published as: CN112572142A

Abstract

The utility model discloses a vehicle and axle thereof, the axle includes: a housing provided with a breathing port; the driven disc is arranged in the shell; the driven gear is rotatably arranged in the shell and arranged on the driven disc, a main oil chamber and a primary separation chamber are respectively defined at two axial sides of the driven disc in the shell, the main oil chamber is communicated with the primary separation chamber, and the primary separation chamber is communicated with the breathing port; the half shaft connector is arranged in the shell and is in transmission with the driven disc; and the first oil-gas separation device is arranged on the half-shaft connector and is positioned in the primary separation chamber. From this, first oil-gas separation device can carry out oil-gas separation in the primary separation cavity, can make lubricating oil in the primary separation cavity separate out to the internal perisporium of shell on, then flow back to main oily cavity again to can reduce the lubricating oil from breathing mouth exhalation, can avoid the loss of lubricating oil.

Description

Vehicle and axle thereof

Technical Field

The utility model belongs to the technical field of the vehicle technique and specifically relates to a vehicle and axle thereof is related to.

Background

At present, the axle is for atmospheric pressure balance, generally be provided with labyrinth structure, the maze is generally arranged in main oil cavity, but because the maze sets up more singlely, lead to the oil-gas separation effect in the axle generally, after axle body temperature reached operating temperature, the stirring of gear leads to lubricating oil to form the oil mist, oil-gas separation effect is poor or will generally lead to the gas outlet oil spout phenomenon to appear, it will further lead to the inside lubricating oil of axle to reduce, lead to lubricated badly, direct influence axle life, and because the direct atmospheric air of oil gas, still will the polluted environment.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, an object of the utility model is to provide an axle of vehicle, this axle can reduce the exhalation of lubricating oil, can increase of service life, can also reduce the pollution to the environment.

The utility model discloses a vehicle is still further provided.

According to the utility model discloses an axle of vehicle, include: a housing provided with a breathing port; a driven disk disposed within the housing; the driven gear is rotatably arranged in the shell and arranged on the driven disc, a main oil chamber and a primary separation chamber are respectively defined at two axial sides of the driven disc in the shell, the main oil chamber is communicated with the primary separation chamber, and the primary separation chamber is communicated with the breathing port; the half shaft connector is arranged in the shell and is in transmission with the driven disc; and the first oil-gas separation device is arranged on the half shaft connector and is positioned in the primary separation chamber.

From this, first oil-gas separation device can carry out oil-gas separation in the primary separation cavity, can make lubricating oil in the primary separation cavity separate out to the internal perisporium of shell on, then flow back to main oily cavity again to can reduce the lubricating oil from breathing mouth exhalation, can avoid the loss of lubricating oil, can guarantee the lubricated reliability of front axle.

In some examples of the invention, the housing includes an end cap, the primary separation chamber is located inside the end cap.

In some examples of the utility model, the semi-axis connector with still be provided with rolling member, roll holder, first oil-gas separation device and switching initiative between the driven plate, the rolling member be a plurality of and set up in the roll holder, first oil-gas separation device set up in the roll holder, switch the initiative set up in the end cover just selectively drives first oil-gas separation device motion, so that the rolling member rolls to the joint the driven plate with the position of semi-axis connector.

In some examples of the invention, the first oil-gas separation device comprises: the rolling retainer comprises a main body and a limiting part, wherein the limiting part is arranged on the inner side of the main body and is vertical to the plane where the surface of the main body is located, the rolling retainer is provided with a limiting groove, the limiting part is matched in the limiting groove, and a plurality of cutting parts are formed on the periphery of the main body.

In some examples of the present invention, the circumferential end surface of the cutting portion is an arc-shaped surface, and two adjacent in circumferential direction are provided with a spacing groove between the cutting portions.

In some examples of the invention, the axle further comprises: ABS signal gear, ABS signal gear set up in the end cover and with the second grade separation cavity is injectd to the end cover, second grade separation cavity intercommunication is in the first grade separation cavity with breathe between the mouth, ABS signal gear cover is located on the half hub connection head.

In some examples of the present invention, the bottom of the end cover is formed with an oil return groove, the oil return groove communicates between the second-stage separation chamber and the first-stage separation chamber.

In some examples of the present invention, the end cap is formed with an air outlet passage, just the air outlet passage with the oil return groove is followed the inboard circumference interval of end cap sets up, the air outlet passage intercommunication be in breathe the mouth with between the second grade separation cavity.

In some examples of the present invention, the air outlet channel is further connected to a return channel, and the return channel is communicated with the second-stage separation chamber.

In some examples of the present invention, the breathing port is located at a top of the end cap, the end cap inner side is provided with an oil blocking wall, and the oil blocking wall is located below the breathing port.

In some examples of the invention, the breathing opening is provided with an interface, which interface is connected to a hose extending vertically upwards.

According to the utility model discloses a vehicle, include the axle of vehicle.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic diagram of a drive system of a vehicle according to an embodiment of the present invention;

fig. 2 is a schematic view of a controller connecting the engagement device and the differential lock device according to an embodiment of the present invention;

FIG. 3 is a cross-sectional view of a front differential according to an embodiment of the present invention;

FIG. 4 is a cross-sectional view of two front half-shaft connectors in the front axle;

FIG. 5 is a cross-sectional view of the rolling elements in the front axle in a disengaged position;

FIG. 6 is a cross-sectional view of the rolling elements in the front axle in an engaged position;

FIG. 7 is a front view of the front half-shaft connector;

FIG. 8 is a perspective view of the front axle shaft coupling;

fig. 9 is a front view of a switching follower of the engaging device;

fig. 10 is a perspective view of a switching follower of the engaging device;

FIG. 11 is a front view of the rolling cage of the engagement device;

fig. 12 is a perspective view of the rolling cage of the engaging device;

FIG. 13 is a schematic view of the engagement of the front axle shaft connector and the rolling retainer;

FIG. 14 is an enlarged view of area B of FIG. 13;

FIG. 15 is a schematic view of the engagement of the rolling cage and the stop;

FIG. 16 is a schematic view of the mating of the rolling cage and the switching follower;

FIG. 17 is a schematic view of the resilient member;

FIG. 18 is a cross-sectional view of the rear differential;

FIG. 19 is a cross-sectional view of the rear differential with respect to the differential lock arrangement;

FIG. 20 is a cross-sectional view of the rolling members in the rear axle in a disengaged position;

FIG. 21 is a cross-sectional view of the rolling elements in the rear axle in an engaged position;

FIG. 22 is a schematic view of the mating member;

FIG. 23 is a schematic view of the switching follower of the differential lock apparatus;

FIG. 24 is a schematic view of a limiter of the differential lock apparatus;

FIG. 25 is a schematic view of the engagement member and the rolling cage;

FIG. 26 is an enlarged view of area C of FIG. 25;

fig. 27 is a schematic view of the engagement of the rolling holder and the stopper in the differential lock device;

fig. 28 is a schematic view of the engagement of the switching follower and the rolling cage in the differential lock device;

FIG. 29 is a cross-sectional view of the front axle at the interface;

FIG. 30 is a sectional view taken in the direction of A-A in FIG. 29;

FIG. 31 is a perspective view of the end cap;

fig. 32 is a schematic step diagram of a driving method of a vehicle according to an embodiment of the present invention;

fig. 33 is a schematic step diagram of a driving method of a vehicle according to another embodiment of the present invention.

Reference numerals:

a drive system 1000;

a power plant 100; an output shaft 110; a front drive gear 111; a rear drive gear 112;

a front axle 200; a front driven disk 210; a front plate body 211; a front driven gear 212; a front half shaft 220; a front half-shaft connector 221; a second avoidance groove 2211; a shaft hole 222; a flat surface 223;

the engaging means 230; the first rolling member 231; a first rolling cage 232; a first recess 2321; a second recess 2322;

the first switching actuator 233; a first switching follower 234; a first protrusion 2341; a cutting portion 2342; a spacing groove 2343;

a first resilient return mechanism 235; the first elastic member 2351; a first stopper 2352; the second projection 2353; the first stop 2354; the first avoidance groove 2355;

a sleeve 236; a partition 237; a bowl plug 238;

a front rotation speed sensor 240; a front differential 250; a housing 260; a main oil chamber 261; a primary separation chamber 262; a secondary separation chamber 263; a breathing port 264; an oil return groove 265; an air outlet channel 266; a return channel 267; an oil dam wall 268; a hose 269;

an ABS signal gear 270; a bearing 280; an end cap 281;

a front wheel 300;

a rear axle 400; a rear driven disk 410; a rear tray body 411; a rear driven gear 412; a planetary drive gear 413; a rear half shaft 420; a rear half-shaft connector 421; a fourth avoidance groove 4211; a fitting 422; a planetary driven gear 423; a rear rotational speed sensor 430; a differential lock device 440; a second rolling member 441; the second rolling cages 442; the third groove 4421; the second switching initiative 443; a second switching follower 444; the third protrusion 4441;

a second resilient return mechanism 445; the second elastic member 4451; a second stopper 4452; the fourth protrusion 4453; a second stopper portion 4454; a third avoidance groove 4455;

a rear differential 460; a rear wheel 500; a controller 600.

Detailed Description

Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.

A drive system 1000 for a vehicle according to an embodiment of the present invention is described below with reference to fig. 1-30, where the drive system 1000 powers the vehicle to drive wheels of the vehicle on a road surface. Wherein the vehicle may be an all terrain vehicle.

As shown in fig. 1 and 2, a driving system 1000 of a vehicle according to an embodiment of the present invention may include: power plant 100, front axle 200, front wheels 300, rear axle 400, rear wheels 500 and controller 600, the vehicle may further comprise: the frame, power device 100, front axle 200, rear axle 400 and controller 600 all set up on the frame, and wherein, front axle 200 and rear axle 400 interval set up from beginning to end, and power device 100 can set up between front axle 200 and rear axle 400, also can select reasonable arrangement position according to frame actual structure. Front wheels 300 are respectively provided at both ends of the front axle 200, and rear wheels 500 are respectively provided at both ends of the rear axle 400. Controller 600 may control whether power plant 100 engages front axle 200 for power transfer.

As shown in fig. 1, the power unit 100 has two output shafts 110, and the two output shafts 110 transmit power to the front axle 200 and the rear axle 400, respectively. Among them, the power plant 100 has various options, for example, the power plant 100 may be a fuel engine; as another example, the power plant 100 may be an electric motor, which may be a motor-generator; for another example, the power plant 100 may be a combination of a fuel engine and an electric motor, and the electric motor may be fixed to the left or right side of the fuel engine, wherein the fuel engine may be fixed to the bottom of the vehicle frame and the electric motor is fixed to the right side of the fuel engine.

As shown in fig. 1 and 3, the front axle 200 includes: the power unit 100 comprises front driven discs 210, front half shafts 220, a joint device 230 and a front rotation speed sensor 240, wherein the number of the front half shafts 220 is two, the two front half shafts 220 are oppositely arranged on the left and right, each front half shaft 220 comprises a front half shaft connector 221 and a front shaft body, the front half shaft connectors 221 rotate synchronously with the front shaft bodies, the front driven discs 210 are in power transmission with an output shaft 110, a front driving gear 111 is arranged at the end part of the output shaft 110, the front driven discs 210 comprise front disc bodies 211 and front driven gears 212, and the front driving gear 111 is meshed with the front driven gears 212, so that the power unit 100 can transmit power to the front axles 200 through. The front driving gear 111 and the front driven gear 212 may be bevel gears, respectively.

The engagement devices 230 are provided in two sets, and the two sets of engagement devices 230 are respectively provided between the front driven disc 210 and the front axle shaft-attaching head 221, and the two front wheels 300 are respectively connected to the axially outer ends of the two front axle shafts 220, i.e., the axially outer ends of the two front shaft bodies. It will be appreciated that when the engagement device 230 engages the front driven disk 210 and the front half-shaft connector 221, the power output from the power unit 100 can be transmitted to the front wheels 300 via the engagement device 230 and the front half-shafts 220, thereby driving the vehicle on the road. When the engagement device 230 disconnects the front driven disk 210 and the front axle-side connector 221, the power output from the power unit 100 cannot be transmitted to the front axle-side connector 221 via the front driven disk 210, and the two front wheels 300 are used as driven wheels. Wherein, front axle 200 includes: a front differential 250, the front differential 250 comprising: the specific structure of the front driving gear 111, the front driven disk 210, the two front half-shaft connectors 221, and the two sets of engagement devices 230, and the front differential 250 will be described in detail later.

As shown in fig. 1 and 2, the front rotation speed sensors 240 are used for detecting the rotation speeds of the corresponding front half shafts 220, the number of the front rotation speed sensors 240 may be two, and the two front rotation speed sensors 240 may be used for detecting the rotation speeds of the two front half shafts 220, respectively, so that the rotation speeds of the two front wheels 300 can be known. Specifically, the front axle connector 221 may be provided with an ABS signal gear 270, and the front rotation sensor 240 is configured to detect the number of rotation teeth of the ABS signal gear 270, so as to transmit the information to the controller 600, so as to obtain the rotation speed information of the corresponding front wheel 300.

As shown in fig. 1 and 18, the rear axle 400 includes: the rear driven disc 410 is in power transmission with the output shaft 110, the end of the output shaft 110 is provided with a rear driving gear 112, the rear driven disc 410 comprises a rear disc body 411 and a rear driven gear 412, and the rear driving gear 112 is meshed with the rear driven gear 412, so that the power device 100 can transmit power to the rear axle 400 through the output shaft 110. The rear driving gear 112 and the rear driven gear 412 may be bevel gears, respectively. Wherein the rear axle 400 comprises a rear differential 460, the rear differential 460 comprises the rear driven disc 410 and two rear half-shaft connectors 421, and the specific structure of the rear differential 460 will be described in detail later.

As shown in fig. 18, two rear half shafts 420 are in power transmission with a rear driven disc 410, a planetary driving gear 413 is arranged in the rear driven disc 410, the two rear half shafts 420 respectively comprise rear half shaft connectors 421, the rear half shaft connectors 421 are provided with planetary driven gears 423, and the planetary driving gear 413 and the planetary driven gears 423 are meshed to perform power transmission. It is understood that the rear wheels 500 are used as driving wheels when the power unit 100 outputs power.

As shown in fig. 1 and 2, the rear rotation speed sensors 430 are used for detecting the rotation speeds of the corresponding rear half shafts 420, the number of the rear rotation speed sensors 430 may be two, and the two rear rotation speed sensors 430 may be respectively used for detecting the rotation speeds of the two rear half shafts 420, so that the rotation speeds of the two rear wheels 500 can be known. Specifically, the rear half shaft coupling 421 may be provided with an ABS signal gear, and the rear rotation speed sensor 430 is configured to detect the number of rotation teeth of the ABS signal gear, so as to transmit the information to the controller 600, so as to obtain the rotation speed information of the corresponding rear wheel 500.

As shown in fig. 2, the controller 600 is electrically connected to the engaging device 230, the front rotation speed sensor 240, and the rear rotation speed sensor 430, respectively, to control the operation of the engaging device 230 when a predetermined condition is satisfied, thereby engaging the front driven disk 210 and the front half shafts 220. It is understood that the controller 600 may receive the rotation speed information of the two front rotation speed sensors 240 and the two rear rotation speed sensors 430, and then know the states of the front wheels 300 and the rear wheels 500, so as to determine whether the driving state of the entire vehicle needs to be switched between the two-wheel drive and the four-wheel drive according to the information. If it is determined that the driving state of the entire vehicle meets the predetermined condition, without driver intervention, the controller 600 may accurately perform switching between the two-wheel drive mode and the four-wheel drive mode according to self judgment, so that the engaging device 230 engages the front half-shaft connector 221 of the front half-shaft 220 and the front driven disc 210, and thus the vehicle may be switched from the two-wheel drive mode to the four-wheel drive mode, thereby improving the power and driving stability of the vehicle, enabling the vehicle to more stably run under the current road condition, and avoiding damage to internal components of the vehicle, and prolonging the service life of the vehicle.

It should be noted that the predetermined condition is not limited to one.

Alternatively, the rotation speed difference of the two rear wheels 500 is V1, the turning radius rotation speed difference of the two rear wheels 500 is V2, and the safety factor is a, wherein the controller 600 controls the engagement device 230 to engage the front driven disk 210 and the front half-shafts 220 when V1 > V2 a, and the controller 600 controls the engagement device 230 to disengage the front driven disk 210 and the front half-shafts 220 when V1 < V2 a. That is, when the driver drives the vehicle to travel, the controller 600 controls the vehicle to switch from the two-drive to the four-drive mode when the wheel travel state of the vehicle satisfies the condition of V1 > V2 a, and the controller 600 controls the vehicle to switch from the four-drive to the two-drive mode when the wheel travel state of the vehicle satisfies the condition of V1 < V2 a. The preset conditions are set, so that the vehicle can adapt to various severe road conditions, the situation of turning and slipping can be avoided, the running stability of the vehicle can be improved, the damage to a transmission system and wheels can be avoided, and the service life of the vehicle can be prolonged.

Alternatively, the difference in the rotational speeds of the front wheels 300 and the rear wheels 500 is V3, the average rotational speed of the front wheels 300 and the rear wheels 500 is V4, and the safety factor is a, wherein the controller 600 controls the engagement device 230 to engage the front driven disk 210 and the front half shafts 220 when V3 > V4 a, and the controller 600 controls the engagement device 230 to disengage the front driven disk 210 and the front half shafts 220 when V3 < V4 a. That is, when the driver drives the vehicle to travel, the controller 600 controls the vehicle to switch from the two-drive to the four-drive mode when the wheel travel state of the vehicle satisfies the condition of V3 > V4 a, and the controller 600 controls the vehicle to switch from the four-drive to the two-drive mode when the wheel travel state of the vehicle satisfies the condition of V3 < V4 a. The preset conditions are set, so that the vehicle can adapt to various severe road conditions, the situation of turning and slipping can be avoided, the running stability of the vehicle can be improved, the damage to a transmission system and wheels can be avoided, and the service life of the vehicle can be prolonged.

The front differential 250 of the front axle 200 will be described in detail below with reference to the drawings.

According to an alternative embodiment of the present invention, as shown in fig. 3, the front differential 250 may include: the front drive gear 111, the front driven plate 210, the two front axle connectors 221, and the two sets of engagement devices 230.

As shown in fig. 3, the front disc body 211 of the front driven disc 210 is hollow, and the inner peripheral surface of the front disc body 211 is a first contact surface, the outer peripheral surface of the half-shaft connector is a second contact surface, one of the first contact surface and the second contact surface is a circular ring surface, and the other of the first contact surface and the second contact surface is a polygonal surface formed by sequentially connecting a plurality of surfaces. For example, as shown in fig. 3, the first contact surface is a torus and the second contact surface is a polygon, and for another example, the first contact surface is a polygon and the second contact surface is a torus.

As shown in fig. 3, two sets of engagement devices 230 are provided in one-to-one correspondence with the two front half-shaft connectors 221, respectively, and both sets of engagement devices 230 are provided in the front disc body 211 of the front driven disc 210. The two sets of engagement means 230 are arranged at intervals in the axial direction, i.e., the left-right direction shown in fig. 3. The two sets of engagement devices 230 are each adapted to selectively engage a respective one of the front axle-shaft connectors 221, wherein the two sets of engagement devices 230 are synchronously engageable under the influence of the controller 600.

As shown in fig. 3, each set of engagement devices 230 includes: the first rolling element 231, first rolling holder 232, first switching driving element 233, first switching follower 234 and first elastic reset mechanism 235, the first rolling element 231 is a plurality of, and a plurality of first rolling elements 231 set up in first rolling holder 232, first rolling element 231 can be the roller, can be provided with a plurality of holding tanks in first rolling holder 232, a plurality of holding tanks set up at the interval of circumference, the roller is held in the holding tank, the roller can roll in the holding tank, and all stretch out the holding tank radially inboard and outside.

As shown in fig. 5 and 6 in conjunction, the plurality of first rolling members 231 are provided in one-to-one correspondence with the plurality of faces of the polygonal face, and the plurality of first rolling members 231 can move along the corresponding faces to have a separated position and an engaged position with the toroidal face. That is, the number of the first rolling members 231 may be the same as the number of faces that the polygonal faces have, each of the first rolling members 231 corresponding to a face of one polygonal face.

As shown in fig. 5, the first rolling members 231 are located at the separated position, and at this time, the first rolling members 231 are located at the center positions of the faces corresponding to the polygon, and since the center position of each face of the polygon face is the largest distance from the circular ring face, a gap is formed between the first rolling members 231 and the front disc body 211, and the front driven disc 210 and the front half-shaft connector 221 rotate relatively without interference; as shown in fig. 6, the first rolling members 231 are located at the engaging position, when the first rolling members 231 are located at one side edge of the corresponding polygonal surface, since the distance from the side edge of each polygonal surface to the circular ring surface is the smallest, the first rolling members 231 contact and abut against the front disc body 211, and the front driven disc 210 and the front axle shaft connector 221 can rotate synchronously. It is understood that when the first rolling member 231 is located at the separated position, the first rolling member 231 has a gap with the front disc body 211 and is not in contact therewith, and the power of the front driving gear 111 is not transmitted to the front half-shaft connector 221 through the front driven disc 210, so that the front disc body 211 and the front half-shaft connector 221 can rotate without interference therebetween, and the vehicle is in the two-drive mode. When the first rolling member 231 is located at the engaging position, the first rolling member 231 contacts and abuts against the front disc body 211, or the first rolling member 231 clamps the front disc body 211 and the front half-shaft connector 221 at the engaging position, and at this time, the power of the front driving gear 111 can be transmitted to the front half-shaft connector 221 through the front driven disc 210, so that the two can rotate synchronously, and at this time, the vehicle is in a four-wheel drive mode. It should be noted here that since each face of the polygon has two side edge positions, the first rolling member 231 also has two separated positions accordingly.

As shown in fig. 3, the first switching follower 234 is disposed on the first rolling holder 232, such that the first switching follower 234 can drive the first rolling holder 232 to rotate synchronously, and the first switching actuator 233 selectively drives the first switching follower 234 to drive the first rolling holder 232 to move, so as to drive the first rolling element 231 to move along the corresponding polygonal surface, so as to move the first rolling element 231 from the disengaged position to the engaged position. The first switching driving member 233 has a capability of controlling the movement of the first switching follower 234, and it can control the movement of the first switching follower 234 according to its state, so that it can control the first rolling member 231 to move from the disengaged position to the engaged position, i.e., to implement the switching from the two-drive mode to the four-drive mode. The controller 600 is electrically connected to the first switching driving parts 233 of the two sets of engaging devices 230, so that the controller 600 can correspondingly control whether the first switching driving parts 233 drive the first switching followers 234 to move.

As shown in fig. 3, the first elastic return mechanism 235 serves to return the first rolling member 231 from the engaged position to the disengaged position by the first rolling holder 232. That is, when the four-wheel drive mode is switched to the two-wheel drive mode, the first elastic resetting mechanism 235 can drive the first rolling holder 232 to move by the elastic force of the first elastic resetting mechanism, so that the first rolling member 231 moves from the engaging position to the disengaging position, and the switching from the four-wheel drive mode to the two-wheel drive mode is realized. Wherein the first switch driving member 233 in the process no longer controls the first switch driven member 234.

Therefore, by arranging the first rolling element 231 and the first rolling retainer 232 between the front half shaft connector 221 and the front disc body 211, the switching between the joint state and the separation state between the front half shaft connector 221 and the front disc body 211 can be timely and reliable, and by arranging the first switching driving element 233 and the first elastic reset mechanism 235, the switching from the two-drive mode to the four-drive mode and the switching from the four-drive mode to the two-drive mode can be controlled, and the front differential mechanism 250 arranged in the way can adopt different control switching, so that the switching of the joint device 230 can be flexible, the switching stability is good, and the phenomenon of blocking can not occur.

Specifically, as shown in fig. 3, the first switching actuator 233 is an electromagnetic element, the electromagnetic element is electrically connected to the controller 600, the electromagnetic element is an electromagnet, the electromagnet is fixed in the housing 260 of the front axle 200, and the electromagnet and the controller 600 can be connected by a wire harness. The first switching follower 234 is a metal member, the first switching follower 233 absorbs the first switching follower 234 when in the power-on state, so that the first switching follower 234 drives the first rolling holder 232 to move, and the first rolling member 231 moves from the separated position to the engaged position, and when the first switching follower 233 is in the power-off state, the first rolling member 231 is located at the separated position. That is, in the power-off state of the first switching actuator 233, the first elastic return mechanism 235 can use its elastic force to urge the first rolling holder 232 to move, so as to move the first rolling element 231 from the engaging position to the disengaging position, and the first switching actuator 233 thus configured can control the position of the first rolling element 231 by electromagnetic force, so that the engaging device 230 has a simple structure, reliable control and timely state switching. In addition, the first elastic return mechanism 235 also has the effect of holding the first rolling members 231 in the disengaged position, thereby enabling the first rolling holder 232 to rotate synchronously with the front axle-shaft-connecting head 221.

As shown in fig. 9 and 10, the first switching follower 234 is provided with a first limiting portion, and a second limiting portion is provided on the outer side of the first rolling holder 232, and the first limiting portion and the second limiting portion limit circumferentially, so as to drive the first rolling holder 232 to move circumferentially. That is, the first switching follower 234 and the first rolling holder 232 are in limit fit through two limit parts, so that the first switching follower 234 and the first rolling holder 232 can synchronously rotate in the circumferential direction, and thus after the first switching driving part 233 is electrified, the first switching follower 234 can drive the first rolling holder 232 to move, so that the first rolling part 231 can move from the separation position to the engagement position. In addition, by providing two limiting portions, play of the first switching follower 234 can be reduced, and the first switching follower 234 and the first rolling holder 232 can be simply and reliably engaged with each other.

As shown in fig. 3, the first switching driving member 233 is located at the axial outer side of the first switching driven member 234, and the first switching driving member 233 provides the first switching driven member 234 with a magnetic attraction force opposite to the moving direction of the front axle connector 221, so that the first rolling holder 232 drives the first rolling member 231 to rotate to the engaging position. Wherein, the outer side surface of the first switching follower 234 can abut against the first switching driving member 233, when the first rolling member 231 is in the separated position, the first switching follower 234 rotates together with the first rolling member 231, the first switching follower 234 frictionally moves on the surface of the first switching driving member 233, and after the first switching driving member 233 is energized, the first switching driving member 233 can generate a magnetic attraction force opposite to the moving direction, so that the first rolling holder 232 and the front axle shaft connector 221 relatively move, and further the first rolling member 231 moves from the separated position to the engaged position. The first switching driving member 233 thus provided can rapidly generate resistance to reverse movement of the first switching driven member 234, and the first switching driven member 234 does not need to move axially, so that the engaging device 230 occupies a small axial space and is more compact.

As shown in fig. 10, 11, 12 and 16, the first position-limiting portion includes a plurality of circumferentially spaced first protrusions 2341 provided on the first switching follower 234 and extending toward the first rolling-retaining frame 232, the second position-limiting portion includes a plurality of circumferentially spaced first recesses 2321 provided on the outer ring of the first rolling-retaining frame 232 on a side facing the first switching follower 234, and the plurality of first protrusions 2341 and the plurality of first recesses 2321 are fitted in a one-to-one correspondence. By providing the plurality of first protrusions 2341 and the plurality of first grooves 2321, the first switching follower 234 and the first rolling holder 232 can be circumferentially limited stably, and the synchronous rotation is more stable. Wherein, the end of the first protrusion 2341 may be semicircular, the first recess 2321 may be a rectangular groove, and the first protrusion 2341 thus configured may facilitate it to extend into the rectangular groove, so as to improve the assembly efficiency between the first switching follower 234 and the first rolling holder 232.

As shown in fig. 3, 13, 14 and 17, the first elastic restoring mechanism 235 includes: the first elastic member 2351 and the first limiting member 2352, and the first limiting member 2352 and the first rolling retainer 232 rotate synchronously, the first elastic member 2351 is sleeved on the front half-shaft connector 221, and two ends of the first elastic member 2351 are respectively fitted on the first limiting member 2352 and the front half-shaft connector 221, and the first limiting member 2352 can limit and cooperate with the first elastic member 2351. It can be understood that the first elastic member 2351 is an elastic ring with a notch, two ends of the elastic ring are respectively provided with a first stopping portion 2354, and the first stopping portions 2354 are respectively fitted on the first limiting member 2352 and the front half-shaft connector 221, so that after the first switching driving member 233 is powered off, the first elastic member 2351 can release the stored elastic force and then drive the first rolling retainer 232 to move relative to the front half-shaft connector 221, so that the first rolling member 231 moves from the engaged position to the disengaged position, thereby implementing the switching from the four-wheel drive mode to the two-wheel drive mode.

As shown in fig. 13 and 14, the first limiting member 2352 is provided with a plurality of second protrusions 2353 which are circumferentially spaced and radially extend outwards, one side of the inner ring of the first rolling retainer 232 facing the first limiting member 2352 is provided with a plurality of second grooves 2322 which are circumferentially spaced, the plurality of second protrusions 2353 and the plurality of second grooves 2322 are correspondingly matched with each other one by one, the first limiting member 2352 is configured into a sheet shape, a first avoiding groove 2355 is arranged on the periphery of the first limiting member 2352, a second avoiding groove 2211 is also arranged at a corresponding position of the front half shaft connector 221, and a first blocking portion 2354 of the first elastic member 2351 is stopped on a corresponding side wall of the first avoiding groove 2355 and the second avoiding groove 2211. By providing the plurality of second protrusions 2353 and the plurality of second grooves 2322, the first retaining member 2352 and the first rolling cage 232 can be circumferentially retained stably, and can be effectively spaced apart from the first switching follower 234, so that the engagement device 230 can be compact and reasonably arranged.

Specifically, when the first switching follower 234 drives the first rolling holder 232 to move, the first limiting member 2352 drives one end of the first elastic member 2351 to move towards the other end, as shown in fig. 13, until the first rolling member 231 moves to the engagement position, and the first elastic member 2351 deforms to generate an elastic restoring force, after the first switching follower 233 is powered off, the first elastic member 2351 can release the stored elastic force, so that the first rolling member 231 moves from the engagement position to the disengagement position, and thus the first rolling member 231 completes the switching from the disengagement position to the engagement position and then to the disengagement position, which is also a process of switching the vehicle from the two-drive mode to the four-drive mode and then to the two-drive mode.

As shown in fig. 27, the front axle 200 may further include a housing 260, and the first switching driver 233 is fixed in the housing 260. That is, the electromagnet is fixed on the inner peripheral wall of the housing 260, so that the electromagnet can be reliably fixed, and the wiring harness of the electromagnet can be conveniently and electrically connected with the controller 600 after passing through the housing 260, wherein the electromagnet is annular, and the front half-shaft connector 221 can correspondingly pass through the annular electromagnet, so that the electromagnet can be prevented from interfering with the rotation of the front half-shaft connector 221.

Wherein, as shown in fig. 7 and 8, each of the polygonal faces is a flat face 223, and each of the first rolling members 231 has one separated position and two engaged positions, the separated position being located between the two engaged positions. It will be appreciated that the first roller 231 is fitted at one engagement position when the vehicle is in forward and four-wheel drive mode, and the first roller 231 is fitted at the other engagement position when the vehicle is in reverse and four-wheel drive mode. The thus provided engagement device 230 can be effectively switched to the four-wheel drive mode when the vehicle is in either the forward gear or the reverse gear, so that the form stability of the vehicle can be ensured.

The front axle shaft connector 221 is connected with a front axle body, the front axle body is in spline fit with the front axle shaft connector 221, specifically, the front axle shaft connector 221 is formed with an axle hole 222, the inner peripheral wall of the axle hole 222 is provided with an inner spline, the inner end part of the front axle body is provided with an outer spline, the inner spline is in fit with the outer spline, the front axle shaft connector 221 and the front axle body can be ensured to synchronously rotate, and the outer end part of the front axle body is connected with a front wheel 300.

According to an embodiment of the present invention, as shown in fig. 4, the front differential 250 may further include: a collinear retaining member provided between the two front half-shaft connectors 221 to keep the axes of the two front half-shaft connectors 221 collinear. Through setting up the collineation keeper, can avoid the axis of two front half axle connectors 221 to take place positional deviation to can guarantee the axis collineation of two front half axles 220 and two front wheels 300, and then can guarantee the operating stability of front axle 200, can make the vehicle drive on the road surface steadily.

As shown in FIG. 4, the collinear retaining member may be a bushing 236, the bushing 236 being disposed within the axle bores 222 of the two forward half-axle connectors 221, at least one of the forward half-axle connectors 221 being rotatable relative to the bushing 236. The shaft sleeve 236 has a simple structure, and can effectively ensure that the axes of the two front half-shaft connectors 221 are collinear, so that the position deviation of one of the two front half-shaft connectors 221 can be avoided, and the axial space of the front axle 200 can be saved by sleeving the two front half-shaft connectors 221 on the shaft sleeve 236.

Wherein one of the two front half-shaft connectors 221 is interference-fitted with the boss 236, and the other of the two front half-shaft connectors 221 is clearance-fitted with the boss 236. That is, the shaft sleeve 236 rotates synchronously with one of the front half-shaft connectors 221 and rotates relatively with the other front half-shaft connector 221, so that the shaft sleeve 236 can keep the axes collinear on the basis of ensuring that the two front half-shaft connectors 221 do not interfere with each other, and the structural stability of the front differential 250 can be improved.

As shown in FIG. 4, a seal is disposed within the axial bore 222 of each forward axle shaft connector 221, and is located axially outwardly of the bushing 236. The sealing member can play a role in sealing the shaft hole 222 of the front half-shaft connector 221, and can prevent lubricating oil from flowing out of the shell 260 of the front axle 200, so that the internal sealing performance of the front axle 200 can be ensured, external impurities can be prevented from entering the shell 260, rusting of the front axle 200 during storage can be avoided, and the structural reliability of the front axle 200 can be ensured. Preferably, the seal is a bowl 238.

Stepped portions are provided in the shaft hole 222, and a boss 236 is located between the stepped portions of the two front axle shaft connectors 221. The step portion can serve as a stopping sleeve 236, so that axial movement of the sleeve 236 can be avoided, axial positions of the sleeve 236 and the two front half-shaft connectors 221 can be stabilized, and structural stability of the front differential 250 can be further improved. As shown in fig. 4, each front half-shaft connector 221 is sleeved with a bearing 280 for supporting, and the bearing 280 may be a deep groove ball bearing.

Optionally, as shown in fig. 3, the front differential 250 may further include: a partition 237, the partition 237 is sleeved on the shaft sleeve 236, and the partition 237 is located between the two front half-shaft connectors 221. By providing the partition 237, the two engagement devices 230 can be effectively isolated, and interference after axial play of the two engagement devices 230 can be avoided, so that the operational reliability of the two engagement devices 230 can be further ensured.

According to an optional embodiment of the present invention, as shown in fig. 29, the housing 260 of the front axle 200 may be provided with a breathing port 264, and in the housing 260, the main oil chamber 261 and the primary separation chamber 262 are respectively defined by the two axial sides of the front disk body 211, the main oil chamber 261 and the primary separation chamber 262 are communicated, and the primary separation chamber 262 is communicated with the breathing port 264. So that the gas in the front axle 200 can flow to the outside from the breathing port 264 through the primary separation chamber 262. The housing 260 includes an end cap 281 with the primary separation chamber 262 located within the end cap 281 and the breathing orifice 264 disposed on the end cap 281.

Wherein, a first oil-gas separation device is arranged in the first-stage separation chamber 262, and the first oil-gas separation device is arranged on the front half-shaft connector 221. First oil-gas separation device can carry out oil-gas separation in primary separation cavity 262, can make lubricating oil in the primary separation cavity 262 separate out to the internal perisporium of shell 260 on, then flow back main oil cavity 261 again to can reduce the lubricating oil of breathing mouth 264 exhalation, can avoid the loss of lubricating oil, can guarantee the lubricated reliability of front axle 200.

Specifically, the first oil-gas separation device, i.e., the first switching follower 234, since the first switching follower 234 is disposed on the first rolling holder 232 and can rotate synchronously with the first rolling holder 232 and the front axle shaft connector 221, then the first switching follower 234 in a rotating state can continuously stir the air in the primary separation chamber 262, so that the lubricating oil in the air can be thrown to the inner peripheral wall of the housing 260, thereby reducing the exhalation of the lubricating oil.

As shown in fig. 9 and 10, the first switching follower 234 includes: the main body and the above-mentioned first position-limiting portion, the first position-limiting portion is perpendicular to the surface of the main body, the outer periphery of the main body is formed with a plurality of cutting portions 2342, and the plurality of cutting portions 2342 are mainly used for cutting and stirring the surrounding air when the first switching follower 234 rotates, so that the lubricating oil in the air is separated out to the inner peripheral wall of the housing 260.

Specifically, as shown in fig. 9 and 10, the circumferential end surfaces of the cutting portions 2342 are arc-shaped surfaces, and a spacing groove 2343 is provided between two circumferentially adjacent cutting portions 2342. The arc-shaped face may allow the cutting portion 2342 to have a larger cutting edge, thereby better agitating the air, and the interval groove 2343 and the cutting portion 2342 are spaced apart to some extent to enhance the agitation degree of the air.

Further, as shown in fig. 29, the ABS signal gear 270 is disposed in the end cover 281 of the housing 260, and the ABS signal gear 270 and the end cover 281 define a secondary separation chamber 263, the secondary separation chamber 263 is communicated between the primary separation chamber 262 and the breathing port 264, and the ABS signal gear 270 is sleeved on the front axle-shaft connector 221. Wherein the ABS signal gear 270 may correspond to the front rotation sensor 240, and the front rotation sensor 240 may detect the number of the rotation teeth of the ABS signal gear 270 to calculate the rotation speed information. Wherein, after passing through the first-stage separation chamber 262, the air mixed with the lubricating oil flows to the second-stage separation chamber 263, and the rotating ABS signal gear 270 may agitate the air in the second-stage separation chamber 263 again, so that the lubricating oil in the air may be separated out and finally returned to the main oil chamber 261. By arranging the ABS signal gear 270, it can be used to cooperate with the front rotation sensor 240, and can be further used to separate out the lubricating oil in the air, so that the lubricating oil exhaled from the breathing hole 264 can be reduced, and the lubrication reliability of the moving parts in the front axle 200 can be ensured.

As shown in fig. 30, an oil return groove 265 is formed in the bottom of the end cover 281, and the oil return groove 265 communicates between the secondary separation chamber 263 and the primary separation chamber 262. It can be understood that, in the rotation direction of the ABS signal gear 270, the lubricant oil is continuously separated out and flows downward, then flows from the oil return groove 265 to the primary separation chamber 262, and then flows from the primary separation chamber 262 to the main oil chamber 261, and the oil return groove 265 thus provided can facilitate the backflow of the lubricant oil, can more effectively reduce the loss of the lubricant oil, and thus can improve the lubrication reliability of the front axle 200.

Optionally, air outlet passage 266 is formed inside end cap 281, air outlet passage 266 communicating between breathing port 264 and secondary separation chamber 263. The air outlet passage 266 and the oil return groove 265 are spaced apart in the circumferential direction of the end cover 281, for example, the air outlet passage 266 may be disposed on the top of the end cover 281, which may facilitate the air rising until the air is exhaled from the breathing hole 264, and may also reduce the upward exhalation of the lubricating oil. In addition, part of the lubricating oil can adhere to the wall of the outlet passage 266 and then flow back into the oil return groove 265 of the secondary separation chamber 263.

Further, as shown in fig. 30 and 31, the gas outlet passage 266 is also connected with a return passage 267, and the return passage 267 communicates with the secondary separation chamber 263. That is, during the air outlet process, part of the lubricating oil can also flow back to the secondary separation chamber 263 through the return channel 267, then flow to the primary separation chamber 262 from the oil return groove 265, and finally flow back to the main oil chamber 261, so that the exhalation of the lubricating oil can be further reduced, the lubrication reliability of the front differential 250 can be improved, and the service life of the front axle 200 can be prolonged. The internal space of the return channel 267 is a negative pressure region, which can absorb part of the lubricating oil back into the secondary separation chamber 263 under negative pressure, and an arc-shaped boss is disposed between the outlet of the return channel 267 and the inlet of the air outlet channel 266, and the arc-shaped boss forms the inner side wall of the return channel 267.

As shown in fig. 30, the breathing hole 264 is located on the top of the end cap 281, the oil blocking wall 268 is disposed inside the end cap 281, and the oil blocking wall 268 is located below the breathing hole 264. That is, the breathing port 264 is not in direct communication with the chamber below, and the oil blocking wall 268 may prevent the lubricating oil from directly entering the breathing port 264 to some extent, so that the exhalation of the lubricating oil may be reduced at least to some extent.

As shown in fig. 30, the breathing port 264 is provided with a mouthpiece to which is attached a hose 269 extending vertically upwards. The hose 269 is arranged to improve the highest point position of the gas exhalation, and by arranging the hose 269, water in a wading environment can be prevented from entering the front differential 250 through the breathing port 264, so that the front differential 250 can be effectively protected, and the reliability of the front differential 250 can be improved.

The rear differential 460 of the rear axle 400 is described in detail below with reference to the drawings.

As shown in fig. 18 and 19, a rear differential 460 of a rear axle 400 of a vehicle according to an embodiment of the present invention may include: the rear driven disc 410, the two rear half-axle connectors 421 and the differential lock device 440 are arranged on the inner side of the rear driven disc 410, wherein the differential lock device 440 is one, and the differential lock device 440 selectively locks the corresponding rear half-axle connector 421 and the corresponding rear driven disc 410, so that a locking state is achieved, once the differential lock device 440 is locked, the corresponding rear half-axle connector 421 and the corresponding rear driven disc 410 are synchronously rotated, and due to the characteristics of the planetary gear differential mechanism, the two rear half-axle connectors 421 are also synchronously rotated, namely the two half-axle connectors 421 and the rear driven disc 410 are synchronously rotated, so that the vehicle can be prevented from turning and slipping or being separated from a slipping environment when slipping occurs on the vehicle, and the driving stability of the vehicle can be improved. In the normal driving state, the differential lock device 440 is in the open state, and the two rear half-axle connectors 421 are in the differential rotation state.

Specifically, as shown in fig. 18, the rear driven disc 410 includes a rear driven gear 412 and a rear disc body 411, the rear driven gear 412 is fixed on one axial side of the rear disc body 411, the rear driven gear 412 is engaged with the rear driving gear 112, the rear disc body 411 of the rear driven disc 410 is hollow, an inner peripheral surface of the rear disc body 411 is a third contact surface, a planetary driving gear 413 is arranged in the rear driven disc 410, two rear half-shaft connectors 421 are arranged in the rear driven disc 410, the two rear half-shaft connectors 421 are axially spaced apart, the rear half-shaft connectors 421 are provided with planetary driven gears 423, and the two planetary driven gears 423 are respectively engaged with two sides of the planetary driving gear 413. Thus, the power of the power unit 100 can be transmitted to the rear shaft bodies of the two rear half shafts 420 through the planetary driving gear 413 and the planetary driven gear 423, so that the two rear wheels 500 can be driven to rotate on the road surface.

As shown in fig. 20 to 22, a fourth contact surface is correspondingly disposed on one axle shaft connector, one of the third contact surface and the fourth contact surface is a circular surface, and the other is a polygonal surface formed by sequentially connecting a plurality of surfaces, and the differential lock device 440 is disposed between the third contact surface and the fourth contact surface.

As shown in fig. 18 and 19, the differential lock device 440 includes: the second rolling members 441 are provided in plurality, the plurality of second rolling members 441 are provided to the second rolling holder 442, the plurality of second rolling members 441 are provided in one-to-one correspondence with a plurality of surfaces of the polygonal surface, and are movable along the corresponding surfaces so as to have a separation position and an engagement position with the circular surface.

As shown in fig. 20, when the second rolling member 441 is located at the separation position, at this time, the second rolling member 441 is located at the center position of the corresponding polygonal surface, and since the center position of each polygonal surface is the largest distance from the circular ring surface, a gap is formed between the second rolling member 441 and the rear driven disc 410, and the rear driven disc 410 and the rear half shaft connecting head 421 rotate relatively without mutual interference; as shown in fig. 21, the second rolling members 441 are located at the engaging position, and at this time, the second rolling members 441 are located at one side edge of the corresponding polygonal surface, and since the distance between the side edge position of each polygonal surface and the circular ring surface is minimum, the second rolling members 441 are in contact with and abut against the rear driven disc 410, and further the rear driven disc 410 and the rear half shaft connecting head 421 can synchronously rotate, it can be understood that, when the second rolling members 441 are located at the disengaging position, there is a gap between the second rolling members 441 and the rear disc body 411, and the second rolling members are not in contact, so that the rear disc body 411 and the rear half shaft connecting head 421 can rotate without interfering with each other, and the vehicle is in normal running. When the second rolling member 441 is located at the engaging position, the second rolling member 441 contacts and abuts against the rear disc body 411, or the second rolling member 441 locks the rear disc body 411 and the rear half shaft connecting head 421 at the engaging position, so that the two can synchronously rotate, and the differential locking function is realized.

As shown in fig. 3, the second switching follower 444 is disposed on the second rolling holder 442, such that the second switching follower 444 can rotate synchronously with the second rolling holder 442, and the second switching driving member 443 selectively drives the second switching follower 444 to move the second rolling holder 442, so as to drive the second rolling members 441 to move along the corresponding polygonal surfaces, so as to move the second rolling members 441 from the separated position to the joined position. The second switching driving member 443 has the capability of controlling the second switching follower 444, which can control the second switching follower 444 to move according to its state, so that the second rolling member 441 can be controlled to move from the disengagement position to the engagement position, i.e., the differential locking function is realized. The controller 600 is electrically connected to the second switching driving element 443 of the differential lock device 440, so that the controller 600 can correspondingly control whether the second switching driving element 443 drives the second switching driven element 444 to move, that is, the controller 600 can selectively control whether the rear axle 400 performs a differential locking operation according to actual vehicle conditions.

The second elastic return mechanism 445 is for returning the second rolling member 441 from the engaged position to the disengaged position by the second rolling holder 442. That is, when the differential lock function is released, the second elastic return mechanism 445 may drive the second rolling holder 442 to move by its own elastic force, so that the second rolling member 441 moves from the engagement position to the disengagement position, thereby implementing the differential lock function. Wherein the second switching driving element 443 in the process no longer controls the second switching driven element 444.

Therefore, by arranging the second rolling element 441 and the second rolling retainer 442 between the rear half-axle connector 421 and the rear disk 411, the switching between the engaging state and the disengaging state between the rear half-axle connector 421 and the rear disk 411 can be performed rapidly and reliably, and by arranging the second switching driving element 443 and the second elastic reset mechanism 445, the switching of the differential locking function can be controlled, the rear differential mechanism 460 arranged in the way can adopt different control switching, so that the differential locking device 440 can be switched flexibly, the switching stability is good, and the phenomenon of locking cannot occur.

Specifically, as shown in fig. 18 and 19, the second switching driving element 443 is an electromagnetic element, the electromagnetic element is electrically connected to the controller 600, the electromagnetic element may be an electromagnet, the electromagnet is fixed in the end cover 281 of the outer shell 260 of the rear axle 400, and the electromagnet and the controller 600 may be connected by a wire harness. The second switching driving member 444 is a metal member, the second switching driving member 443 adsorbs the second switching driven member 444 in the power-on state, so that the second switching driven member 444 drives the second rolling holder 442 to move, and the second rolling member 441 moves from the separated position to the engaged position, and when the second switching driving member 443 is in the power-off state, the second rolling member 441 is located at the separated position. That is, in the power-off state of the second switching driving member 443, the second elastic restoring mechanism 445 can use its elastic force to urge the second rolling holder 442 to move, so that the second rolling member 441 moves from the engaging position to the disengaging position, and the second switching driving member 443 thus configured can control the position of the second rolling member 441 through electromagnetic force, so that the differential lock device 440 has a simple structure, reliable control and timely state switching.

As shown in fig. 23, 25 and 28, the second switching follower 444 is provided with a third limiting portion, the outer side of the second rolling holder 442 is provided with a fourth limiting portion, and the third limiting portion and the fourth limiting portion limit circumferentially, so as to drive the second rolling holder 442 to move circumferentially. That is, the second switching follower 444 and the second rolling holder 442 are in limit fit with each other through two limit portions, so that the second switching follower 444 and the second rolling holder 442 can synchronously rotate in the circumferential direction, and thus after the second switching driving element 443 is energized, the second switching follower 444 can drive the second rolling holder 442 to move, so that the second rolling element 441 can move from the separation position to the engagement position. In addition, by providing two stopper portions, play of the second switching follower 444 can be reduced, and the fitting between the second switching follower 444 and the second rolling holder 442 can be made simple and reliable.

As shown in fig. 18 and 19, the second switching driving member 443 is located axially outside the second switching driven member 444, and the second switching driving member 443 provides magnetic attraction force to the second switching driven member 444 and the rear half shaft connector 421 in a direction opposite to the moving direction, so that the second rolling holder 442 drives the second rolling member 441 to rotate to the engagement position. Wherein the second switching follower 444 rotates together with the second roller 441, an outer side surface of the second switching follower 444 may abut against the second switching driving member 443, the second switching follower 444 frictionally moves at a surface of the switching driving member when the second roller 441 is at the separated position, and after the second switching driving member 443 is energized, the second switching driving member 443 may generate a magnetic attraction force opposite to the moving direction, thereby relatively moving the second rolling holder 442 and the rear half shaft connecting head 421, and further moving the second roller 441 from the separated position to the engaged position. The second switching driving element 443 thus configured can quickly generate resistance to reverse movement of the second switching driven element 444, and axial movement of the second switching driven element 444 is not required, so that the differential lock device 440 occupies a small axial space and is more compact in structure.

As shown in fig. 22 and 25, the third position limiting portion includes a plurality of circumferentially spaced third protrusions 4441 provided on the second switching follower 444 and extending toward the second rolling holder 442, the fourth position limiting portion includes a plurality of circumferentially spaced third recesses 4421 provided on the outer ring of the second rolling holder 442 on the side facing the second switching follower 444, and the plurality of third protrusions 4441 and the plurality of third recesses 4421 are fitted in one-to-one correspondence. By providing the plurality of third protrusions 4441 and the plurality of third grooves 4421, the second switching follower 444 and the second rolling holder 442 can be circumferentially limited stably, and the synchronous rotation is more stable. The third protrusion 4441 may be formed in a semicircular shape at an end thereof, the third groove 4421 may be formed in a rectangular groove, and the third protrusion 4441 may be conveniently inserted into the rectangular groove, so that the assembling efficiency between the second switching follower 444 and the second rolling holder 442 may be improved.

As shown in fig. 18 and 24, the second elastic return mechanism 445 includes: the second elastic element 4451 and the second limiting element 4452, and the second limiting element 4452 and the second rolling holder 442 rotate synchronously, the second elastic element 4451 is sleeved on the rear half shaft connector 421, and two ends of the second elastic element 4451 are respectively fitted to the second limiting element 4452 and the rear half shaft connector 421, and the second limiting element 4452 can limit and cooperate with the second elastic element 4451. It can be understood that, as shown in fig. 25 and 26, the second elastic member 4451 is an elastic ring with a notch, the two ends of the elastic ring are respectively provided with a second stopping portion 4454, and the second stopping portions 4454 are respectively fitted on the second limiting member 4452 and the rear half shaft connector 421, so that after the second switching driving member 443 is powered off, the second elastic member 4451 can release the stored elastic force and then drive the second rolling holder 442 to move relative to the rear half shaft connector 421, so that the second rolling member 441 moves from the engaging position to the disengaging position, thereby implementing the differential locking function.

As shown in fig. 24 to 27, the second limiting member 4452 is provided with a plurality of circumferentially spaced fourth protrusions 4453 extending radially outward, the inner ring of the second rolling holder 442 is provided with a plurality of circumferentially spaced fourth grooves on a side facing the second limiting member 4452, the plurality of fourth protrusions 4453 and the plurality of fourth grooves are correspondingly engaged one by one, the second limiting member 4452 is configured to be a sheet, the outer periphery of the second limiting member 4452 is provided with a third avoiding groove 4455, the corresponding position of the rear half shaft connector 421 is also provided with a fourth avoiding groove 4211, and the second stopping portion 4454 of the second elastic member 4451 is stopped against the corresponding side wall of the third avoiding groove 4455 and the fourth avoiding groove 4211. By providing the plurality of fourth protrusions 4453 and the plurality of fourth grooves, the second position limiting member 4452 and the second rolling holder 442 can be circumferentially stably positioned and can be effectively spaced apart from the second switching follower 444, so that the differential lock device 440 can be made compact and reasonably arranged.

Specifically, the second switching follower 444 drives the second rolling holder 442 to move, and drives the second limiting member 4452 to move, and the second limiting member 4452 then drives one end of the second elastic member 4451 to move toward the other end, as shown in fig. 21, until the second rolling member 441 moves to the engagement position, and the second elastic member 4451 deforms to generate an elastic restoring force, and after the second switching driving member 443 is powered off, the second elastic member 4451 can release the stored elastic force, so that the second rolling member 441 moves from the engagement position to the disengagement position, and thus the second rolling member 441 completes switching from the disengagement position to the engagement position, and then to the disengagement position, which is also a process of synchronously rotating the rear axle 400 of the vehicle from differential rotation to dead lock, and then to differential rotation.

Optionally, the rear axle 400 may further include a housing, and the second switching initiative 443 is fixed in the housing. That is to say, the electro-magnet is fixed on the internal perisporium of shell, can make the electro-magnet fixed reliable like this, can make things convenient for the pencil of electro-magnet to pass behind the shell moreover and be connected with controller 600 electricity, and wherein, the electro-magnet is the annular, and the semi-axis connector can correspond and pass this annular electro-magnet, can avoid the electro-magnet to interfere the rotation of semi-axis connector like this.

Wherein each of the polygonal faces is a plane, and each of the second rolling members 441 has one disengagement position and two engagement positions, the disengagement position being located between the two engagement positions. It will be appreciated that the second rolling member 441 is fitted at one engagement position when the vehicle is in forward gear and the differential lock is dead, and that the second rolling member 441 is fitted at the other engagement position when the vehicle is in reverse gear and the differential lock is dead. The differential lock device 440 arranged in this way can effectively convert the vehicle into a differential lock state when the vehicle is in a forward gear or a reverse gear, so that the form stability of the vehicle can be ensured.

The rear half axle connector 421 is connected with the rear axle body, and the rear axle body is connected with rear half axle connector 421 spline fit, and specifically, rear half axle connector 421 is formed with shaft hole 222, and the internal perisporium of shaft hole 222 is provided with the internal spline, and the interior tip of rear axle body is provided with the external spline, and the internal spline and the external spline fit can guarantee like this that rear half axle connector 421 and rear axle body rotate in step, and the outer end connection of rear axle body has rear wheel 500.

Specifically, as shown in fig. 19 to 21, the rear half shaft coupling 421 is sleeved with a fitting 422 for synchronous movement on the outer periphery thereof, and the outer periphery of the fitting 422 is a fourth contact surface. That is, the differential lock device 440 is not provided directly on the rear axle-side connector 421, but is provided on the mating piece 422 on the rear axle-side connector 421. By providing the fitting 422, the change of the rear half-shaft connector 421 can be reduced, and the fitting 422 and the engaging device 230 can be reliably fitted, so that the reliability of the differential lock function can be ensured.

Wherein, the mating piece 422 is spline-fitted with the corresponding rear half shaft connector 421. It can be understood that the spline fit can make the fitting 422 and the corresponding rear half shaft connector 421 rotate synchronously, and the fit mode is simple and reliable.

Optionally, the rear half shaft connector 421 is provided with an axial retaining ring for stopping the mating piece 422, and the axial retaining ring is located outside the mating piece 422, so that it can effectively prevent the mating piece 422 from axially shifting relative to the rear half shaft connector 421, and can ensure the reliability of the mating piece 422, thereby further ensuring the reliability of the differential locking function of the differential lock device 440.

According to an alternative embodiment of the present invention, the controller 600 may also control the differential lock device 440 to lock the rear driven disc 410 and the corresponding rear half shaft connector 421 when the predetermined condition is satisfied, and once locked, the two rear half shaft connectors 221 may become synchronized due to the characteristics of the planetary gear differential mechanism. That is, when the controller 600 controls the engaging device 230 to engage the front plate 211 and the corresponding front half-shaft connector 221, the controller 600 may also synchronously control the differential lock device 440 to lock the rear plate 411 and the corresponding rear half-shaft connector 421, so as to simultaneously implement the four-wheel drive mode and the differential lock function, and further improve the reliability of the vehicle in turning, so that the vehicle may adapt to various bad road conditions.

The differential lock device 440 and the engaging device 230 have the same structure, and both the switching driving member of the engaging device 230 and the switching driving member of the differential lock device 440 are electrically connected to the controller 600, so as to synchronously control the on/off state of the switching driving members. The differential lock device 440 and the engaging device 230 thus arranged are simple in structure, and need not to be designed many times, the design difficulty of the front axle 200 and the rear axle 400 can be further reduced, and the controller 600 can simultaneously control the switching driving parts of the engaging device 230 and the differential lock device 440, so that the four-wheel drive mode and the differential lock dead mode can be synchronously controlled, and the reliability of the vehicle can be improved.

According to the driving method of the vehicle of the embodiment of the present invention, the vehicle adopts the driving system 1000 of the vehicle of the above embodiment, as shown in fig. 32, the driving method includes: receiving the rotation speed information transmitted from the front rotation speed sensor 240 and the rear rotation speed sensor 430, determining whether the rotation speed between the front wheels 300 and the rear wheels 500 satisfies a predetermined condition according to the analysis, and if the rotation speed between the front wheels 300 and the rear wheels 500 satisfies the predetermined condition, engaging the front driven disk 210 and the front half shaft 220 by switching the driving member control engaging device 230. The vehicle adopting the driving method can control the engagement device 230 to engage the front driven disc 210 and the front half shaft connector 221 through the controller 600 when the wheel rotation speed of the vehicle meets the preset condition, so that the driving mode of the vehicle is switched from a two-drive mode to a four-drive mode, the manipulation performance of the vehicle and the passing capacity of the vehicle running under the severe road conditions can be improved, the vehicle can run under the current road conditions more stably, the damage to the internal parts of the vehicle can be avoided, and the service life of the vehicle can be prolonged. In addition, the driving method does not need driver intervention, and the controller 600 can control the switching process, so that the control operation step of the driver can be omitted, and the control difficulty of the vehicle can be reduced.

Alternatively, as shown in fig. 33, the driving method further includes: the controller 600 also controls the differential lock device 440 to synchronously lock the rear driven disk 410 and the corresponding rear half shaft 420 when a predetermined condition is satisfied. That is, when the controller 600 controls the engaging device 230 to engage the front plate 211 and the corresponding front half-shaft connector 221, the controller 600 may also synchronously control the differential lock device 440 to lock the rear plate 411 and the corresponding rear half-shaft connector 421, so as to simultaneously implement the four-wheel drive mode and the differential lock function, and further improve the reliability of the vehicle in turning, so that the vehicle may adapt to various bad road conditions.

Alternatively, as shown in fig. 32 and 33, the predetermined conditions include: v1 is more than V2 a, the rotating speed difference of the two rear wheels 500 is V1, the turning radius rotating speed difference of the two rear wheels 500 is V2, the safety factor is a, and the turning radius rotating speed difference means that the rotating speed difference of the two wheels is the largest when the left wheel and the right wheel are at the minimum turning radius. That is, when the driver drives the vehicle to travel, the controller 600 controls the vehicle to switch from the two-drive to the four-drive mode when the wheel travel state of the vehicle satisfies the condition of V1 > V2 a, and the controller 600 controls the vehicle to switch from the four-drive to the two-drive mode when the wheel travel state of the vehicle satisfies the condition of V1 < V2 a. The preset conditions are set, so that the vehicle can adapt to various severe road conditions, the situation of turning and slipping can be avoided, the running stability of the vehicle can be improved, the damage to a transmission system and wheels can be avoided, and the service life of the vehicle can be prolonged.

Alternatively, as shown in fig. 32 and 33, the predetermined condition includes: v3 > V4 a, the difference in rotational speed between the front wheel 300 and the rear wheel 500 is V3, the average rotational speed between the front wheel 300 and the rear wheel 500 is V4, and the safety factor is a. That is, when the driver drives the vehicle to travel, the controller 600 controls the vehicle to switch from the two-drive to the four-drive mode when the wheel travel state of the vehicle satisfies the condition of V3 > V4 a, and the controller 600 controls the vehicle to switch from the four-drive to the two-drive mode when the wheel travel state of the vehicle satisfies the condition of V3 < V4 a. The preset conditions are set, so that the vehicle can adapt to various severe road conditions, the situation of turning and slipping can be avoided, the running stability of the vehicle can be improved, the damage to a transmission system and wheels can be avoided, and the service life of the vehicle can be prolonged.

According to the utility model discloses vehicle, including the actuating system 1000 of the vehicle of above-mentioned embodiment.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An axle for a vehicle, comprising:

a housing provided with a breathing port;

a driven disk disposed within the housing;

the driven gear is rotatably arranged in the shell and arranged on the driven disc, a main oil chamber and a primary separation chamber are respectively defined at two axial sides of the driven disc in the shell, the main oil chamber is communicated with the primary separation chamber, and the primary separation chamber is communicated with the breathing port;

the half shaft connector is arranged in the shell and is in transmission with the driven disc;

and the first oil-gas separation device is arranged on the half shaft connector and is positioned in the primary separation chamber.

2. The vehicle axle of claim 1 wherein said housing includes an end cap, said primary separation chamber being located inboard of said end cap.

3. The vehicle axle of claim 2, wherein a plurality of rolling members, a rolling cage, a first oil-gas separation device and a switching driving member are further arranged between the half-shaft connector and the driven disc, the rolling members are arranged on the rolling cage, the first oil-gas separation device is arranged on the rolling cage, and the switching driving member is arranged on the end cover and selectively drives the first oil-gas separation device to move, so that the rolling members roll to a position where the driven disc and the half-shaft connector are jointed.

4. The vehicle axle of claim 3, wherein the first air-fuel separation device comprises: the rolling retainer comprises a main body and a limiting part, wherein the limiting part is arranged on the inner side of the main body and is vertical to the plane where the surface of the main body is located, the rolling retainer is provided with a limiting groove, the limiting part is matched in the limiting groove, and a plurality of cutting parts are formed on the periphery of the main body.

5. The vehicle axle of claim 4, wherein the circumferential end surfaces of the cutting portions are arc-shaped surfaces, and a spacing groove is arranged between two circumferentially adjacent cutting portions.

6. The vehicle axle of claim 3, further comprising: ABS signal gear, ABS signal gear set up in the end cover and with the second grade separation cavity is injectd to the end cover, second grade separation cavity intercommunication is in the first grade separation cavity with breathe between the mouth, ABS signal gear cover is located on the half hub connection head.

7. The vehicle axle of claim 6, wherein the bottom of the end cap is formed with a scavenge groove that communicates between the secondary and primary separation chambers.

8. The vehicle axle of claim 7, wherein the end cover is formed with an air outlet channel, the air outlet channel and the oil return groove are arranged at intervals along the circumferential direction of the inner side of the end cover, and the air outlet channel is communicated between the breathing port and the secondary separation chamber.

9. The vehicle axle of claim 8, wherein a return channel is further connected to the air outlet channel, the return channel being in communication with the secondary separation chamber.

10. The vehicle axle of claim 8, wherein the breather port is located at the top of the end cap, and an oil barrier wall is arranged inside the end cap and located below the breather port.

11. Vehicle axle according to claim 1, characterised in that the breathing opening is provided with a mouthpiece to which a hose extending vertically upwards is connected.

12. A vehicle comprising an axle for a vehicle according to any one of claims 1 to 11.