CN214267353U - Axle assembly and vehicle - Google Patents
Axle assembly and vehicle Download PDFInfo
- Publication number
- CN214267353U CN214267353U CN202120186741.9U CN202120186741U CN214267353U CN 214267353 U CN214267353 U CN 214267353U CN 202120186741 U CN202120186741 U CN 202120186741U CN 214267353 U CN214267353 U CN 214267353U
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- gear
- assembly
- transmission
- shaft
- axle
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Abstract
The utility model discloses an axle assembly and vehicle, include: a half shaft; a differential in drive with the axle shafts and including a driven bevel gear; the driving bevel gear is in meshed transmission with the driven bevel gear; the transmission assembly is in transmission with the driving bevel gear and is positioned on the longitudinal front side of the half shaft; a drive assembly, the drive assembly comprising: the driving motor and the speed reducer are in transmission, the speed reducer and the transmission assembly are in transmission, and the driving assembly is integrally located on the longitudinal rear side of the half shaft. The driving component is arranged on the axle assembly, and the driving component is integrally positioned at the longitudinal rear side of the half shaft, so that the axle assembly is simple in overall structure, less in change and convenient to install and produce.
Description
Technical Field
The utility model belongs to the technical field of the vehicle technique and specifically relates to an axle assembly and vehicle are related to.
Background
At present, in order to meet the requirement of electric driving, an electric drive axle is developed, and in some related technologies, a rear longitudinal electric drive axle structure is proposed, which modifies a traditional axle and designs a two-gear shifting structure at the front part and places a motor at the rear part. However, the electrically driven axle structure greatly changes the traditional axle and is not beneficial to production.
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 present invention is to provide an axle assembly, which can simplify the overall structure of the axle assembly, reduce the variation, and improve the vehicle economy and the system transmission efficiency.
The utility model discloses a vehicle is further proposed.
According to the utility model discloses an axle assembly, include: a half shaft; a differential in drive with the axle shafts and including a driven bevel gear; the driving bevel gear is in meshed transmission with the driven bevel gear; the transmission assembly is in transmission with the driving bevel gear and is positioned on the longitudinal front side of the half shaft; a drive assembly, the drive assembly comprising: the driving motor and the speed reducer are in transmission, the speed reducer and the transmission assembly are in transmission, and the driving assembly is integrally located on the longitudinal rear side of the half shaft.
According to the utility model discloses an axle assembly through installing drive assembly at the axle assembly, can realize electric drive modularized design to drive assembly wholly is located the vertical rear side of semi-axis, can make the overall structure of axle assembly simple like this, and the change is few, is convenient for install and production.
In some examples of the invention, the reducer comprises: the gear transmission device comprises a first gear, a second gear, a third gear and a fourth gear, wherein the first gear and the second gear are in meshing transmission, the third gear and the fourth gear are in meshing transmission, the second gear and the third gear are coaxially fixed, the fourth gear is an output gear and is in transmission with the transmission assembly, and the driving motor selectively drives the first gear and the fourth gear.
In some examples of the invention, the driving motor is provided with a motor shaft, the motor shaft is provided with a synchronizer between the first gear and the fourth gear, the synchronizer is used for synchronizing the first gear or the fourth gear with the motor shaft.
In some examples of the invention, the half shaft comprises: the left half shaft and the right half shaft are oppositely arranged left and right, and the driving component is integrally positioned at the longitudinal rear side of the left half shaft or the longitudinal rear side of the right half shaft.
In some examples of the invention, the drive motor is located at a longitudinal rear side of the speed reducer.
In some examples of the invention, the axle shaft is connected to a wheel, and in a transverse direction, at least a portion of the speed reducer is located between the wheel and the differential.
In some examples of the invention, the drive assembly includes a fifth gear and a sixth gear, the fifth gear and the sixth gear are in meshing transmission, the speed reducer includes an output gear, the output gear with the fifth gear is coaxially fixed, the sixth gear and the drive bevel gear is coaxially fixed.
In some examples of the present invention, a diameter of the fifth gear is smaller than a diameter of the sixth gear.
In some examples of the present invention, a first fixed shaft is connected between the output gear and the fifth gear, the first fixed shaft is located above the vertical direction of the half shaft, and a second fixed shaft is connected between the sixth gear and the drive bevel gear.
According to the utility model discloses a vehicle, including above the axle assembly.
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 structural view of an axle assembly according to an embodiment of the present invention;
fig. 2 is a schematic structural view of the driving assembly.
Reference numerals:
an axle assembly 1;
a half shaft 10; a differential 20; a driven bevel gear 21; a drive bevel gear 30;
a drive assembly 40; a fifth gear 41; a sixth gear 42;
a drive assembly 50; a drive motor 51; a motor shaft 510;
a speed reducer 52; a first gear 520; a second gear 521;
a third gear 522; a fourth gear 523; an intermediate shaft 524;
a wheel 60; a first fixed shaft 70; a second fixed shaft 80.
Detailed Description
Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.
An axle assembly 1 according to an embodiment of the present invention is described below with reference to fig. 1-2.
As shown in fig. 1, according to the utility model discloses an axle assembly 1 includes: half-shafts 10, differential 20, drive bevel gear 30, transmission assembly 40, and drive assembly 50. Differential 20 is in drive communication with axle shafts 10, and differential 20 may provide differential motion to axle shafts 10. The differential 20 comprises a driven bevel gear 21, the drive bevel gear 30 is in meshed transmission with the driven bevel gear 21, the transmission assembly 40 is in transmission with the drive bevel gear 30, that is, the drive bevel gear 30 can be driven to rotate through the transmission assembly 40, the drive bevel gear 30 drives the drive bevel gear 30 to rotate, the differential 20 comprises the driven bevel gear 21, and the differential 20 can rotate along with the driven bevel gear 21, so that the half shaft 10 performs differential motion. The drive pack 40 is located longitudinally forward of the axle half shafts 10 for ease of arrangement and to facilitate drive engagement between the drive bevel gear 30, the driven bevel gear 21, the differential 20, the drive pack 40 and the axle half shafts 10.
As shown in fig. 1 and 2, the driving assembly 50 includes: the driving motor 51 and the speed reducer 52 are driven by the driving motor 51 and the speed reducer 52, the driving motor 51 can provide driving force for the speed reducer 52, so that the speed reducer 52 operates, the electric driving modular design is realized, the speed reducer 52 is driven by the transmission assembly 40, and the speed reducer 52 can perform speed reduction transmission, so that the differential motion of a vehicle can be realized. The drive assembly 50 is located entirely longitudinally rearward of the axle shaft 10, which allows the overall construction of the axle assembly 1 to be simple, with little variation, and easy installation and manufacture.
Therefore, the driving component 50 is installed on the axle assembly 1, so that the electric driving modular design can be realized, and the driving component 50 is integrally positioned at the longitudinal rear side of the half shaft 10, so that the overall structure of the axle assembly 1 is simple, the change is less, and the installation and the production are convenient.
According to an alternative embodiment of the present invention, as shown in fig. 2, the reducer 52 includes: the driving mechanism comprises a first gear 520, a second gear 521, a third gear 522 and a fourth gear 523, wherein the first gear 520 is in meshing transmission with the second gear 521, the third gear 522 is in meshing transmission with the fourth gear 523, the second gear 521 is coaxially fixed with the third gear 522, the fourth gear 523 is an output gear, the fourth gear 523 is in transmission with the transmission assembly 40, and the driving motor 51 selectively drives the first gear 520 and the fourth gear 523. When the driving motor 51 drives the first gear 520, the output power of the driving motor 51 is transmitted to the first gear 520, the first gear 520 and the second gear 521 are in meshed transmission, the power is transmitted to the second gear 521 from the first gear 520, the second gear 521 and the third gear 522 are coaxially fixed, a middle shaft 524 is arranged between the second gear 521 and the third gear 522, the second gear 521 transmits the power to the third gear 522 through the middle shaft 524, the third gear 522 is in meshed transmission with the fourth gear 523, and the third gear 522 transmits the power to the fourth gear 523, so that two-stage reduction transmission can be realized. When the driving motor 51 drives the fourth gear 523, the output power of the driving motor 51 is directly transmitted to the fourth gear 523. The fourth gear 523 is an output gear, and the fourth gear 523 is in transmission with the transmission assembly 40, and the fourth gear 523 can continuously transmit power to the transmission assembly 40, so as to transmit power to the axle.
Therefore, the speed reducer 52 can realize two-gear conversion, and can meet the requirements of the whole vehicle power and the vehicle speed of the vehicle, so that the vehicle economy and the regional optimization of the system transmission efficiency can be improved.
Of course, as shown in fig. 2, the driving motor 51 is provided with a motor shaft 510, and the motor shaft 510 is provided with a synchronizer 511 between the first gear 520 and the fourth gear 523, the synchronizer 511 being used to synchronize the first gear 520 or the fourth gear 523 with the motor shaft 510. The driving motor 51 is provided with a motor shaft 510, the driving motor 51 can selectively drive the first gear 520 and the fourth gear 523 through the motor shaft 510, the motor shaft 510 is provided with a synchronizer 511 between the first gear 520 and the fourth gear 523, and the synchronizer 511 can be selectively combined with the first gear 520 or the fourth gear 523 for synchronizing the first gear 520 or the fourth gear 523 with the motor shaft 510, so that the motor shaft 510 can drive the first gear 520 or the fourth gear 523 to rotate. The synchronizer 511 can facilitate the gear shifting of the speed reducer 52, and the number of the synchronizers 511 can be reduced by sharing the synchronizer 511, so that the structure of the speed reducer 52 can be simplified, and the cost of the speed reducer 52 can be reduced.
Alternatively, the half-shaft 10 comprises: left half axle and right half axle, left half axle and right half axle are relative setting about, and drive assembly 50 wholly is located the longitudinal rear side of left half axle or is located the longitudinal rear side of right half axle. When the axle assembly 1 can work normally, the driving assembly 50 can be integrally located at the longitudinal rear side of the left half shaft or the longitudinal rear side of the right half shaft, so that the installation of the driving assembly 50 is selective and can be suitable for different conditions. In addition, the drive assembly 50 thus provided may avoid the differential 20, thereby making the overall layout of the axle assembly 1 more reasonable.
As shown in fig. 1 and 2, the drive motor 51 is located on the longitudinal rear side of the reduction gear 52. The driving motor 51 is positioned at the longitudinal rear side of the speed reducer 52, so that the arrangement is more reasonable and convenient, the driving motor 51 can provide driving force for the speed reducer 52, the transmission assembly 40 is positioned at the longitudinal front side of the half shaft 10, the speed reducer 52 is closer to the transmission assembly 40 relative to the driving motor 51, and thus the speed reducer 52 can be more conveniently in transmission fit with the transmission assembly 40, so that power is transmitted to the half shaft 10.
Further, as shown in fig. 1, the half shaft 10 is connected with wheels 60, and at least a portion of the speed reducer 52 is located between the wheels 60 and the differential 20 in the lateral direction. The half-axle 10 is connected with a wheel 60, the wheel 60 can be driven to rotate by the half-axle 10, and at least one part of the speed reducer 52 is positioned between the wheel 60 and the differential 20 in the transverse direction, so that the speed reducer 52 can enable the wheel 60 to do speed reduction movement, in addition, the speed reducer 52 transmits power to the transmission assembly 40, and the transmission assembly 40 transmits power to the differential 20, so that the vehicle can realize differential movement.
According to an alternative embodiment of the present invention, as shown in fig. 1 and 2, the transmission assembly 40 includes a fifth gear 41 and a sixth gear 42, the fifth gear 41 and the sixth gear 42 are in mesh transmission, the reducer 52 includes an output gear, the output gear is coaxially fixed with the fifth gear 41, and the sixth gear 42 and the drive bevel gear 30 are coaxially fixed. The output gear is coaxially fixed with the fifth gear 41, the reducer 52 can transmit power to the fifth gear 41 through the output gear, the fifth gear 41 and the sixth gear 42 are in mesh transmission, power is transmitted from the fifth gear 41 to the sixth gear 42, and the sixth gear 42 and the drive bevel gear 30 are coaxially fixed, so that power can be transmitted from the sixth gear 42 to the drive bevel gear 30. Moreover, the drive assembly 40 thus provided also effectively spaces the drive assembly 50 and the differential 20 in the lateral direction so that interference therebetween can be avoided.
Wherein the diameter of the fifth gear 41 is smaller than the diameter of the sixth gear 42, as shown in fig. 1. The speed reducer 52 transmits power to the fifth gear 41 through the output gear, the power is transmitted from the sixth gear 42 to the drive bevel gear 30 and then to the differential 20, the diameter of the fifth gear 41 is smaller than that of the sixth gear 42, so that the rotation speed of the sixth gear 42 is smaller than that of the fifth gear 41, the power transmitted from the speed reducer 52 to the differential 20 can be indirectly reduced, and the differential 20 can be normally operated.
In addition, as shown in fig. 1, a first fixed shaft 70 is connected between the output gear and the fifth gear 41, the first fixed shaft 70 is located vertically above the half shaft 10, and a second fixed shaft 80 is connected between the sixth gear 42 and the drive bevel gear 30. The first fixing shaft 70 is connected between the output gear and the fifth gear 41, the first fixing shaft 70 may perform a middle transmission function, the output gear may transmit power to the fifth gear 41 through the first fixing shaft 70, the first fixing shaft 70 is located above the half shaft 10 in the vertical direction, so that the output gear and the fifth gear 41 may be more conveniently connected to perform power transmission, a second fixing shaft 80 is connected between the sixth gear 42 and the drive bevel gear 30, the second fixing shaft 80 may also perform a middle transmission function, and the sixth gear 42 may transmit power to the drive bevel gear 30 through the second fixing shaft 80.
According to the utility model discloses the vehicle, including the axle assembly 1 of above-mentioned embodiment.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features. In the description of the present invention, "a plurality" means two or more. In the description of the present invention, the first feature "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween. In the description of the invention, the first feature being "on", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature.
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 (10)
1. An axle assembly, comprising:
a half shaft;
a differential in drive with the axle shafts and including a driven bevel gear;
the driving bevel gear is in meshed transmission with the driven bevel gear;
the transmission assembly is in transmission with the driving bevel gear and is positioned on the longitudinal front side of the half shaft;
a drive assembly, the drive assembly comprising: the driving motor and the speed reducer are in transmission, the speed reducer and the transmission assembly are in transmission, and the driving assembly is integrally located on the longitudinal rear side of the half shaft.
2. The axle assembly of claim 1, wherein the speed reducer comprises: the gear transmission device comprises a first gear, a second gear, a third gear and a fourth gear, wherein the first gear and the second gear are in meshing transmission, the third gear and the fourth gear are in meshing transmission, the second gear and the third gear are coaxially fixed, the fourth gear is an output gear and is in transmission with the transmission assembly, and the driving motor selectively drives the first gear and the fourth gear.
3. The axle assembly of claim 2, wherein the drive motor is provided with a motor shaft that is provided with a synchronizer between the first gear and the fourth gear for synchronizing the first gear or the fourth gear with the motor shaft.
4. The axle assembly of claim 1, wherein the axle shaft comprises: the left half shaft and the right half shaft are oppositely arranged left and right, and the driving component is integrally positioned at the longitudinal rear side of the left half shaft or the longitudinal rear side of the right half shaft.
5. The axle assembly of claim 1, wherein the drive motor is located longitudinally rearward of the speed reducer.
6. The axle assembly of claim 5, wherein a wheel is attached to the axle shaft, and at least a portion of the speed reducer is positioned laterally between the wheel and the differential.
7. The axle assembly of claim 1, wherein the drive assembly includes a fifth gear and a sixth gear in meshing drive, and the speed reducer includes an output gear coaxially fixed with the fifth gear and the sixth gear and the drive bevel gear.
8. The axle assembly of claim 7, wherein the diameter of the fifth gear is less than the diameter of the sixth gear.
9. The axle assembly of claim 7, wherein a first stationary shaft is coupled between the output gear and the fifth gear, the first stationary shaft being vertically above the axle shaft, and a second stationary shaft is coupled between the sixth gear and the drive bevel gear.
10. A vehicle comprising an axle assembly as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120186741.9U CN214267353U (en) | 2021-01-22 | 2021-01-22 | Axle assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120186741.9U CN214267353U (en) | 2021-01-22 | 2021-01-22 | Axle assembly and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214267353U true CN214267353U (en) | 2021-09-24 |
Family
ID=77764322
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120186741.9U Active CN214267353U (en) | 2021-01-22 | 2021-01-22 | Axle assembly and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214267353U (en) |
-
2021
- 2021-01-22 CN CN202120186741.9U patent/CN214267353U/en active Active
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