CN217944804U

CN217944804U - Vehicle and driving axle thereof

Info

Publication number: CN217944804U
Application number: CN202222241315.8U
Authority: CN
Inventors: 刘树成; 李国志
Original assignee: Nanjing Qingyan Yiwei New Energy Power Co ltd
Current assignee: Nanjing Qingyan Yiwei New Energy Power Co ltd
Priority date: 2022-08-24
Filing date: 2022-08-24
Publication date: 2022-12-02
Anticipated expiration: 2032-08-24

Abstract

The application relates to the technical field of automobile transmission, and the embodiment of the application provides a vehicle and a drive axle thereof. In the vehicle and the driving axle thereof, the driving axle at least comprises a first-stage parallel shaft type speed reducing assembly, two second-stage planetary speed reducing assemblies and a differential assembly, the first-stage parallel shaft type speed reducing assembly and the two second-stage planetary speed reducing assemblies are arranged, and the differential assembly is positioned between the first-stage parallel shaft type speed reducing assembly and the second-stage planetary speed reducing assembly, so that the differential assembly can be integrated with the first-stage parallel shaft type speed reducing assembly, and the torque borne by the differential assembly is smaller than that borne by the differential assembly arranged behind the second-stage speed reducing assembly. Thus, the reliability of the overall structure is improved.

Description

Vehicle and driving axle thereof

Technical Field

The application relates to the technical field of automobile transmission, in particular to a vehicle and a drive axle thereof.

Background

In the related art, a differential is disposed between a speed reducer assembly and a hub assembly. In the process, the differential mechanism is arranged at the transmission end of the speed reducer assembly, so that the differential mechanism bears larger torque, and the reliability of the whole structure is influenced.

SUMMERY OF THE UTILITY MODEL

In view of the above, it is necessary to provide a vehicle and a drive axle thereof to avoid the differential from bearing a large torque and improve the reliability of the overall structure.

According to an aspect of the present application, an embodiment of the present application provides a drive axle, including:

the primary parallel shaft type speed reducing assembly is provided with two input ends, one of the two input ends of the primary parallel shaft type speed reducing assembly is used for being in transmission connection with a first power source, and the other of the two input ends of the primary parallel shaft type speed reducing assembly is used for being in transmission connection with a second power source;

the output end of each secondary planetary speed reducing assembly is used for being in transmission connection with a hub assembly; and

the input end of the differential assembly is in transmission connection with the output end of the primary parallel shaft type speed reducing assembly, the differential assembly is provided with two output ends, one of the two output ends of the differential assembly is in transmission connection with the input end of one of the two secondary planetary speed reducing assemblies, and the other of the two output ends of the differential assembly is in transmission connection with the input end of the other of the two secondary planetary speed reducing assemblies.

In one embodiment, the primary parallel shaft deceleration assembly comprises:

the first driving wheel is used for being in transmission connection with the first power source;

the second driving wheel is used for being in transmission connection with the second power source; and

the driven wheel is meshed between the first driving wheel and the second driving wheel; the driven wheel is in transmission connection with the input end of the differential assembly;

the primary parallel shaft type speed reducing assembly is used for transmitting power output by the first power source and/or the second power source to the differential assembly.

In one embodiment, the differential assembly includes a differential housing;

the differential shell is connected with the driven wheel and can rotate under the driving of the driven wheel so as to drive the two output ends of the differential assembly to rotate.

In one embodiment, the differential assembly further comprises a connecting shaft, a first connecting gear, a second connecting gear, a first side gear and a second side gear which are respectively arranged in the differential shell;

the first connecting gear and the second connecting gear are respectively rotatably arranged at two ends of the connecting shaft along the longitudinal direction of the connecting shaft; the first half shaft gear and the second half shaft gear are arranged on two sides of the connecting shaft along a direction perpendicular to the lengthwise direction of the connecting shaft; the first connecting gear and the second connecting gear are respectively meshed between the first side gear and the second side gear;

wherein one of said first side gear and said second side gear is drivingly connected to an input of one of said two secondary planetary reduction assemblies, and the other of said first side gear and said second side gear is drivingly connected to an input of the other of said two secondary planetary reduction assemblies;

the differential shell can drive the first side gear and the second side gear to rotate by means of the first connecting gear and the second connecting gear in the rotation process.

In one embodiment, the first coupling wheel and the second coupling wheel are bevel gears.

In one embodiment, the transaxle further includes a mounting housing;

the first power source, the second power source, the primary parallel shaft type speed reducing assembly and the differential assembly are all arranged in the mounting shell.

In one embodiment, two of the secondary planetary reduction assemblies are positioned on opposite sides of the mounting housing in a first direction; and/or

The first power source and the second power source are oppositely arranged in the mounting shell along a second direction;

the first direction and the second direction are perpendicular to each other.

In one embodiment, the drive axle further comprises an axle housing assembly connected between the secondary planetary reduction assembly and the corresponding hub assembly;

the axle housing assembly comprises an axle housing and a half shaft positioned in the axle housing;

one end, close to the secondary planetary reduction assembly, of the axle housing is connected with the mounting shell, and the secondary planetary reduction assembly is contained in the axle housing; and one end of the half shaft is in transmission connection with the output end of the secondary planetary reduction assembly, and the other end of the half shaft is in transmission connection with the hub assembly on the same side.

In one embodiment, the axes of revolution of the primary parallel shaft reduction assembly, the differential assembly, the secondary planetary reduction assembly and the hub assembly coincide with a first axis;

the rotary axis of the output end of the first power source is a second axis, and the rotary axis of the output end of the second power source is a third axis;

wherein the first axis, the second axis, and the third axis are parallel to each other.

According to another aspect of the application, the embodiment of the application also provides a vehicle, which comprises the drive axle.

In the vehicle and the driving axle thereof, the driving axle at least comprises a first-stage parallel shaft type speed reducing assembly, two second-stage planetary speed reducing assemblies and a differential assembly, the first-stage parallel shaft type speed reducing assembly and the two second-stage planetary speed reducing assemblies are arranged, and the differential assembly is positioned between the first-stage parallel shaft type speed reducing assembly and the second-stage planetary speed reducing assembly, so that the differential assembly can be integrated with the first-stage parallel shaft type speed reducing assembly, and the torque borne by the differential assembly is smaller than that borne by the differential assembly arranged behind the second-stage speed reducer. Thus, the reliability of the overall structure is improved.

Additional aspects and advantages of embodiments of the present application 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 embodiments of the present application.

Drawings

FIG. 1 is a schematic structural line frame diagram of a drive axle in an embodiment of the present application;

FIG. 2 is a schematic cross-sectional view of a drive axle in one embodiment of an embodiment of the present application;

FIG. 3 is a schematic cross-sectional view of a portion of a drive axle in an embodiment of the present application;

fig. 4 is an enlarged structural view at M in fig. 3.

Notation of elements for simplicity:

a primary parallel shaft type speed reducing assembly 100, a first driving wheel 110, a second driving wheel 120 and a driven wheel 130;

a first power source 200;

a second power source 300;

a secondary planetary reduction assembly 400;

hub assembly 500, hub 510, rim 520;

differential assembly 600, differential housing 610, connecting shaft 620, first connecting gear 630, second connecting gear 640, first side gear 650, second side gear 660;

a mounting case 700, a first case 710, a second case 720, and a third case 730;

axle housing assembly 800, axle housing 810, half shaft 820;

a brake 910, a disc brake 911, a brake caliper 912, a dual chamber air chamber 920;

a first direction F1, a second direction F2;

a first axis L1, a second axis L2, and a third axis L3.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the present application. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application. The embodiments of the present application can be implemented in many different ways than those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention, and therefore, the embodiments of the present application are not limited to the specific embodiments disclosed below.

It is to be understood that the terms "first," "second," and the like as used herein may be used herein to describe various terms of art, and are not to be construed as indicating or implying relative importance or implicit ly indicating a number of technical features being indicated. However, these terms are not intended to be limiting unless specifically stated. These terms are only used to distinguish one term from another. For example, the first and second central axes of revolution are different central axes of revolution without departing from the scope of the present application. In the description of the embodiments of the present application, "a plurality" or "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.

In the description of the embodiments of the present application, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the embodiments of the present application can be understood by those of ordinary skill in the art according to specific situations.

In the description of the embodiments of the present application, unless otherwise explicitly specified or limited, a first feature "on" or "under" a second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "above," and "over" a second feature may mean that the first feature is directly above or obliquely above the second feature, or that only the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely below the second feature, or may simply mean that the first feature is at a lesser level than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the present application in the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

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

As noted in the background, in some related art, a differential is disposed between a reduction gear assembly and a hub assembly. The inventor of the present application noticed that, since the reducer assembly generally includes a primary reducer and a secondary reducer, the motor, the primary reducer, the secondary reducer, the differential, and the hub assembly are sequentially connected in a transmission manner. After the transmission of the first-stage speed reducer and the second-stage speed reducer, the differential bears large torque, so that the differential has failure risk, and the reliability of the whole structure of the drive axle is further influenced. In addition, due to the design, the whole structure span of the drive axle is large, the integration level is not high, and the total weight of the drive axle is heavier.

Based on this, the inventor of the present application has conducted intensive research, and by improving the structure of the speed reduction assembly and the transmission connection manner between the speed reduction assembly and the differential, the problem that the differential bears a large torque is alleviated, and the reliability of the overall structure of the drive axle is improved.

FIG. 1 is a schematic structural wire frame diagram of a drive axle in one implementation of an embodiment of the present application; FIG. 2 illustrates a cross-sectional structural view of a transaxle in one implementation of an embodiment of the present application; fig. 3 is a schematic cross-sectional view showing a partial structure of a transaxle in one embodiment of the present application. For convenience of explanation, only matters related to the embodiments of the present application are shown.

In some embodiments, referring to fig. 1 to 3, the present application provides a drive axle including a primary parallel shaft reduction assembly 100, two secondary planetary reduction assemblies 400, and a differential assembly 600. The primary parallel-axis retarding assembly 100 has two inputs, one of the two inputs of the primary parallel-axis retarding assembly 100 is adapted for driving connection with the first power source 200, and the other of the two inputs of the primary parallel-axis retarding assembly 100 is adapted for driving connection with the second power source 300. The output end of each secondary planetary reduction assembly 400 is used for being in transmission connection with the hub assembly 500. The input end of the differential assembly 600 is in transmission connection with the output end of the primary parallel shaft type speed reducing assembly 100, the differential assembly 600 is provided with two output ends, one of the two output ends of the differential assembly 600 is in transmission connection with the input end of one of the two secondary planetary speed reducing assemblies 400, and the other of the two output ends of the differential assembly 600 is in transmission connection with the input end of the other of the two secondary planetary speed reducing assemblies 400.

Because the speed reducing assembly consists of the first-stage parallel shaft type speed reducing assembly 100 and two second-stage planetary speed reducing assemblies 400, the first-stage parallel shaft type speed reducing assembly 100 can reduce the types of parts, and compared with a coaxial type speed reducing assembly, the speed reducing assembly can reduce the volume and reduce the power transmission level. The differential assembly 600 is located between the first-stage parallel shaft type speed reducing assembly 100 and the second-stage planetary speed reducing assembly 400, so that the differential assembly 600 can be integrated with the first-stage parallel shaft type speed reducing assembly 100, and the torque borne by the differential assembly 600 is further reduced. Thus, the reliability of the overall structure is improved.

With continued reference to fig. 1-3, in some embodiments, the primary parallel shaft deceleration assembly 100 includes a first driving wheel 110, a second driving wheel 120, and a driven wheel 130. The first driver 110 is adapted to be drivingly connected to a first power source 200. The secondary drive pulley 120 is adapted for driving connection with a secondary power source 300. The driven pulley 130 is engaged between the first driving pulley 110 and the second driving pulley 120. The driven wheel 130 is in driving connection with the input end of the differential assembly 600. The primary parallel shaft type speed reducing assembly 100 is used for transmitting power output by the first power source 200 and/or the second power source 300 to the differential assembly 600.

Alternatively, the input end of the first capstan 110 may be drivingly connected to the first power source 200 via a splined structure, and the input end of the second capstan 120 may be drivingly connected to the second power source 300 via a splined structure.

It is understood that the rotational axis of the first driving pulley 110, the rotational axis of the second driving pulley 120, and the rotational axis of the driven pulley 130 are parallel to each other. Since the driven wheel 130 is in driving connection with the input of the differential assembly 600, the rotation axis of the differential assembly 600 and the rotation axis of the driven wheel 130 coincide with each other.

It should be noted that the phrase "the first-stage parallel shaft type deceleration assembly 100 is used for transmitting the power output by the first power source 200 and/or the second power source 300 to the differential assembly 600" means that the first power source 200 and the second power source 300 may or may not operate simultaneously, and the operation of the first power source 200 and the second power source 300 may be controlled according to the actual use requirement.

Therefore, the specific structure of the first-stage parallel shaft type speed reducing assembly 100 can be designed, the power transmission level and the volume can be reduced, so that the volume of the differential assembly 600 can be reduced, the use requirement of reducing the torque borne by the differential assembly 600 can be met, and the whole structure can be compact.

In some embodiments, the torque output by the first and

second power sources

200, 300 may be the same or different. The first power source 200 and the second power source 300 may be used simultaneously or only one of them may be used. Thus, output of different torques can be achieved by the cooperation between the first and

second power sources

200 and 300.

Specifically, in some embodiments, the first power source 200 and the second power source 300 may be driving motors, and may use motors with the same size or motors with different sizes. Of course, one of the first power source 200 and the second power source 300 may be a permanent magnet synchronous motor, and the other may be an induction asynchronous motor. In particular, in other embodiments, the first power source 200 and the second power source 300 may be controlled independently or simultaneously. The setting can be carried out according to the actual use requirement, and the embodiment of the application does not specifically limit the setting.

In the case where the vehicle is normally running, the larger output torque of the first power source 200 and the second power source 300 may be selected as the main output target of the power. When the vehicle is fully loaded or climbing a slope, the other of the first power source 200 and the second power source 300 may be used in cooperation to perform power output. Therefore, the transmission efficiency and the control accuracy of the first power source 200 and the second power source 300 can be improved, the reliability and the electromagnetic performance of the whole device are improved, and the energy loss is reduced.

Therefore, by flexibly configuring the first power source 200 and the second power source 300, the torque borne by the differential assembly 600 can be further reduced, and the risk of failure of the differential assembly 600 is reduced.

FIG. 4 shows an enlarged schematic view of the structure at M in FIG. 3; for convenience of explanation, only matters related to the embodiments of the present application are shown.

To further achieve a compact arrangement and reduce the distance between the differential assembly 600 and the primary parallel shaft reduction assembly 100, referring to fig. 4 in combination with fig. 1-3, in some embodiments, the differential assembly 600 includes a differential housing 610. The differential housing 610 is connected to the driven wheel 130, and the differential housing 610 can rotate under the driving of the driven wheel 130 to drive the two output ends of the differential assembly 600 to rotate. Alternatively, the differential housing 610 may be removably attached to the end face of the driven wheel 130.

Thus, the differential housing 610 is directly connected to the driven wheel 130 and can be integrated with the first-stage parallel shaft type speed reduction assembly 100, so that the distance between the differential assembly 600 and the first-stage parallel shaft type speed reduction assembly 100 can be reduced, the structure is more compact, the risk of unstable transmission can be further reduced, and the transmission efficiency of the differential assembly 600 is improved. Meanwhile, the differential assembly 600 is small in size and light in weight.

With continued reference to fig. 4, in some embodiments, differential assembly 600 further includes a connecting shaft 620, a first connecting gear 630, a second connecting gear 640, a first side gear 650, and a second side gear 660, each disposed within differential housing 610. The first coupling gear 630 and the second coupling gear 640 are rotatably disposed at both ends of the coupling shaft 620 in the longitudinal direction of the coupling shaft 620, respectively. The first side gear 650 and the second side gear 660 are provided on both sides of the connecting shaft 620 in a direction perpendicular to the longitudinal direction of the connecting shaft 620. The first connecting gear 630 and the second connecting gear 640 are engaged between the first side gear 650 and the second side gear 660, respectively. Wherein one of the first side gear 650 and the second side gear 660 is drivingly connected to an input of one of the two secondary planetary reduction assemblies 400 and the other of the first side gear 650 and the second side gear 660 is drivingly connected to an input of the other of the two secondary planetary reduction assemblies 400. The differential housing 610 is rotatable to rotate the first side gear 650 and the second side gear 660 via the first connecting gear 630 and the second connecting gear 640. Optionally, the first and second coupling wheels are bevel gears.

Alternatively, the output of the first side gear 650 and the output of the second side gear 660 may be connected to the input of the corresponding two-stage planetary reduction assembly 400 by means of a spline structure. The ring gear of the two-stage planetary reduction assembly 400 is fixed to an axle housing 810, which will be described later.

In this manner, engagement between differential assembly 600 and driven wheels 130 may be achieved by means of the structure of connecting shaft 620, first connecting gear 630, second connecting gear 640, first side gear 650, and second side gear 660.

With continued reference to fig. 1-3, in some embodiments, the transaxle further includes a mounting housing 700. The first power source 200, the second power source 300, the primary parallel shaft reduction assembly 100 and the differential assembly 600 are all mounted in the mounting housing 700. Therefore, the space can be more effectively and reasonably utilized, a more compact structure is obtained, and the stability of the differential assembly 600 during action is further improved.

Alternatively, the mounting housing 700 may be divided into a first housing 710, a second housing 720 and a third housing 730 which are detachably connected in sequence along the first direction F1, wherein the first housing 710 is used for accommodating the first power source 200 and the second power source 300, the second housing 720 is used for accommodating the one-stage parallel shaft type speed reducing assembly 100, and the third housing 730 is used for accommodating the differential assembly 600. It will be appreciated that, to effect drive, corresponding through-holes may be provided in the above-described portion of the mounting case 700 to facilitate extension of the output shaft of the first side gear 650 and the output shaft of the second side gear 660 of the differential assembly 600, such that the first side gear 650 and the second side gear 660 may be drivingly connected to the corresponding two-stage planetary reduction assembly 400.

In this way, by providing the mounting case 700 as a detachable structure, it is possible to obtain a more compact structure while facilitating the mounting of each transmission structure.

With continued reference to fig. 1-3, in some embodiments, two secondary planetary reduction assemblies 400 are located on opposite sides of the mounting housing 700 along the first direction F1. In other embodiments, the first and

second power sources

200 and 300 are oppositely disposed in the mounting housing 700 along the second direction F2. The first direction F1 and the second direction F2 are perpendicular to each other. Taking the example shown in fig. 1 to 3 as an example, the two-stage planetary reduction assembly 400, the power source (including the first power source 200 and the second power source 300), the one-stage parallel shaft type reduction assembly 100, the differential assembly 600, and the two-stage planetary reduction assembly 400 are sequentially arranged along the first direction F1. The first power source 200 and the second power source 300 are oppositely disposed in the second direction F2. It can be seen that the first and

second power sources

200 and 300 are suspended and supported by the mounting housing 700, and the first and

second power sources

200 and 300 are only torque transmitting but not weight bearing throughout the transaxle. Therefore, the arrangement of the first power source 200 and the second power source 300 is improved by combining the mounting housing 700, so that the whole structure is more compact, the power transmission path can be further reduced, and the transmission efficiency is improved.

With continued reference to fig. 1-3, in some embodiments, the drive axle further includes an axle housing 810 assembly 800 connected between the two-stage planetary reduction assembly 400 and the corresponding hub assembly 500. Axle housing 810 assembly 800 includes an axle housing 810 and axle shafts 820 located within axle housing 810. An end of the axle housing 810 adjacent to the secondary planetary reduction assembly 400 is connected to the mounting housing 700 and receives the secondary planetary reduction assembly 400 within the axle housing 810. One end of the half shaft 820 is in transmission connection with the output end of the second-stage planetary reduction assembly 400, and the other end is in transmission connection with the hub assembly 500 on the same side.

The end of the axle housing 810 near the secondary planetary reduction assembly 400 may be detachably connected to the mounting housing 700, such as the bolt connection illustrated in fig. 2, but other connection methods may also be used, and the embodiment of the present invention is not limited thereto. The hub assembly 500 includes a hub 510 and a rim 520, the hub 510 being detachably connected to the half-shaft 820 and the rim 520, respectively, by bolts or the like, and the rim 520 being used for mounting a tire.

In this way, the first power source 200 and/or the second power source 300 are transmitted to the differential assembly 600 through the first-stage parallel shaft type speed reducing assembly 100, the differential assembly 600 distributes and transmits power to the two-stage planetary speed reducing assemblies 400 on two sides, and the two-stage planetary speed reducing assemblies 400 transmit power to the corresponding hub assemblies 500 through the axle housing 810 assemblies 800. That is, power is transmitted from the first power source 200 and/or the second power source 300 to the wheel rim through the first-stage parallel shaft type speed reducing assembly 100, the differential assembly 600 and the second-stage planetary speed reducing assembly 400 in sequence, and then the wheels are driven. Therefore, the transmission structure shortens a transmission chain, reduces power transmission levels, is beneficial to the NVH (Noise Vibration Harshness) performance of the whole vehicle, and has better sensitivity of power transmission

Specifically, in conjunction with some of the previously described embodiments, axle housing 810 on the left side is shown detachably connected to first housing 710 in mounting housing 700, and axle housing 810 on the right side is shown detachably connected to third housing 730 in mounting housing 700.

So, through being divided into installation casing 700 and two parts of axle housing 810 with the casing at least, be convenient for arrange and install each drive structure, and then reduce the holistic weight of transaxle, realize the lightweight of transaxle. Meanwhile, the power output from the differential assembly 600 can be transmitted to the hub assembly 500 after passing through the secondary deceleration of the secondary planetary reduction assembly 400.

It can be understood that, in order to facilitate the transmission, rolling bearings may be correspondingly disposed in each of the partial housings, and as this part is not the key point for protection of the embodiments of the present application, it is not described herein again.

With continued reference to fig. 1-3, in some embodiments, the rotational axes of the primary parallel shaft reduction assembly 100, the differential assembly 600, the secondary planetary reduction assembly 400, and the hub assembly 500 coincide with the first axis L1. The axis of rotation of the output of the first power source 200 is the second axis L2, and the axis of rotation of the output of the second power source 300 is the third axis L3. Wherein the first, second and third axes L1, L2, L3 are parallel to each other. Therefore, the transmission of power is facilitated, and the space volume occupied by the speed reducer assembly can be reduced.

In order to improve the braking performance of the entire vehicle, in some embodiments, with continued reference to fig. 1 and fig. 2, the transaxle further includes a brake 910 connected to the secondary planetary reduction assembly 400, and a dual chamber air chamber 920 connected to the brake 910. Brake 910 may be used to control the action of secondary planetary reduction assembly 400. The brake 910 includes a disc brake 911 and a brake caliper 912 connected to the disc brake 911. The caliper disc brake 911 has strong heat dissipation capability and good thermal stability. The caliper disc brake 911 may be classified into a fixed caliper disc type and a floating caliper disc type according to the structural type of the brake caliper 912, and may be selected according to the actual use condition, which is not specifically limited in the embodiment of the present application.

The brake 910 has a service braking mode and a parking braking mode due to the provision of the dual chamber air chamber 920. The energy storage function of the dual-chamber air chamber 920 can ensure that the vehicle can keep a good braking state when the vehicle is parked for a long time. Meanwhile, the parking brake function can be realized, so that the parking brake is safer and more reliable.

Alternatively, the disc brake 911 may be integrated into the hub 510 of the hub assembly 500 to secure the brake caliper 912 to the axle housing 810. Thus, the space in the hub assembly 500 can be fully utilized, and the space utilization rate is improved.

Based on the same inventive concept, the embodiment of the application provides a vehicle which comprises the drive axle device in the embodiment, so that a transmission chain in the vehicle is short, the occupied space is small, and the whole vehicle arrangement of the vehicle is convenient. In some embodiments, the vehicle may include a front axle and a rear axle spaced apart in a front-rear direction of the vehicle, wherein the rear axle may employ the driving axle device in the above embodiments, for example, to facilitate installation of a battery system of an all-electric vehicle, save space for installation of the battery system, and facilitate improvement of cruising ability of a battery. Of course, in other embodiments, the front axle may adopt the driving axle device in the above embodiments to improve the NHV performance of the entire vehicle. The selection can be performed according to the actual use situation, and this is not particularly limited in the embodiments of the present application. Additional aspects and advantages regarding the use of the transaxle assembly of the embodiments described above are set forth in part in the foregoing description and will not be described in detail herein.

It should be understood that the above embodiments provide a vehicle that may be used in a dining car, luggage cart, postal cart, gondola car, box car, tanker truck, thermal truck, etc. The embodiment of the present application is not particularly limited to this.

In summary, the drive axle provided in the embodiment of the present application is heavy, because the first power source 200 and the second power source 300 are distributed on two sides of the first axis L1, the input end axis and the output end axis of the first-stage parallel shaft type speed reduction assembly 100 are parallel to each other, which is convenient for reducing the noise of the high-speed transmission of the power sources. The differential assembly 600 is located between the first-stage parallel shaft type speed reducing assembly 100 and the second-stage planetary speed reducing assembly 400, so that the torque borne by the differential assembly 600 is much smaller than the torque behind the two-stage speed reducers, and the differential assembly 600 is small in size, high in integration level, high in transmission efficiency and low in failure rate. Because the differential assembly 600 adopts a mechanical differential structure, the power output by the first power source 200 and the power output by the second power source 300 are converged on the differential housing 610, and then output to the left and right wheel hubs 510 through the first side gear 650, the second side gear 660 and the half shaft 820 on both sides as required, without electronic differential control.

In this process, because first power supply 200 and second power supply 300 arrange in first axis L1 both sides and in axle housing 810, first power supply 200 and second power supply 300 do not bear the weight of, compare with traditional electric drive bridge, overall structure is more reliable, and is more high-efficient, and the integrated level is higher, saves space simultaneously. The first power source 200 and the second power source 300 may adopt different forms of permanent magnet synchronous motors and induction asynchronous motors, and may be independently controlled and used in parallel. Because the first power source 200 and the second power source 300 are independently controlled, the parallel work of the first power source 200 and the second power source 300 can be controlled according to the power demand, the first power source 200 and the second power source 300 can be designed to be in an optimal form according to the power configuration, the transmission efficiency of the motor is maximized, the energy loss and the manufacturing cost are correspondingly reduced, and the transmission efficiency is improved.

In the process, the first power source 200 and the second power source 300 are highly integrated with the first-stage parallel shaft type speed reducing assembly 100, the first-stage parallel shaft type speed reducing assembly 100 is highly integrated with the differential assembly 600, and the brake 910 has two functions of service braking and parking braking, so that the integration level of the whole structure is high, a transmission chain is shortened, and the power response is more sensitive.

Therefore, the embodiment of the application reduces the transmission torque of the differential assembly 600 from the aspects of integration level, arrangement mode and the like, shortens a transmission chain, improves transmission efficiency and further improves the reliability of the whole structure.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the utility model. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent application shall be subject to the appended claims.

Claims

1. A drive axle, comprising:

2. The drive axle of claim 1 wherein said primary parallel shaft reduction assembly comprises:

3. The drive axle of claim 2 wherein the differential assembly includes a differential housing;

4. The transaxle of claim 3 wherein the differential assembly further comprises a connecting shaft, a first connecting gear, a second connecting gear, a first side gear and a second side gear disposed within the differential housing, respectively;

the first connecting gear and the second connecting gear are respectively rotatably arranged at two ends of the connecting shaft along the longitudinal direction of the connecting shaft; the first half gear and the second half gear are arranged on two sides of the connecting shaft along a direction perpendicular to the lengthwise direction of the connecting shaft; the first connecting gear and the second connecting gear are respectively meshed between the first side gear and the second side gear;

5. The drive axle of claim 4 wherein the first and second coupling wheels are bevel gears.

6. The drive axle of any one of claims 1-5 further comprising a mounting housing;

7. The drive axle of claim 6 wherein two of said secondary planetary reduction assemblies are located on opposite sides of said mounting housing in a first direction; and/or

the first direction and the second direction are perpendicular to each other.

8. The drive axle of claim 7 further comprising an axle housing assembly connected between the secondary planetary reduction assembly and the corresponding hub assembly;

9. The drive axle of claim 6 wherein the axes of revolution of said primary parallel shaft reduction assembly, said differential assembly, said secondary planetary reduction assembly and said hub assembly coincide with a first axis;

10. A vehicle, characterized in that it comprises a drive axle according to any one of claims 1-9.