CN219172185U - Driving axle and vehicle with same - Google Patents
Driving axle and vehicle with same Download PDFInfo
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- CN219172185U CN219172185U CN202320271583.6U CN202320271583U CN219172185U CN 219172185 U CN219172185 U CN 219172185U CN 202320271583 U CN202320271583 U CN 202320271583U CN 219172185 U CN219172185 U CN 219172185U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
The utility model discloses a drive axle and a vehicle with the same, wherein the drive axle comprises: a bridge housing; an input shaft rotatably mounted to the axle housing; the gear reduction mechanism is arranged on the axle housing and comprises a first gear set and a second gear set, the input shaft is selectively connected with one of the first gear set and the second gear set in a transmission way, and the transmission ratio of the first gear set is different from that of the second gear set; the first output shaft is rotatably arranged on the axle housing and is respectively in transmission connection with the first gear set and the second gear set, and the first output shaft is suitable for being connected with wheels; the transmission shaft is rotatably arranged on the axle housing and is respectively in transmission connection with the first gear set and the second gear set; the second output shaft is in transmission connection with the transmission shaft and is arranged at intervals along the length direction of the vehicle with the first output shaft, and the second output shaft is suitable for being connected with the other wheel. The drive axle provided by the embodiment of the utility model has different transmission ratios and has the advantages of large torque, low energy consumption, strong applicability and the like.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a drive axle and a vehicle with the drive axle.
Background
The drive axle in the related art generally comprises an input shaft, a first output shaft and a second output shaft, wherein the input shaft respectively transmits power to the first output shaft and the second output shaft, and drives different wheels to rotate through the first output shaft and the second output shaft so as to drive the vehicle to run.
Disclosure of Invention
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a drive axle having different transmission ratios, and having advantages of large torque, low energy consumption, and high applicability.
The utility model further provides a vehicle with the drive axle.
In order to achieve the above object, according to a first aspect of the present utility model, there is provided a transaxle including: a bridge housing; the input shaft is rotatably mounted on the axle housing; the gear reduction mechanism is arranged on the axle housing and comprises a first gear set and a second gear set, the input shaft is selectively in transmission connection with one of the first gear set and the second gear set, and the transmission ratio of the first gear set is different from the transmission ratio of the second gear set; the first output shaft is rotatably arranged on the axle housing and is respectively in transmission connection with the first gear set and the second gear set, and the first output shaft is suitable for being connected with wheels; the transmission shaft is rotatably arranged on the axle housing and is respectively in transmission connection with the first gear set and the second gear set; the second output shaft is in transmission connection with the transmission shaft and is arranged with the first output shaft at intervals along the length direction of the vehicle, and the second output shaft is suitable for being connected with another wheel.
The drive axle provided by the embodiment of the utility model has different transmission ratios and has the advantages of large torque, low energy consumption, strong applicability and the like.
According to some embodiments of the present utility model, the first gear set includes a first driving gear and a first driven gear meshed with each other, the first driving gear and the first driven gear are meshed with each other and sleeved on the input shaft, and the first driven gear is in driving connection with the first output shaft and the transmission shaft respectively; the second gear set comprises a second driving gear and a second driven gear, the second driving gear is meshed with the second driven gear and sleeved on the input shaft, and the second driven gear is respectively in transmission connection with the first output shaft and the transmission shaft; wherein the input shaft is selectively in driving connection with the first and second drive gears.
According to some embodiments of the utility model, the gear reduction mechanism further comprises: the synchronizer is slidably sleeved on the input shaft and positioned between the first driving gear and the second driving gear, and is in transmission connection with the first driving gear and the second driving gear selectively.
According to some embodiments of the utility model, there is further included a first differential comprising: the first shell is rotatably arranged on the axle housing and is respectively connected with the first driven gear and the second driven gear in a transmission way, and a first rotating shaft is arranged in the first shell; the first half-shaft gear is rotatably arranged in the first shell and is in transmission connection with the first output shaft; the second half-shaft gear is rotatably arranged in the first shell and is in transmission connection with the transmission shaft; the first planet gears are rotatably arranged in the first shell and sleeved on the first rotating shaft, and the first planet gears are respectively meshed with the first half-shaft gear and the second half-shaft gear.
According to some embodiments of the utility model, the drive axle further comprises: the first bevel gear is in transmission connection with the first half-shaft gear, and the central axis of the first bevel gear is coincident with the central axis of the transmission shaft; the second helical gear is in transmission connection with the first output shaft and meshed with the first helical gear, and the central axis of the second helical gear coincides with the central axis of the first output shaft and is perpendicular to the central axis of the first helical gear.
According to some embodiments of the utility model, the drive axle further comprises: the second differential mechanism is rotatably arranged on the axle housing and is in transmission connection with the second bevel gear, the first output shaft comprises a first half shaft and a second half shaft, the first half shaft and the second half shaft are suitable for being in transmission connection with different wheels, and the first half shaft and the second half shaft are connected to two opposite sides of the second differential mechanism in the width direction of the vehicle.
According to some embodiments of the utility model, the second differential comprises: the second shell is rotatably arranged in the axle housing and is in transmission connection with the second bevel gear, and the second shell is sleeved on the first output shaft in a hollow way and is provided with a second rotating shaft; the third half-shaft gear is rotatably arranged in the second shell and is in transmission connection with the first half-shaft; the fourth half-shaft gear is rotatably arranged in the second shell and is in transmission connection with the second half-shaft; the second planetary gears are rotatably arranged in the second shell and sleeved with the second rotating shaft, and the second planetary gears are respectively meshed with the third side gear and the fourth side gear.
According to some embodiments of the utility model, the drive axle further comprises a side gear set comprising: the third shell is connected with the axle housing and is fixed in relative position, and the third shell is sleeved with the first output shaft and the transmission shaft in a hollow mode; the plurality of fifth side gears are arranged in the third shell and are sleeved on the first output shaft in an empty mode, and the plurality of fifth side gears are arranged at intervals along the axial direction of the first output shaft; a sixth side gear disposed within the third housing and meshed with the fifth side gear, the input shaft being in driving connection with the sixth side gear; a seventh side gear disposed within the third housing and engaged with the fifth side gear, the drive shaft being in driving connection with the seventh side gear; wherein the sixth side gear transmits power to the seventh side gear through the fifth side gear.
According to some embodiments of the utility model, the rotational axes of the first output shaft and the rotational axes of the plurality of fifth side gears coincide and extend in the width direction of the vehicle; the rotational axis of the propeller shaft, the rotational axis of the sixth side gear, and the rotational axis of the seventh side gear coincide and extend in the longitudinal direction of the vehicle.
According to a second aspect of the utility model an embodiment is presented of a vehicle comprising a drive axle according to the first aspect of the utility model.
According to the vehicle of the second aspect of the embodiment of the utility model, the drive axle of the first aspect of the embodiment of the utility model has different transmission ratios, and has the advantages of large torque, low energy consumption, high applicability and the like.
Additional aspects and advantages of the utility model 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 utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
fig. 1 is a schematic structural view of a transaxle according to an embodiment of the present utility model.
Fig. 2 is another schematic structural view of a transaxle according to an embodiment of the present utility model.
Reference numerals:
a drive axle 1,
Axle housing 100, input shaft 200,
A first output shaft 400, a first half shaft 401, a second half shaft 402, a transmission shaft 410, a second output shaft 420,
A first differential 500, a first housing 510, a first rotary shaft 511, a first half-shaft gear 520, a second half-shaft gear 530, a first planetary gear 540,
A first bevel gear 600, a second bevel gear 610, a drive shaft 620,
A second differential 700, a second housing 710, a second rotational shaft 711, a third side gear 720, a fourth side gear 730, a second planetary gear 740,
A side gear set 800, a third housing 810, a fifth side gear 820, a sixth side gear 830, and a seventh side gear 840.
Detailed Description
Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and to simplify the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.
In the description of the utility model, "a plurality" means two or more, and "a number" means one or more.
A transaxle 1 according to an embodiment of the present utility model is described below with reference to the drawings.
The transaxle 1 according to the embodiment of the present utility model includes an axle housing 100, an input shaft 200, a gear reduction mechanism 300, a first output shaft 400, a propeller shaft 410, and a second output shaft 420.
The input shaft 200 is rotatably mounted on the axle housing 100, the gear reduction mechanism 300 is mounted on the axle housing 100 and comprises a first gear set 310 and a second gear set 320, the input shaft 200 is selectively in transmission connection with one of the first gear set 310 and the second gear set 320, the transmission ratio of the first gear set 310 is different from that of the second gear set 320, the first output shaft 400 is rotatably mounted on the axle housing 100 and is respectively in transmission connection with the first gear set 310 and the second gear set 320, the first output shaft 400 is suitable for being connected with wheels, the transmission shaft 410 is rotatably mounted on the axle housing 100 and is respectively in transmission connection with the first gear set 310 and the second gear set 320, the second output shaft 420 is in transmission connection with the transmission shaft 410 and is arranged at intervals along the length direction of the vehicle, and the second output shaft 420 is suitable for being connected with the other wheel.
That is, the transaxle 1 in the embodiment of the present utility model may be a tandem transaxle, in which the input shaft 200 transmits power to the first output shaft 400 and the second output shaft 420, respectively, and drives different wheels to rotate through the first output shaft 400 and the second output shaft 420, respectively. For example, the first output shaft 400 may be a drive shaft of a middle axle, and the second output shaft 420 may be a drive shaft of a rear axle.
According to the transaxle 1 of the embodiment of the present utility model, by rotatably mounting the input shaft 200 to the axle housing 100, the gear reduction mechanism 300 is mounted to the axle housing 100 and includes the first gear set 310 and the second gear set 320, the input shaft 200 is selectively in driving connection with one of the first gear set 310 and the second gear set 320, the transmission ratio of the first gear set 310 and the transmission ratio of the second gear set 320 are different, so that the driving force of the vehicle can be transmitted to the transaxle 1 through the input shaft 200, the driving force is transmitted from the input shaft 200 to the gear reduction mechanism 300, and the output rotation speed and the output torque of the gear reduction mechanism 300 are different when the input shaft 200 is engaged with the different gear sets.
And, the first output shaft 400 is rotatably mounted on the axle housing 100 and is in driving connection with the first gear set 310 and the second gear set 320, respectively, the first output shaft 400 is adapted to be connected with wheels, the transmission shaft 410 is rotatably mounted on the axle housing 100 and is in driving connection with the first gear set 310 and the second gear set 320, respectively, the second output shaft 420 is in driving connection with the transmission shaft 410 and is arranged at intervals along the length direction of the vehicle with the first output shaft 400, and the second output shaft 420 is adapted to be connected with another wheel.
Therefore, when the input shaft 200 is in transmission connection with the first gear set 310, the input shaft 200 can transmit power to the first output shaft 400 and the second output shaft 420 through the first gear set 310 in a transmission ratio, and when the input shaft 200 is in transmission connection with the second gear set 320, the input shaft 200 can transmit power to the first output shaft 400 and the second output shaft 420 through the second gear set 320 in another transmission ratio, so that when the vehicle is in heavy-duty low-speed running, the input shaft 200 can be selectively in transmission connection with the larger transmission ratio of the first gear set 310 and the second gear set 320, and further can increase the output torque of the drive axle 1, improve the driving force of the drive axle 1, and enable the driving performance of the vehicle to be better, and when the vehicle is in idle high-speed running, the input shaft 200 can be selectively in transmission connection with the smaller transmission ratio of the first gear set 310 and the second gear set 320, further can increase the output rotation speed of the drive axle 1, thereby being beneficial to increasing the maximum speed of the vehicle running speed, and maintaining the rotation speed of the engine or the motor in an economic rotation speed range, and being beneficial to reducing the energy consumption of the vehicle.
It can be understood that the gear reduction mechanism 300 is disposed between the input shaft 200 and the first output shaft 400 and the second output shaft 420, and the input shaft 200 is reduced by the gear reduction mechanism 300 when transmitting power to the first output shaft 400 and the second output shaft 420, that is, the gear reduction mechanism 300 can be used for adjusting the transmission ratio of the first output shaft 400 and the second output shaft 420 at the same time, which is beneficial to simplifying the structure of the driving axle 1, and the vehicle can adapt to different working conditions by adjusting the transmission ratio of the driving axle 1, so that the heavy load low-speed torque is large, the no load high-speed energy consumption is low, and the applicability is stronger.
Thus, the drive axle 1 according to the embodiment of the utility model has different transmission ratios and has the advantages of large torque, low energy consumption, strong applicability and the like.
In some embodiments of the present utility model, the first gear set 310 includes a first driving gear 311 and a first driven gear 312 that intermesh, and the second gear set 320 includes a second driving gear 321 and a second driven gear 322.
The first driving gear 311 is meshed with the first driven gear 312 and sleeved on the input shaft 200, the first driven gear 312 is respectively connected with the first output shaft 400 and the transmission shaft 410 in a transmission manner, the second driving gear 321 is meshed with the second driven gear 322 and sleeved on the input shaft 200, and the second driven gear 322 is respectively connected with the first output shaft 400 and the transmission shaft 410 in a transmission manner. Wherein the input shaft 200 is selectively in driving connection with the first and second drive gears 311, 321.
Specifically, the transmission ratio of the first driving gear 311 and the first driven gear 312 is different from that of the second driving gear 321 and the second driven gear 322, when the input shaft 200 is selectively in driving connection with the first driving gear 311, power of the input shaft 200 is transmitted to the first output shaft 400 and the transmission shaft 410 through the first driving gear 311 and the first driven gear 312, and when the input shaft 200 is selectively in driving connection with the second driving gear 321, power of the input shaft 200 is transmitted to the first output shaft 400 and the transmission shaft 410 through the second driving gear 321 and the second driven gear 322, so that power output of two different transmission ratios of the gear reduction mechanism 300 can be achieved.
Further, the gear reduction mechanism 300 further includes a synchronizer 330.
The synchronizer 330 is slidably sleeved on the input shaft 200 and located between the first driving gear 311 and the second driving gear 321, and the synchronizer 330 is selectively in driving connection with the first driving gear 311 and the second driving gear 321.
Specifically, the first driving gear 311 and the second driving gear 321 are sleeved on the input shaft 200, the synchronizer 330 can slide along the axial direction of the input shaft 200 and rotate synchronously with the input shaft 200, the opposite sides of the synchronizer 330 are respectively provided with meshing teeth, meanwhile, one side of the first driving gear 311 facing the synchronizer 330 and one side of the second driving gear 321 facing the synchronizer 330 are also provided with meshing teeth meshed with the synchronizer 330, the meshing teeth of the synchronizer 330 mesh with the first driving gear 311 by sliding the synchronizer 330 towards the direction close to the first driving gear 311, and further, transmission connection of the synchronizer 330 and the first driving gear 311 can be realized, the input shaft 200 can transmit power to the first driving gear 311, in addition, by sliding the synchronizer 330 towards the direction close to the second driving gear 321, the meshing teeth of the synchronizer 330 mesh with the second driving gear 321, and further, transmission connection of the synchronizer 330 and the second driving gear 321 can be realized, and the input shaft 200 can transmit power to the second driving gear 321.
In some embodiments of the present utility model, a first differential 500 is also included, the first differential 500 including a first housing 510, a first side gear 520, a second side gear 530, and a plurality of first planet gears 540.
The first shell 510 is rotatably arranged in the axle housing 100 and is respectively connected with the first driven gear 312 and the second driven gear 322 in a transmission way, the first shell 510 is internally provided with a first rotating shaft 511, the first half-shaft gear 520 is rotatably arranged in the first shell 510 and is in transmission connection with the first output shaft 400, the second half-shaft gear 530 is rotatably arranged in the first shell 510 and is in transmission connection with the transmission shaft 410, a plurality of first planet gears 540 are rotatably arranged in the first shell 510 and are sleeved on the first rotating shaft 511, and the first planet gears 540 are respectively meshed with the first half-shaft gear 520 and the second half-shaft gear 530.
That is, the first differential 500 is an inter-axle differential, and by providing the first differential 500, the power of the input shaft 200 can be differentially transmitted to the first output shaft 400 and the second output shaft 420, and the first driven gear 312 and the second driven gear 322 are respectively in driving connection with the first housing 510, so that the power of the input shaft 200 can be firstly reduced by the gear reduction mechanism 300 and then transmitted to the first differential 500, and then transmitted to the first output shaft 400 and the second output shaft 420 respectively after being differentially transmitted by the first differential 500.
For example, the rotation axis of the first housing 510 may coincide with the rotation axis of the first driven gear 312 and the rotation axis of the second driven gear 322, and the central axis of the first rotation shaft 511 is perpendicular to the rotation axis of the first housing 510, so that the input shaft 200 may drive the first housing 510 to rotate, and the first housing 510 may drive the plurality of first planetary gears 540 to revolve around the rotation axis of the first housing 510 through the first rotation shaft 511, and at the same time, the first planetary gears 540 may also rotate around the central axis of the first rotation shaft 511.
Thus, the first differential 500 may drive the first and second side gears 520 and 530 to rotate through the revolution of the first planetary gears 540 around the rotation axis of the first housing 510, and thus may transmit power to the first output shaft 400 through the first side gear 520 and transmit power to the second output shaft 420 through the second side gear 530, and when the first planetary gears 540 rotate while revolving, the first and second side gears 520 and 530 may perform differential rotation, so that differential transmission of the first differential 500 to the first and second output shafts 400 and 420 may be realized, differential rotation of different axles of the vehicle may be realized, and the vehicle may normally run, avoiding spin or slip of the wheels driven by the first output shaft 400 or the wheels driven by the second output shaft 420.
In some embodiments of the present utility model, the drive axle 1 further comprises a first bevel gear 600 and a second bevel gear 610.
The first bevel gear 600 is in driving connection with the first half-shaft gear 520, the central axis of the first bevel gear 600 coincides with the central axis of the transmission shaft 410, the second bevel gear 610 is in driving connection with the first output shaft 400 and is meshed with the first bevel gear 600, and the central axis of the second bevel gear 610 coincides with the central axis of the first output shaft 400 and is perpendicular to the central axis of the first bevel gear 600.
In this way, the power of the input shaft 200 may be transmitted to the first bevel gear 600 and the second bevel gear 610 through the first half-shaft gear 520, and the first output shaft 400 may be driven to rotate through the second bevel gear 610, wherein, by the cooperation of the first bevel gear 600 and the second bevel gear 610, the rotation about the central axis of the first bevel gear 600 may be converted into the rotation about the central axis of the first output shaft 400, and thus the first output shaft 400 may be driven to rotate about the rotation axis in the width direction of the vehicle, and thus the wheels may be driven to rotate, and the vehicle may travel normally.
In addition, the first helical gear 600 may be sleeved on the transmission shaft 410 and provided with the transmission shaft 620, and the transmission shaft 620 is sleeved on the transmission shaft 410 and extends into the first housing 510 to be connected with the first half-shaft gear 520, so that the first helical gear 600 and the first half-shaft gear 520 may be connected through the transmission shaft 620, so that the first helical gear 600 and the first half-shaft gear 520 may rotate synchronously, and the first helical gear 600 does not need to extend into the first housing 510 completely, which is beneficial to reducing the volume of the first housing 510 and avoiding interference between the first housing 510 and the first half-shaft gear.
In some embodiments of the present utility model, transaxle 1 also includes a second differential 700.
The second differential 700 is rotatably provided to the axle housing 100 and is in driving connection with the second helical gear 610, and the first output shaft 400 includes a first half shaft 401 and a second half shaft 402, the first half shaft 401 and the second half shaft 402 being adapted to be in driving connection with different wheels, the first half shaft 401 and the second half shaft 402 being connected to opposite sides of the second differential 700 in the width direction of the vehicle.
That is, the power transmitted from the input shaft 200 to the second bevel gear 610 may be sequentially transmitted to the wheels on one side of the first output shaft 400 through the second differential 700 and the first half shaft 401, and the power transmitted from the input shaft 200 to the second bevel gear 610 may be transmitted to the wheels on the other side of the first output shaft 400 through the second differential 700 and the second half shaft 402, so that the second differential 700 may realize differential transmission of the two power transmission paths, and further realize differential rotation of the wheels on both ends of the first output shaft 400, so that the vehicle may normally turn, and the idle running of the wheels on one side may be avoided when the vehicle runs on a pothole road, thereby avoiding the skidding of the vehicle.
Further, the second differential 700 includes a second housing 710, a third side gear 720, a fourth side gear 730, and a plurality of second planet gears 740.
The second casing 710 is rotatably disposed in the axle housing 100 and is in driving connection with the second helical gear 610, the second casing 710 is hollow and sleeved on the first output shaft 400 and is provided with a second rotating shaft 711, the third side gear 720 is rotatably disposed in the second casing 710 and is in driving connection with the first half shaft 401, the fourth side gear 730 is rotatably disposed in the second casing 710 and is in driving connection with the second half shaft 402, a plurality of second planetary gears 740 are rotatably disposed in the second casing 710 and are sleeved on the second rotating shaft 711, and the second planetary gears 740 are respectively meshed with the third side gear 720 and the fourth side gear 730.
Specifically, the rotation axis of the second housing 710 may coincide with the rotation axis of the first output shaft 400, and the central axis of the second rotating shaft 711 is perpendicular to the rotation axis of the second housing 710, so that the second helical gear 610 may drive the second housing 710 to rotate around the rotation axis of the first output shaft 400, and the second housing 710 may drive the plurality of second planetary gears 740 to revolve around the rotation axis of the first output shaft 400 through the second rotating shaft 711, and at the same time the second planetary gears 740 may also rotate around the central axis of the second rotating shaft 711.
Thus, the second differential 700 may rotate the third and fourth side gears 720 and 730 by the revolution of the second planetary gears 740 about the rotation axis of the output shaft, and thus may transmit power to the first side shaft 401 through the third side gear 720 and transmit power to the second side shaft 402 through the fourth side gear 730, and when the second planetary gears 740 revolve while rotating, the third and fourth side gears 720 and 730 may perform differential rotation, thereby achieving differential transmission of the second differential 700 to the first and second side shafts 401 and 402, so as to achieve differential rotation of the wheels at the left and right ends of the first output shaft 400, so that the vehicle may normally turn, and the vehicle may be prevented from idling on one side wheels while driving on a pothole road, thereby preventing the vehicle from slipping.
In some embodiments of the present utility model, the transaxle 1 further includes a side gear set 800, the side gear set 800 including a third housing 810, a plurality of fifth side gears 820, a sixth side gear 830, and a seventh side gear 840.
The third housing 810 is connected to the axle housing 100 and has a fixed relative position, the third housing 810 is hollow and sleeved on the first output shaft 400 and the transmission shaft 410, the fifth side gear 820 is disposed in the third housing 810 and hollow and sleeved on the first output shaft 400, the plurality of fifth side gears 820 are disposed at intervals along the axial direction of the first output shaft 400, the sixth side gear 830 is disposed in the third housing 810 and meshed with the fifth side gear 820, the input shaft 200 is in driving connection with the sixth side gear 830, the seventh side gear 840 is disposed in the third housing 810 and meshed with the fifth side gear 820, and the transmission shaft 410 is in driving connection with the seventh side gear 840. Wherein the sixth side gear 830 transfers power to the seventh side gear 840 through the fifth side gear 820.
In this way, the rotation of the half-shaft gear set 800 and the rotation of the output shaft may not interfere with each other, the first output shaft 400 may normally rotate to transmit power to the wheels, and the input shaft 200 may transmit power to the transmission shaft 410 through the half-shaft gear set 800, thereby, the input shaft 200, the first output shaft 400 and the transmission shaft 410 may be located in the same plane, specifically, the input shaft 200 may be located at one side of the half-shaft gear set 800, and the transmission shaft 410 may be located at the other side of the half-shaft gear set 800, that is, the input shaft 200 and the transmission shaft 410 may be located at two diametrically opposite sides of the first output shaft 400, so that the central axis of the input shaft 200, the central axis of the first output shaft 400 and the central axis of the transmission shaft 410 may be located in the same plane, and the input shaft 200, the transmission shaft 410 and the first output shaft 400 may be prevented from interfering with each other in the radial direction (i.e. up-down direction) of the first output shaft 400, which may be more compact, thereby being beneficial to reduce the volume of the driving axle 1, make the structure of the driving axle 1 more compact, and the diameter of the input shaft 200, the diameter of the transmission shaft 410 and the diameter of the first output shaft 400 may be located at the diametrically opposite sides of the first output shaft 400 may be located at the opposite sides, thereby being more beneficial to increase the driving axle 1.
Moreover, the first bevel gear 600 is sleeved on the transmission shaft 410, the second bevel gear 610 is sleeved on the first output shaft 400, and after the central axis of the transmission shaft 410 and the central axis of the first output shaft 400 are arranged in the same plane, the central axes of the first bevel gear 600 and the second bevel gear 610 can be positioned in the same plane, so that the offset distance between the first bevel gear 600 and the second bevel gear 610 can be avoided, the efficiency loss caused by tooth surface sliding in the transmission process of the first bevel gear 600 and the second bevel gear 610 is effectively avoided, the transmission efficiency of the drive axle 1 is improved, the fault probability such as tooth surface pitting and the like can be reduced, and the service lives of the first bevel gear 600 and the second bevel gear 610 are prolonged.
In addition, the second helical gear 610 and the half-shaft gear set 800 may be disposed along the axial direction of the first output shaft 400 at intervals, so that the second helical gear 610 does not interfere with the third housing 810 of the half-shaft gear set 800, friction between the second helical gear 610 and the third housing 810 during rotation is avoided, the layout of the driving axle 1 is more reasonable, and the rotation resistance of the second helical gear 610 is smaller.
In some embodiments of the present utility model, the rotational axis of the first output shaft 400 and the rotational axes of the plurality of fifth side gears 820 coincide and extend in the width direction of the vehicle, and the rotational axis of the propeller shaft 410, the rotational axis of the sixth side gear 830, and the rotational axis of the seventh side gear 840 coincide and extend in the length direction of the vehicle.
By extending the rotational axis of the first output shaft 400 in the width direction of the vehicle, that is, in the left-right direction of the vehicle, it is convenient for the first output shaft 400 to transmit power to the wheels on the left and right sides of the vehicle to drive the wheels to rotate, and the rotational axes of the plurality of fifth side gears 820 also extend in the width direction of the vehicle, it is convenient for the fifth side gears 820 to fit over the first output shaft 400 in a blank manner, the fifth side gears 820 can rotate relative to the first output shaft 400, and rotational interference between the fifth side gears 820 and the first output shaft 400 is avoided.
In addition, the driving shaft 410 extends in the longitudinal direction of the vehicle, that is, in the front-rear direction of the vehicle, so that the driving shaft 410 is facilitated to transmit power to the second output shaft 420, and the rotation axis of the sixth side gear 830 and the rotation axis of the seventh side gear 840 coincide and extend in the longitudinal direction of the vehicle, so that the driving shaft 410 and the sixth side gear 830 and the seventh side gear 840 are facilitated to transmit power, so that the layout inside the driving axle 1 is more reasonable and compact, the power transmission path of the driving axle 1 is simpler, and the structure of the driving axle 1 is simplified, and the size of the driving axle 1 is smaller.
A vehicle according to an embodiment of the present utility model, which includes the transaxle 1 according to the above-described embodiment of the present utility model, will be described below with reference to the drawings.
The vehicle according to the embodiment of the utility model has different transmission ratios by utilizing the drive axle 1 according to the embodiment of the utility model, and has the advantages of large torque, low energy consumption, strong applicability and the like.
Other constructions and operations of the transaxle 1 and the vehicle having the same according to the embodiment of the present utility model are known to those of ordinary skill in the art, and will not be described in detail herein.
In the description herein, reference to the term "particular embodiment," "particular example," etc., means 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 utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A drive axle, comprising:
a bridge housing;
the input shaft is rotatably mounted on the axle housing;
the gear reduction mechanism is arranged on the axle housing and comprises a first gear set and a second gear set, the input shaft is selectively in transmission connection with one of the first gear set and the second gear set, and the transmission ratio of the first gear set is different from the transmission ratio of the second gear set;
the first output shaft is rotatably arranged on the axle housing and is respectively in transmission connection with the first gear set and the second gear set, and the first output shaft is suitable for being connected with wheels;
the transmission shaft is rotatably arranged on the axle housing and is respectively in transmission connection with the first gear set and the second gear set;
the second output shaft is in transmission connection with the transmission shaft and is arranged with the first output shaft at intervals along the length direction of the vehicle, and the second output shaft is suitable for being connected with another wheel.
2. The drive axle of claim 1, wherein the first gear set comprises a first driving gear and a first driven gear meshed with each other, the first driving gear and the first driven gear are meshed with each other and sleeved on the input shaft, and the first driven gear is in driving connection with the first output shaft and the transmission shaft respectively;
the second gear set comprises a second driving gear and a second driven gear, the second driving gear is meshed with the second driven gear and sleeved on the input shaft, and the second driven gear is respectively in transmission connection with the first output shaft and the transmission shaft;
wherein the input shaft is selectively in driving connection with the first and second drive gears.
3. The drive axle of claim 2 wherein the gear reduction mechanism further comprises:
the synchronizer is slidably sleeved on the input shaft and positioned between the first driving gear and the second driving gear, and is in transmission connection with the first driving gear and the second driving gear selectively.
4. The drive axle of claim 2 further comprising a first differential, the first differential comprising:
the first shell is rotatably arranged on the axle housing and is respectively connected with the first driven gear and the second driven gear in a transmission way, and a first rotating shaft is arranged in the first shell;
the first half-shaft gear is rotatably arranged in the first shell and is in transmission connection with the first output shaft;
the second half-shaft gear is rotatably arranged in the first shell and is in transmission connection with the transmission shaft;
the first planet gears are rotatably arranged in the first shell and sleeved on the first rotating shaft, and the first planet gears are respectively meshed with the first half-shaft gear and the second half-shaft gear.
5. The drive axle of claim 4, further comprising:
the first bevel gear is in transmission connection with the first half-shaft gear, and the central axis of the first bevel gear is coincident with the central axis of the transmission shaft;
the second helical gear is in transmission connection with the first output shaft and meshed with the first helical gear, and the central axis of the second helical gear coincides with the central axis of the first output shaft and is perpendicular to the central axis of the first helical gear.
6. The drive axle of claim 5, further comprising:
the second differential mechanism is rotatably arranged on the axle housing and is in transmission connection with the second bevel gear, the first output shaft comprises a first half shaft and a second half shaft, the first half shaft and the second half shaft are suitable for being in transmission connection with different wheels, and the first half shaft and the second half shaft are connected to two opposite sides of the second differential mechanism in the width direction of the vehicle.
7. The drive axle of claim 6 wherein said second differential comprises:
the second shell is rotatably arranged in the axle housing and is in transmission connection with the second bevel gear, and the second shell is sleeved on the first output shaft in a hollow way and is provided with a second rotating shaft;
the third half-shaft gear is rotatably arranged in the second shell and is in transmission connection with the first half-shaft;
the fourth half-shaft gear is rotatably arranged in the second shell and is in transmission connection with the second half-shaft;
the second planetary gears are rotatably arranged in the second shell and sleeved with the second rotating shaft, and the second planetary gears are respectively meshed with the third side gear and the fourth side gear.
8. The drive axle of claim 7 further comprising a side gear set comprising:
the third shell is connected with the axle housing and is fixed in relative position, and the third shell is sleeved with the first output shaft and the transmission shaft in a hollow mode;
the plurality of fifth side gears are arranged in the third shell and are sleeved on the first output shaft in an empty mode, and the plurality of fifth side gears are arranged at intervals along the axial direction of the first output shaft;
a sixth side gear disposed within the third housing and meshed with the fifth side gear, the input shaft being in driving connection with the sixth side gear;
a seventh side gear disposed within the third housing and engaged with the fifth side gear, the drive shaft being in driving connection with the seventh side gear;
wherein the sixth side gear transmits power to the seventh side gear through the fifth side gear.
9. The transaxle of claim 8, wherein the rotational axis of the first output shaft and the rotational axes of the plurality of fifth side gears coincide and extend in the width direction of the vehicle;
the rotational axis of the propeller shaft, the rotational axis of the sixth side gear, and the rotational axis of the seventh side gear coincide and extend in the longitudinal direction of the vehicle.
10. A vehicle comprising a drive axle according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320271583.6U CN219172185U (en) | 2023-02-10 | 2023-02-10 | Driving axle and vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320271583.6U CN219172185U (en) | 2023-02-10 | 2023-02-10 | Driving axle and vehicle with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219172185U true CN219172185U (en) | 2023-06-13 |
Family
ID=86672123
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320271583.6U Active CN219172185U (en) | 2023-02-10 | 2023-02-10 | Driving axle and vehicle with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219172185U (en) |
-
2023
- 2023-02-10 CN CN202320271583.6U patent/CN219172185U/en active Active
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