CN219821116U

CN219821116U - Drive axle of vehicle and vehicle

Info

Publication number: CN219821116U
Application number: CN202320735997.XU
Authority: CN
Inventors: 谢小健; 韦佳; 刘辉跃
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2023-03-27
Filing date: 2023-03-27
Publication date: 2023-10-13
Anticipated expiration: 2033-03-27

Abstract

The utility model relates to a driving axle of a vehicle and the vehicle, wherein the driving axle comprises a first power device, a second power device, a first speed reducing mechanism, a second speed reducing mechanism, a differential device, a first engagement and disengagement device and a second engagement and disengagement device; the first engagement and disengagement device is connected between the input end of the differential device and the output element of the first speed reduction mechanism and is used for selectively engaging or disengaging the input end of the differential device and the output element of the first speed reduction mechanism; the second engagement and disengagement means is connected between the input end of the differential device and the output element of the second reduction mechanism for selectively engaging or disengaging the input end of the differential device and the output element of the second reduction mechanism. When the driving axle is driven by the single-side power device, the power device and the speed reducing mechanism at the other side can be completely independent, so that the energy consumption of the whole automobile can be reduced, and the working efficiency of the driving axle is improved.

Description

Drive axle of vehicle and vehicle

Technical Field

The utility model belongs to the technical field of vehicle driving, and relates to a driving axle of a vehicle and the vehicle.

Background

The existing electric drive axle assembly is matched with two driving motors and two speed reducer assemblies, the two driving motors can provide power for the whole vehicle at the same time or in a single driving motor according to requirements, and multiple driving modes can be provided for the whole vehicle by selecting driving motors with different power, torque, efficiency distribution and other parameters and speed reducer assemblies with different speed ratios matched with the driving motors, and the optimal driving modes can be provided for the whole vehicle under the conditions of different loads, different vehicle speeds, different road conditions and the like.

However, in the existing electric drive axle assembly integrating two driving motors and two speed reducer assemblies, gear shifting mechanisms are required to be arranged in the two speed reducer assemblies respectively, the speed reducer assemblies are complex in structure, and the gear shifting mechanisms are complex in control and low in integration level. And two gears are fixedly connected to the differential mechanism shell, when only one side of the drive motor works, part of gears of the speed reducer assembly at the other side can be driven to operate, the drive motors at the two sides and the speed reducer assembly cannot be completely independent, the energy consumption of the whole automobile is increased, and the working efficiency of the electric drive axle assembly is reduced.

Disclosure of Invention

The technical problems to be solved by the utility model are as follows: aiming at the problems that the existing electric drive axle assembly integrating two motors and two speed reducer assemblies cannot be completely independent, and the energy consumption of the whole vehicle is increased, the drive axle and the vehicle are provided.

In order to solve the technical problems, in one aspect, the present utility model provides a driving axle of a vehicle, which comprises a first power device, a second power device, a first speed reducing mechanism, a second speed reducing mechanism, a differential device, a first engagement and disengagement device and a second engagement and disengagement device, wherein an input element of the first speed reducing mechanism is in transmission connection with the first power device, and an input element of the second speed reducing mechanism is in transmission connection with the second power device;

the first engagement and disengagement device is connected between the input end of the differential device and the output element of the first speed reduction mechanism and is used for selectively engaging or disengaging the input end of the differential device and the output element of the first speed reduction mechanism;

the second engagement and disengagement means is connected between the input end of the differential device and the output element of the second reduction mechanism for selectively engaging or disengaging the input end of the differential device and the output element of the second reduction mechanism.

The driving axle of the embodiment of the utility model is characterized in that a first engagement and disengagement device is connected between the input end of the differential device and the output element of the first speed reduction mechanism and is used for selectively engaging or disengaging the input end of the differential device and the output element of the first speed reduction mechanism; the second engagement and disengagement means is connected between the input end of the differential device and the output element of the second reduction mechanism for selectively engaging or disengaging the input end of the differential device and the output element of the second reduction mechanism. Thus, when the first engagement and disengagement device and the second engagement and disengagement device are simultaneously engaged, the first power device and the second power device are simultaneously driven, and the power of the first power device and the second power device is transmitted to the half shafts on two sides through the differential device; when the first engagement and disengagement device is engaged and the second engagement and disengagement device is disengaged, the first power device is driven, the second power device is disengaged, and the power of the first power device is transmitted to the half shafts on the two sides through the differential device; when the first engagement and disengagement device is disengaged and the second engagement and disengagement device is engaged, the second power device is driven, the first power device is disengaged, and the power of the second power device is transmitted to the two side half shafts through the differential device. In this way, the first power device and the second power device can be driven individually or in combination. And, when the first power device is driven alone, the second engagement and disengagement device is disengaged, so that the power of the first power device is not transmitted to the gear in the second reduction mechanism. Similarly, when the second power device is driven alone, the first engagement and disengagement device is disengaged, so that the power of the second power device is not transmitted to the gear in the first reduction mechanism. That is, when the single-side power device is driven, the power device and the speed reducing mechanism at the other side can be completely independent, the energy consumption of the whole vehicle can be reduced, and the working efficiency of the drive axle can be improved. Moreover, the first speed reducing mechanism and the second speed reducing mechanism do not need to be provided with a gear shifting mechanism, so that the structure of the speed reducer can be simplified, and the assembly efficiency of the speed reducer is improved.

In addition, the first engagement and disengagement device and the second engagement and disengagement device are at least partially integrated on the differential device, so that the integration level of the drive axle can be improved.

On the other hand, the embodiment of the utility model also provides a vehicle, which comprises a front axle and a rear axle, wherein at least one of the front axle and the rear axle is provided with the driving axle of the vehicle.

Drawings

FIG. 1 is a schematic view of a driving axle according to a first embodiment of the present utility model;

FIG. 2 is a block diagram of a drive axle provided in accordance with a first embodiment of the present utility model;

FIG. 3 is a schematic view of a differential device of a transaxle according to a first embodiment of the present utility model;

FIG. 4 is a schematic structural view of a driving axle according to a second embodiment of the present utility model;

fig. 5 is a block diagram of a drive axle according to a second embodiment of the present utility model.

Reference numerals in the specification are as follows:

1. a first motor; 11. a motor shaft of the first motor;

2. a second motor; 21. a motor shaft of the second motor;

3. a first reduction mechanism; 31. a first gear; 32. a second gear; 33. a third gear; 33. a fourth gear; 35. a first intermediate shaft; 301. a first sun gear; 302. a first planet; 303. a first planet carrier; 304. a first ring gear;

4. A second reduction mechanism; 41. a fifth gear; 42. a sixth gear; 43. a seventh gear; 44. an eighth gear; 45. a second intermediate shaft; 401. a second sun gear; 402. a second planet wheel; 403. a second carrier; 404. a second ring gear;

5. a differential device; 51. a differential case; 52. a planetary gear; 53. a planetary gear shaft; 54. a first half-shaft gear; 55. a second side gear;

6. a first half shaft;

7. a second half shaft;

8. a first engagement and disengagement means; 81. a first spline hub; 82. a first sliding sleeve; 83. a first coupling tooth;

9. a second engagement and disengagement means; 91. a second spline hub; 92. a second sliding sleeve; 93. a second coupling tooth;

10. a first axle housing; 20. a second axle housing;

100. a first wheel; 1001. a hub assembly of the first wheel; 200. a second wheel; 2001. a hub assembly of a second wheel; 300. a first brake drum; 400. a first brake assembly; 500. a second brake drum; 600. a second brake assembly.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.

The driving axle provided by the embodiment of the utility model comprises a first power device, a second power device, a first speed reducing mechanism, a second speed reducing mechanism, a differential device, a first engagement and disengagement device and a second engagement and disengagement device, wherein an input element of the first speed reducing mechanism is in transmission connection with the first power device, and an input element of the second speed reducing mechanism is in transmission connection with the second power device; the first engagement and disengagement device is connected between the input end of the differential device and the output element of the first speed reduction mechanism and is used for selectively engaging or disengaging the input end of the differential device and the output element of the first speed reduction mechanism; the second engagement and disengagement means is connected between the input end of the differential device and the output element of the second reduction mechanism for selectively engaging or disengaging the input end of the differential device and the output element of the second reduction mechanism.

In some embodiments, the first and second engagement and disengagement devices are at least partially integrated on the differential.

In some embodiments, the differential device includes a differential housing that is an input of the differential device; the first engagement and disengagement means is connected between one axial side of the differential case and the output member of the first reduction mechanism for selectively engaging or disengaging the differential case with the output member of the first reduction mechanism; the second engagement and disengagement means is connected between the other axial side of the differential case and the output member of the second reduction mechanism for selectively engaging or disengaging the differential case with or from the output member of the second reduction mechanism.

In some embodiments, the differential device further comprises a planetary gear, a planetary gear shaft, a first half shaft gear and a second half shaft gear, wherein the planetary gear shaft is fixed in the differential housing and is perpendicular to the first half shaft, the planetary gear is rotationally connected to the planetary gear shaft, the first half shaft gear is connected to the inner end of the first half shaft, the outer end of the first half shaft is connected to a first wheel of a vehicle, the second half shaft gear is connected to the inner end of the second half shaft, the outer end of the second half shaft is connected to a second wheel of the vehicle, the first half shaft gear is a first output end of the differential device, and the second half shaft gear is a second output end of the differential device; the first side gear is in orthogonal engagement with the planet gears and the second side gear is in orthogonal engagement with the planet gears.

In some embodiments, the first engagement disconnection device includes a first spline hub fixed or integrally formed on one of the differential case and the output member of the first reduction mechanism, a first sliding tooth sleeve spline-connected to an outer side of the first spline hub, and a first engaging tooth fixed or integrally formed on the other of the differential case and the output member of the first reduction mechanism, the first sliding tooth sleeve being axially movable along the first spline hub to engage or disengage with the first engaging tooth to effect engagement or disengagement of the first engagement disconnection device.

In some embodiments, the first spline hub is fixed or integrally formed on the differential case, the first engaging teeth are fixed or integrally formed on the output element of the first reduction mechanism, and the axial one end of the differential case is sleeved with a first bearing, and the first engaging teeth are press-fitted on an outer ring of the first bearing.

In some embodiments, the second engagement and disengagement device includes a second spline hub fixed or integrally formed on one of the differential case and the output member of the second reduction mechanism, a second sliding tooth sleeve spline-connected to an outer side of the second spline hub, and a second engaging tooth fixed or integrally formed on the other of the differential case and the output member of the second reduction mechanism, the second sliding tooth sleeve being axially movable along the second spline hub to engage or disengage with the second engaging tooth to effect engagement or disengagement of the second engagement and disengagement device.

In some embodiments, the second spline hub is fixed or integrally formed on the differential case, the second engaging teeth are fixed or integrally formed on the output element of the second reduction mechanism, and the other axial end of the differential case is sleeved with a second bearing, and the second engaging teeth are press-fitted on the outer ring of the second bearing.

In other embodiments, the first engagement and disengagement means comprises a first clutch having a driving portion connected to one of the differential housing and the output member of the first reduction mechanism and a driven portion connected to the other of the differential housing and the output member of the first reduction mechanism.

In other embodiments, the second engagement and disengagement means comprises a second clutch, the driving portion of which is connected to one of the differential housing and the output member of the second reduction mechanism, and the driven portion of which is connected to the other of the differential housing and the output member of the second reduction mechanism.

In some embodiments, the first reduction mechanism comprises a first parallel axis gear reduction mechanism.

In some embodiments, the first parallel axis gear reduction mechanism is a primary reduction.

In other embodiments, the first parallel axis gear reduction mechanism is a multi-stage reduction.

In some embodiments, the second reduction mechanism comprises a second parallel axis gear reduction mechanism.

In some embodiments, the second parallel axis gear reduction mechanism is a primary reduction.

In other embodiments, the second parallel axis gear reduction mechanism is a multi-stage reduction.

In some embodiments, the first parallel axis gear reduction mechanism comprises a first gear, a second gear, a third gear, a fourth gear and a first intermediate shaft, wherein the second gear and the third gear are fixed on the first intermediate shaft, the first gear is an input element of the first reduction mechanism, the first gear is connected on an output shaft of the first power device and meshed with the second gear, the fourth gear is meshed with the third gear, the fourth gear is an output element of the first reduction mechanism, and the first engagement and disengagement device is connected between the differential housing and the fourth gear.

In some embodiments, the second parallel axis gear reduction mechanism comprises a fifth gear, a sixth gear, a seventh gear, an eighth gear and a second intermediate shaft, the sixth gear and the seventh gear are fixed on the second intermediate shaft, the fifth gear is an input element of the second reduction mechanism, the fifth gear is connected on an output shaft of the second power device and is meshed with the sixth gear, the eighth gear is meshed with the seventh gear, the eighth gear is an output element of the second reduction mechanism, and the second engagement and disengagement device is connected between the differential case and the eighth gear.

In other embodiments, the first reduction mechanism comprises a first planetary gear reduction mechanism, the second reduction mechanism comprises a second planetary gear reduction mechanism, the first planetary gear reduction mechanism comprises a first input element, a first output element, and a first intermediate element; the first input element is an input element of the first reduction mechanism, the first output element is an output element of the first reduction mechanism, and the first intermediate element is fixed to a first stationary component of the vehicle.

In other embodiments, the second reduction mechanism includes a second planetary gear reduction mechanism including a second input element, a second output element, and a second intermediate element; the second input element is an input element of the second reduction mechanism, the second output element is an output element of the second reduction mechanism, and the second intermediate element is fixed to a second stationary component of the vehicle.

In some embodiments, the first planetary gear reduction mechanism is a single row of first sun gears, first planet carriers, and first ring gears, one of the first sun gears, first planet carriers, and first ring gears connected to the first motor is the first input element, one of the first sun gears, first planet carriers, and first ring gears connected to the first half shaft is the first output element, and one of the first sun gears, first planet carriers, and first ring gears, excluding the first input element and first output element, is the first intermediate element; the second planetary gear speed reducing mechanism is a single planetary gear row composed of a second sun gear, a second planet carrier and a second gear ring, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with the second motor, is the second input element, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with the second half shaft, is the second output element, and one of the second sun gear, the second planet carrier and the second gear ring, which is not the second input element and the second output element, is the second intermediate element.

In other embodiments, the first planetary gear reduction mechanism may be a compound planetary gear set, and the second planetary gear reduction mechanism may be a compound planetary gear set.

In some embodiments (single row of planets), the first sun gear is the first input member, the first carrier is the first output member, and the first ring gear is the first intermediate member; the second sun gear is the second input member, the second planet carrier is the second output member, and the second ring gear is the second intermediate member. The first motor is connected with the first sun gear, the second motor is connected with the second sun gear, the first planet carrier is connected with the first engagement and disconnection device, and the second planet carrier is connected with the second engagement and disconnection device.

In other embodiments (single row), the first sun gear is the first input member, the first ring gear is the first output member, and the first carrier is the first intermediate member; the second sun gear is the second input member, the second ring gear is the second output member, and the second planet carrier is the second intermediate member. The first motor is connected with the first sun gear, the second motor is connected with the second sun gear, the first gear ring is connected with the first engagement and disengagement device, and the second gear ring is connected with the second engagement and disengagement device.

In other embodiments (single row), the first carrier is the first input member, the first ring gear is the first output member, and the first sun gear is the first intermediate member; the second planet carrier is the second input member, the second ring gear is the second output member, and the second sun gear is the second intermediate member. The first motor is connected with the first planet carrier, the second motor is connected with the second planet carrier, the first gear ring is connected with the first engagement and disengagement device, and the second gear ring is connected with the second engagement and disengagement device.

In other embodiments (single row) the first carrier is the first input member, the first sun gear is the first output member, and the first ring gear is the first intermediate member; the second planet carrier is the second input member, the second sun gear is the second output member, and the second ring gear is the second intermediate member. The first motor is connected with the first planet carrier, the second motor is connected with the second planet carrier, the first sun gear is connected with the first engagement and disconnection device, and the second sun gear is connected with the second engagement and disconnection device.

In other embodiments (single row) the first ring gear is the first input member, the first sun gear is the first output member, and the first carrier is the first intermediate member; the second ring gear is a second input member, the second sun gear is a second output member, and the second carrier is a second intermediate member. The first motor is connected with the first gear ring, the second motor is connected with the second gear ring, the first sun gear is connected with the first engagement and disengagement device, and the second sun gear is connected with the second engagement and disengagement device.

In other embodiments (single row) the first ring gear is the first input member, the first carrier is the first output member, and the first sun gear is the first intermediate member; the second ring gear is a second input member, the second carrier is a second output member, and the second sun gear is a second intermediate member. The first motor is connected with the first gear ring, the second motor is connected with the second gear ring, the first planet carrier is connected with the first engagement and disengagement device, and the second planet carrier is connected with the second engagement and disengagement device.

In some embodiments, the first engagement and disengagement means is comprised of a first spline hub, a first sliding tooth sleeve, and a first coupling tooth, and the second engagement and disengagement means is comprised of a second spline hub, a second sliding tooth sleeve, and a second coupling tooth.

In other embodiments, the first engagement and disengagement devices and the second engagement and disengagement devices are all clutches.

In other embodiments, the first engagement and disengagement means is comprised of a first spline hub, a first sliding sleeve and a first coupling tooth, and the second engagement and disengagement means is a clutch.

In other embodiments, the first engagement and disengagement means is a clutch and the second engagement and disengagement means is comprised of a second splined hub, a second sliding sleeve and a second coupling tooth.

In some embodiments, the first power device is a first motor and the second power device is a second motor.

In other embodiments, the first power device is an engine and the second power device is an engine.

In other embodiments, one of the first power device and the second power device is an electric motor and the other is an engine.

In some embodiments, the differential further comprises a first half shaft and a second half shaft, wherein the first output end of the differential is in transmission connection with the first half shaft, and the second output end of the differential is in transmission connection with the second half shaft;

the output element of the first speed reducing mechanism, the output element of the second speed reducing mechanism, the differential device, the first engagement and disengagement device, the second engagement and disengagement device, the first half shaft and the second half shaft are coaxially arranged.

In some embodiments, the first reduction mechanism is a first planetary gear reduction mechanism and the second reduction mechanism is a second planetary gear reduction mechanism; the first power device is a first motor, and the second power device is a second motor; the first motor, the first planetary gear reduction mechanism, the second planetary gear reduction mechanism and the second motor are coaxial, and the first motor, the first planetary gear reduction mechanism, the differential device, the second planetary gear reduction mechanism and the second motor are sequentially arranged; the motor shaft of the first motor is a hollow shaft, and the first half shaft penetrates through the motor shaft of the first motor; the motor shaft of the second motor is a hollow shaft, and the second half shaft penetrates through the motor shaft of the second motor. The driving axle of the vehicle further comprises a first axle housing and a second axle housing, the first axle housing is arranged between the first motor and the hub assembly of the first wheel of the vehicle, the first axle shaft penetrates through the first axle housing, the outer end of the first axle shaft is connected with the hub assembly of the first wheel of the vehicle, the second axle housing is arranged between the second motor and the hub assembly of the second wheel of the vehicle, and the second axle shaft penetrates through the second axle housing, and the outer end of the second axle shaft is connected with the hub assembly of the second wheel of the vehicle.

In other embodiments, the first reduction mechanism is a first parallel axis gear reduction mechanism and the second reduction mechanism is a second parallel axis gear reduction mechanism; the input element of the first speed reduction mechanism is spaced in parallel with the rotational axis of the output element, the input element of the second speed reduction mechanism is spaced in parallel with the rotational axis of the output element, and the first power device is arranged in parallel with the second power device. The driving axle of the vehicle further comprises a first axle housing and a second axle housing, the first axle housing is arranged between the differential device and the hub assembly of the first wheel of the vehicle, the first axle shaft penetrates through the first axle housing, the outer end of the first axle shaft is connected with the hub assembly of the first wheel of the vehicle, the second axle housing is arranged between the differential device and the hub assembly of the second wheel of the vehicle, and the second axle shaft penetrates through the second axle housing, and the outer end of the second axle shaft is connected with the hub assembly of the second wheel of the vehicle.

In some embodiments, the first and second electric machines are disposed on a front side of the differential device.

In other embodiments, the first and second electric machines are disposed on a rear side of the differential device.

In other embodiments, one of the first and second electric motors is disposed on a front side of the differential device and the other is disposed on a rear side of the differential device.

In some embodiments, the first axle housing and the second axle housing are provided separately.

In other embodiments, the first axle housing is integral with the second axle housing.

The present utility model will be described in detail below with reference to the drawings and various embodiments.

First embodiment

Referring to fig. 1 to 3, a driving axle provided by a first embodiment of the present utility model includes a first motor 1 forming a first power unit, a second motor 2 forming a second power unit, a first reduction mechanism 3, a second reduction mechanism 4, a differential device 5, a first half shaft 6, a second half shaft 7, a first engagement and disengagement device 8, and a second engagement and disengagement device 9, wherein an input element of the first reduction mechanism 4 is in driving connection with the first motor 1, an input element of the second reduction mechanism 5 is in driving connection with the second motor 2, a first output end of the differential device 5 is in driving connection with the first half shaft 6, and a second output end of the differential device 5 is in driving connection with the second half shaft 7; the first engagement and disengagement means 8 is connected between the input end of the differential device 5 and the output element of the first reduction mechanism 3, for selectively engaging or disengaging the input end of the differential device 5 and the output element of the first reduction mechanism 3; the second engagement and disengagement means 9 is connected between the input end of the differential device 5 and the output element of the second reduction mechanism 4 for selectively engaging or disengaging the input end of the differential device 5 and the output element of the second reduction mechanism 4.

The first engagement and disengagement means 8 and the second engagement and disengagement means 9 are at least partially integrated on the differential device 5, enabling an increase in the degree of integration of the drive axle. In addition, compared with the prior art, the inside of the first speed reducing mechanism 3 and the second speed reducing mechanism 4 does not need to be provided with a gear shifting mechanism, the working mode switching of the drive axle is directly realized through the state control of the first engagement and disconnection device 8 and the second engagement and disconnection device 9, the structure of the speed reducer can be simplified, the assembly efficiency of the speed reducer is improved, and the working mode switching difficulty of the drive axle is reduced.

The differential device 5 comprises a differential housing 51, and a planetary gear 52, a planetary gear shaft 53, a first half-shaft gear 54 and a second half-shaft gear 55 which are arranged in the differential housing 51, wherein the differential housing 51 is an input end of the differential device 5, the planetary gear shaft 53 is fixed in the differential housing 51 and is perpendicular to the first half-shaft 6, and the planetary gear 52 is rotatably connected to the planetary gear shaft 53. In general, both ends of the planetary gear shaft 53 are connected to one of the planetary gears 52, respectively. The first axle gear 54 is connected to the inner end of the first axle 6, the outer end of the first axle 6 is connected to a first wheel 100 of the vehicle, the second axle gear 55 is connected to the inner end of the second axle 7, the outer end of the second axle 7 is connected to a second wheel 200 of the vehicle, the first axle gear 54 is a first output end of the differential device 5, and the second axle gear 55 is a second output end of the differential device 5; the first side gear 54 is in orthogonal engagement with the planetary gears 52, and the second side gear 55 is in orthogonal engagement with the planetary gears 52; the first engagement and disengagement means 8 is connected between one axial side of the differential case 51 and the output member of the first reduction mechanism 3, for selectively engaging or disengaging the differential case 51 with the output member of the first reduction mechanism 3; the second engagement and disengagement means 9 is connected between the other axial side of the differential case 51 and the output member of the second reduction mechanism 4 for selectively engaging or disengaging the differential case 51 with the output member of the second reduction mechanism 4.

The first side gear 54 and the second side gear 55 are symmetrical about the planetary gear shaft 53.

In the present embodiment, the first side gear 54, the first side gear 55 and the planetary gear 52 are bevel gears, so that the first side gear 54 and the planetary gear 52 are engaged with each other orthogonally, and the second side gear 55 and the planetary gear 52 are engaged with each other orthogonally.

Referring to fig. 1 to 3, the first engagement and disengagement device 8 includes a first spline hub 81, a first sliding tooth sleeve 82 and a first engaging tooth 83, the first spline hub 81 is fixed or integrally formed on the differential case 51, the first sliding tooth sleeve 82 is spline-connected to the outside of the first spline hub 81, the first engaging tooth 83 is fixed or integrally formed on the output member of the first reduction mechanism 3, and the first sliding tooth sleeve 82 is axially movable along the first spline hub 81 to engage with or disengage from the first engaging tooth 83 to effect engagement or disengagement of the first engagement and disengagement device 8. The axial movement of the first sliding gear sleeve 82 may be achieved, for example, by shifting the first sliding gear sleeve 82 left and right by a shift fork.

The second engagement and disengagement device 9 includes a second spline hub 91, a second sliding tooth sleeve 92, and a second engaging tooth 93, the second spline hub 91 is fixed or integrally formed on the differential case 51, the second sliding tooth sleeve 92 is spline-connected to the outer side of the second spline hub 91, the second engaging tooth 93 is connected to the output member of the second reduction mechanism 4, and the second sliding tooth sleeve 92 is axially movable along the second spline hub 91 to engage with or disengage from the second engaging tooth 93 to achieve engagement or disengagement of the second engagement and disengagement device 9. The axial movement of the second sliding gear sleeve 92 may be achieved, for example, by shifting the second sliding gear sleeve 92 left and right by a shift fork.

The first spline hub 81 is fixed or integrally formed on the differential housing 51, the first combining teeth 83 are fixed or integrally formed on an output element of the first reduction mechanism 3, a first bearing is sleeved at one axial end of the differential housing 51, and the first combining teeth 83 are press-fitted on an outer ring of the first bearing; the second spline hub 91 is fixed or integrally formed on the differential case 51, the second coupling teeth 93 are fixed or integrally formed on the output member of the second reduction mechanism 4, the second bearing is sleeved on the other axial end of the differential case 51, and the second coupling teeth 93 are press-fitted on the outer ring of the second bearing.

When the first engagement/disengagement device 8 and the second engagement/disengagement device 9 are engaged, the output element of the first reduction mechanism 3 is coupled to the differential case 51, and the power of the first motor 1 can be transmitted to the differential device 5 through the first reduction mechanism 3, the power of the second motor 2 can be transmitted to the differential device 5 through the second reduction mechanism 4, and after the power is combined at the differential case 5, the power is transmitted to the first half shaft 6 and the second half shaft 7 through the first half shaft gear 54 and the second half shaft gear 55, respectively.

When the first engagement/disengagement device 8 is engaged and the second engagement/disengagement device 9 is disengaged, the output element of the first reduction mechanism 3 is coupled to the differential case 51, the power of the differential device 5 and the second reduction mechanism 4 is interrupted, and the power of the first motor 1 can be transmitted to the differential device 5 through the first reduction mechanism 3 and then to the first half shaft 6 and the second half shaft 7 through the first half shaft gear 54 and the second half shaft gear 55, respectively. At this time, the operation of the first motor 1 does not drive the gear of the second reduction mechanism 3 to rotate.

When the first engagement/disengagement device 8 is disengaged and the second engagement/disengagement device 9 is engaged, the output element of the second reduction mechanism 4 is coupled to the differential case 51, the differential device 5 and the first reduction mechanism 3 are power-interrupted, and the power of the second motor 2 can be transmitted to the differential device 5 through the second reduction mechanism 4 and then to the first half shaft 6 and the second half shaft 7 through the first half shaft gear 54 and the second half shaft gear 55, respectively. At this time, the second motor 2 does not rotate the gear of the first reduction mechanism 3.

Therefore, when the motor on one side is driven, the motor on the other side and the speed reducing mechanism can be completely independent, the energy consumption of the whole vehicle can be reduced, and the working efficiency of the drive axle is improved.

In the present embodiment, the housing of the first motor 1 and the housing of the first reduction mechanism 3 are respectively provided and fixed by bolts, the housing of the first reduction mechanism 3 is fixed on the differential case 51, the housing of the second motor 2 and the housing of the second reduction mechanism 4 are respectively provided and fixed by bolts, and the housing of the second reduction mechanism 4 is fixed on the differential case 51.

Of course, in other embodiments, the housing of the first motor 1 may be integrated with the housing of the first reduction mechanism 3, and the housing of the second motor 2 may be integrated with the housing of the second reduction mechanism 4.

In this embodiment, the first reduction mechanism 3 includes a first parallel axis gear reduction mechanism, and the second reduction mechanism 4 includes a second parallel axis gear reduction mechanism.

The first parallel shaft gear reduction mechanism is two-stage reduction, the first parallel shaft gear reduction mechanism comprises a first gear 31, a second gear 32, a third gear 33, a fourth gear 34 and a first intermediate shaft 35, the second gear 32 and the third gear 33 are fixed on the first intermediate shaft 35, the first gear 31 is an input element of the first reduction mechanism 3, the first gear 31 is connected to a motor shaft 11 of the first motor 1 and is meshed with the second gear 32, the fourth gear 34 is meshed with the third gear 33, the fourth gear 34 is an output element of the first reduction mechanism 3, and the first engagement and disengagement device 8 is connected between the differential housing 51 and the fourth gear 34.

The second parallel shaft gear reduction mechanism includes a fifth gear 41, a sixth gear 42, a seventh gear 43, an eighth gear 44, and a second intermediate shaft 45, the sixth gear 42 and the seventh gear 43 are fixed on the second intermediate shaft 45, the fifth gear 41 is an input element of the second reduction mechanism 4, the fifth gear 41 is connected to the motor shaft 21 of the second motor 2 and is meshed with the sixth gear 42, the eighth gear 44 is meshed with the seventh gear 43, the eighth gear 44 is an output element of the second reduction mechanism 4, and the second engagement/disengagement device 9 is connected between the differential case 51 and the eighth gear 44.

The first coupling tooth 83 of the first engagement and disengagement device 8 is connected to the fourth gear 34, and the second coupling tooth 93 of the second synchronizer 9 is connected to the eighth gear 38.

Preferably, the fourth gear 34 is integrally connected with the first coupling teeth 83 at one axial end of the differential case 51 through the first bearing. Thus, it is not necessary to separately provide the rotation shaft for the fourth gear 34, and the structure is simplified. Similarly, the eighth gear 38 and the second coupling teeth 93 are integrally rotatably coupled to the other axial end of the differential case 51 via the second bearing, and thus, it is not necessary to separately provide a rotary shaft for the eighth gear 38, and the structure is simplified.

The output element (fourth gear 34) of the first reduction mechanism 3, the output element (eighth gear 38) of the second reduction mechanism 4, the differential device 5, the first engagement/disengagement device 8, the second engagement/disengagement device 9, the first half shaft 6, and the second half shaft 7 are coaxially provided.

More preferably, the input element (first gear 31) of the first reduction mechanism 3 is spaced in parallel with the rotation axis of the output element (fourth gear 34), the input element (fifth gear 35) of the second reduction mechanism 4 is spaced in parallel with the rotation axis of the output element (eighth gear 38), and the first motor 1 is arranged in parallel with the second motor 2; the first motor 1 and the second motor 2 are arranged on the front and rear sides of the differential device 5. For example, the first motor 1 is located at the rear side of the second motor 2. Therefore, the two motors are arranged front and back, the two motors and the two speed reducing mechanisms do not occupy the axial space of the drive axle, and the drive axle is suitable for the arrangement of the drive axle of a vehicle type with smaller width.

The drive axle of the vehicle further comprises a first axle housing 10 and a second axle housing 20, wherein the first axle housing 10 is arranged between the differential device 5 and the hub assembly 1001 of the first wheel 100 of the vehicle, the first half shaft 6 passes through the first axle housing 10, the outer end of the first half shaft 6 is connected with the hub assembly 1001 of the first wheel 100 of the vehicle, the second axle housing 20 is arranged between the differential device 5 and the hub assembly 2001 of the second wheel 200 of the vehicle, the second half shaft 7 passes through the second axle housing 20, and the outer end of the second half shaft 7 is connected with the hub assembly 2001 of the second wheel 200 of the vehicle.

The axle housing is divided into two independent sections of the first axle housing 10 and the second axle housing 20, so that the total weight of the axle housing can be reduced, and the manufacturing and the installation are more convenient. In addition, the first axle housing 10 and the second axle housing 20 may be arranged in bilateral symmetry to reduce the mold cost.

Referring to fig. 1, specifically, the first axle housing 10 has a cylindrical shape with a large inner end and a small outer end, the inner end of the first axle housing 10 is fixed on the differential housing 51, the outer end of the first axle housing 10 is connected to the first brake drum 300, the first brake assembly 400 is further provided inside the first brake drum 300, and the first brake assembly 400 is used for braking the first brake drum 300. The second axle housing 20 is in a cylindrical shape with a large inner end and a small outer end, the inner end of the second axle housing 20 is fixed on the differential housing 51, the outer end of the second axle housing 20 is connected with the second brake drum 500, a second brake assembly 600 is further arranged on the inner side of the second brake drum 500, and the second brake assembly 600 is used for braking the second brake drum 500.

The working principle of the present embodiment is as follows;

(1) The first motor 1 is driven in common with the second motor 2. When the first engagement/disengagement device 8 is engaged (the first sliding sleeve 82 is engaged with the first engaging tooth 83) and the second engagement/disengagement device 9 is engaged (the second sliding sleeve 92 is engaged with the second engaging tooth 93), the first motor 1 and the second motor 2 are simultaneously driven, and the power is converged at the differential case 51, and is transmitted to the first half shaft 6 and the second half shaft 7 through the first half shaft gear 54 and the second half shaft gear 55, respectively, to drive the first wheel 100 and the second wheel 200. The first motor 1 and the second motor 2 are driven together to provide a large torque.

(2) The first motor 1 is driven separately. When the first engagement/disengagement device 8 is engaged (the first sliding sleeve 82 is engaged with the first engaging tooth 83) and the second engagement/disengagement device 9 is disengaged (the second sliding sleeve 92 is disengaged from the second engaging tooth 93), the first motor 1 is driven, the second motor 2 is not operated, and the power of the first motor 1 is transmitted to the differential case 51, and is transmitted to the first half shaft 6 and the second half shaft 7 via the first half shaft gear 54 and the second half shaft gear 55, respectively, to drive the first wheel 100 and the second wheel 200. At this time, the first motor 1 supplies power. The first motor 1 is driven alone, and energy consumption can be reduced. In addition, the vehicle can be driven even when the second motor 2 fails, and the safety is good.

(3) The second motor 2 is driven separately. When the first engagement/disengagement device 8 is disengaged (the first sliding sleeve 82 is disengaged from the first engaging tooth 83) and the second engagement/disengagement device 9 is engaged (the second sliding sleeve 92 is engaged with the second engaging tooth 93), the second motor 2 is driven, the first motor 1 is not operated, the power of the second motor 2 is transmitted to the differential case 51, and the power is transmitted to the first half shaft 6 and the second half shaft 7 via the first half shaft gear 54 and the second half shaft gear 55, respectively, to drive the first wheel 100 and the second wheel 200. At this time, the second motor 2 supplies power. The second motor 2 is driven alone, and energy consumption can be reduced. In addition, the vehicle can be driven even when the first motor 1 fails, and the safety is good.

Second embodiment

Fig. 4 and 5 show a drive axle according to a second embodiment of the present utility model, which is different from the first embodiment mainly in that the first reduction mechanism 3 includes a first planetary gear reduction mechanism, and the second reduction mechanism 4 includes a second planetary gear reduction mechanism; the first planetary gear reduction mechanism comprises a first input element, a first output element and a first intermediate element, and the second planetary gear reduction mechanism comprises a second input element, a second output element and a second intermediate element; the first input element is an input element of the first reduction mechanism 3, the first output element is an output element of the first reduction mechanism 3, the first intermediate element is fixed to a first stationary part of the vehicle; the second input element is the input element of the second reduction mechanism 4, the second output element is the 4 output element of the second reduction mechanism, and the second intermediate element is fixed to a second stationary part of the vehicle. The first stationary member may be, for example, the differential case 51, the case of the first motor 1, or the case of the first reduction mechanism 3. The second stationary member may be, for example, the differential case 51, the case of the second motor 2, or the case of the second reduction mechanism 4.

Specifically, the first planetary gear reduction mechanism is a single planetary row composed of a first sun gear 301, a first planet gear 302, a first planet carrier 303 and a first gear ring 304, wherein the first planet gear 302 is rotatably supported on the first planet carrier 302 through a pin shaft, and the first planet gear 302 is meshed between the first sun gear 301 and the first gear ring 304. The first sun gear 301 is a first input element, the first sun gear 301 is connected with the first motor 1, the first planet carrier 303 is a first output element, the first planet carrier 303 is connected with the first coupling teeth 83 of the first synchronizer 8, and the first ring gear 304 is the first intermediate element.

The second planetary gear reduction mechanism is a single planetary row consisting of a second sun gear 401, a second planet gear 402, a second planet carrier 403 and a second gear ring 404, wherein the second planet gear 402 is rotatably supported on the second planet carrier 402 through a pin shaft, and the second planet gear 402 is meshed between the second sun gear 401 and the second gear ring 404. The second sun gear 401 is a second input element, the second sun gear 301 is connected to the second electric machine 2, the second planet carrier 403 is a second output element, the second planet carrier 403 is connected to the second coupling teeth 93 of the second synchronizer 9, and the second ring gear 404 is the second intermediate element.

In this embodiment, the output element (first carrier 303) of the first reduction mechanism 3, the output element (second carrier 403) of the second reduction mechanism 4, the differential device 5, the first engagement/disengagement device 8, the second engagement/disengagement device 9, the first axle 6, and the second axle 7 are coaxially disposed.

More preferably, the first motor 1, the first reduction mechanism 3 (first planetary gear reduction mechanism), the second reduction mechanism 4 (second planetary gear reduction mechanism) and the second motor 2 are coaxial, and the first motor 1, the first reduction mechanism 3 (first planetary gear reduction mechanism), the differential device 5, the second reduction mechanism 4 (second planetary gear reduction mechanism) and the second motor 2 are sequentially arranged.

The motor shaft 11 of the first motor 1 is a hollow shaft, and the first half shaft 6 passes through the motor shaft 11 of the first motor 1; the motor shaft 21 of the second motor 2 is a hollow shaft, and the second half shaft 7 passes through the motor shaft 21 of the second motor 2.

The drive axle of the vehicle further comprises a first axle housing 10 and a second axle housing 20, wherein the first axle housing 10 is arranged between the first motor 1 and the hub assembly 1001 of the first wheel 100 of the vehicle, the first half shaft 6 passes through the first axle housing 10, the outer end of the first half shaft 6 is connected with the hub assembly 1001 of the first wheel 100 of the vehicle, the second axle housing 20 is arranged between the second motor 2 and the hub assembly 2001 of the second wheel 200 of the vehicle, the second half shaft 7 passes through the second axle housing 20, and the outer end of the second half shaft 7 is connected with the hub assembly 2001 of the second wheel 200 of the vehicle.

In this embodiment, the housing of the first motor 1 is integrated with the housing of the first reduction mechanism 3, the first reduction mechanism 3 is integrated in the housing of the first motor 1, the housing of the first motor 1 is fixed on the differential housing 51, the housing of the second motor 2 is integrated with the housing of the second reduction mechanism 4, the second reduction mechanism 4 is integrated in the housing of the second motor 2, and the housing of the second motor 2 is fixed on the differential housing 51. In this way, the first reduction mechanism 3 (first planetary gear reduction mechanism) is integrated in the housing of the first motor 1, and the second reduction mechanism 4 (second planetary gear reduction mechanism) is integrated in the housing of the second motor 2, so that the integration level of the drive axle can be improved, and the space occupation can be reduced.

Specifically, the first axle housing 10 is in a cylindrical shape with a large inner end and a small outer end, the inner end of the first axle housing 10 is connected with the first motor 1, the outer end of the first axle housing 10 is connected with the first brake drum 300, the inner side of the first brake drum 300 is further provided with a first brake assembly 400, and the first brake assembly 400 is used for braking the first brake drum 300. The second axle housing 20 is in a cylinder shape with a large inner end and a small outer end, the inner end of the second axle housing 20 is connected with the second motor 2, the outer end of the second axle housing 20 is connected with the second brake drum 500, the inner side of the second brake drum 500 is also provided with a second brake assembly 600, and the second brake assembly 600 is used for braking the second brake drum 500.

The driving axle of the vehicle of this embodiment, the first motor 1, the first reduction mechanism 3 (first planetary gear reduction mechanism), the differential device 5, the second reduction mechanism 4 (second planetary gear reduction mechanism) and the second motor 2 are coaxially arranged, which can reduce the occupation of the driving axle to the space in the front-rear direction of the vehicle, and is convenient for the whole vehicle arrangement.

The embodiment of the utility model also provides a vehicle, which comprises a front axle and a rear axle, wherein at least one of the front axle and the rear axle is provided with the driving axle of the vehicle.

The front drive type can be matched only when the drive axle of the vehicle is provided on the front axle.

The rear drive type can be matched only when the drive axle of the vehicle is provided on the rear axle.

Meanwhile, when the drive axles of the vehicles are arranged on the front axle and the rear axle, the electric four-wheel drive vehicle type can be matched.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.

Claims

1. The driving axle of the vehicle is characterized by comprising a first power device, a second power device, a first speed reducing mechanism, a second speed reducing mechanism, a differential device, a first engagement and disengagement device and a second engagement and disengagement device, wherein an input element of the first speed reducing mechanism is in transmission connection with the first power device, and an input element of the second speed reducing mechanism is in transmission connection with the second power device;

2. The vehicle transaxle of claim 1 wherein the first and second engagement and disengagement devices are at least partially integrated on the differential.

3. The drive axle of a vehicle according to claim 2, characterized in that the differential device includes a differential case that is an input end of the differential device;

the first engagement and disengagement means is connected between one axial side of the differential case and the output member of the first reduction mechanism for selectively engaging or disengaging the differential case with the output member of the first reduction mechanism; the second engagement and disengagement means is connected between the other axial side of the differential case and the output member of the second reduction mechanism for selectively engaging or disengaging the differential case with or from the output member of the second reduction mechanism.

4. A drive axle of a vehicle according to claim 3, wherein the first engagement disconnection device includes a first spline hub fixed or integrally formed on one of the differential case and the output member of the first reduction mechanism, a first sliding tooth sleeve spline-connected to an outer side of the first spline hub, and a first engaging tooth integrally formed on the other of the differential case and the output member of the first reduction mechanism, the first sliding tooth sleeve being axially movable along the first spline hub to engage or disengage with the first engaging tooth to effect engagement or disengagement of the first engagement disconnection device.

5. The drive axle of a vehicle according to claim 4, wherein the first spline hub is fixed or integrally formed on the differential case, the first engaging tooth is fixed or integrally formed on an output member of the first reduction mechanism, and a first bearing is fitted over an axial one end of the differential case, and the first engaging tooth is press-fitted on an outer ring of the first bearing.

6. A drive axle of a vehicle according to claim 3, wherein the second engagement disconnection device includes a second spline hub fixed or integrally formed on one of the differential case and the output member of the second reduction mechanism, a second sliding tooth sleeve spline-connected to an outer side of the second spline hub, and a second engaging tooth integrally formed on the other of the differential case and the output member of the second reduction mechanism, the second sliding tooth sleeve being axially movable along the second spline hub to engage or disengage with the second engaging tooth to effect engagement or disengagement of the second engagement disconnection device.

7. The drive axle of a vehicle according to claim 6, wherein the second spline hub is fixed or integrally formed on the differential case, the second engaging tooth is fixed or integrally formed on an output element of the second reduction mechanism, and the other axial end of the differential case is fitted with a second bearing, the second engaging tooth being press-fitted on an outer ring of the second bearing.

8. A transaxle of a vehicle according to claim 3, wherein the first engagement and disengagement means includes a first clutch whose driving portion is connected to one of the differential case and the output member of the first reduction mechanism, and whose driven portion is connected to the other of the differential case and the output member of the first reduction mechanism;

and/or the number of the groups of groups,

the second engagement and disengagement means includes a second clutch whose driving portion is connected to one of the differential case and the output member of the second reduction mechanism, and whose driven portion is connected to the other of the differential case and the output member of the second reduction mechanism.

9. The vehicle transaxle of claim 1 wherein the first reduction mechanism comprises a first parallel axis gear reduction mechanism that is one or more stage reduction;

and/or the number of the groups of groups,

the second speed reducing mechanism comprises a second parallel shaft gear speed reducing mechanism, and the second parallel shaft gear speed reducing mechanism is one-stage speed reduction or multi-stage speed reduction.

10. The vehicle transaxle of claim 1, wherein the first reduction mechanism comprises a first planetary gear reduction mechanism comprising a first input element, a first output element, and a first intermediate element; the first input element is an input element of the first reduction mechanism, the first output element is an output element of the first reduction mechanism, the first intermediate element is fixed to a first stationary component of the vehicle;

and/or the number of the groups of groups,

the second reduction mechanism comprises a second planetary gear reduction mechanism comprising a second input element, a second output element and a second intermediate element; the second input element is an input element of the second reduction mechanism, the second output element is an output element of the second reduction mechanism, and the second intermediate element is fixed to a second stationary component of the vehicle.

11. The vehicle transaxle of claim 1 further comprising a first axle shaft and a second axle shaft, wherein a first output of the differential is drivingly connected to the first axle shaft and a second output of the differential is drivingly connected to the second axle shaft;

12. The vehicle transaxle of claim 11 wherein the first reduction mechanism is a first planetary gear reduction mechanism and the second reduction mechanism is a second planetary gear reduction mechanism; the first power device is a first motor, and the second power device is a second motor;

the first motor, the first planetary gear reduction mechanism, the second planetary gear reduction mechanism and the second motor are coaxial, and the first motor, the first planetary gear reduction mechanism, the differential device, the second planetary gear reduction mechanism and the second motor are sequentially arranged;

the motor shaft of the first motor is a hollow shaft, and the first half shaft penetrates through the motor shaft of the first motor; the motor shaft of the second motor is a hollow shaft, and the second half shaft penetrates through the motor shaft of the second motor.

13. The vehicle transaxle of claim 12 further comprising a first axle housing disposed between the first electric machine and the hub assembly of the first wheel of the vehicle, the first axle passing through the first axle housing and the outer end of the first axle housing connecting the hub assembly of the first wheel of the vehicle, and a second axle housing disposed between the second electric machine and the hub assembly of the second wheel of the vehicle, the second axle housing passing through the second axle housing and the outer end of the second axle housing connecting the hub assembly of the second wheel of the vehicle.

14. The vehicle transaxle of claim 11 wherein the first reduction mechanism is a first parallel axis gear reduction mechanism and the second reduction mechanism is a second parallel axis gear reduction mechanism;

the input element of the first speed reduction mechanism is spaced in parallel with the rotational axis of the output element, the input element of the second speed reduction mechanism is spaced in parallel with the rotational axis of the output element, and the first power device is arranged in parallel with the second power device.

15. The vehicle transaxle of claim 14 further comprising a first axle housing disposed between the differential and the hub assembly of the first wheel of the vehicle, the first axle passing through the first axle housing and the outer end of the first axle shaft being connected to the hub assembly of the first wheel of the vehicle, and a second axle housing disposed between the differential and the hub assembly of the second wheel of the vehicle, the second axle shaft passing through the second axle housing and the outer end of the second axle shaft being connected to the hub assembly of the second wheel of the vehicle.

16. A vehicle comprising a front axle and a rear axle, at least one of the front axle and the rear axle having the vehicle drive axle of any one of claims 1-15 disposed thereon.