GB2532739A - Tandem axle for a utility vehicle - Google Patents

Tandem axle for a utility vehicle Download PDF

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Publication number
GB2532739A
GB2532739A GB1420923.3A GB201420923A GB2532739A GB 2532739 A GB2532739 A GB 2532739A GB 201420923 A GB201420923 A GB 201420923A GB 2532739 A GB2532739 A GB 2532739A
Authority
GB
United Kingdom
Prior art keywords
axle
output shaft
inter
drive axle
differential
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1420923.3A
Other versions
GB201420923D0 (en
Inventor
Keerthi Kuntadka Rathnaraja Vishal
Krishna Dhanesh
Lele Abhijit
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Priority to GB1420923.3A priority Critical patent/GB2532739A/en
Publication of GB201420923D0 publication Critical patent/GB201420923D0/en
Publication of GB2532739A publication Critical patent/GB2532739A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/36—Arrangement or mounting of transmissions in vehicles for driving tandem wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • B62D61/125—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels the retractable wheel being a part of a set of tandem wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/47—Means for retracting the suspension

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

A tandem axle assembly 10 for a utility vehicle is provided. The tandem axle assembly 10 comprises: a forward drive axle 14; a rear drive axle 16, the axles 14, 16 being arranged one after another with respect to the longitudinal direction of the vehicle; a lifting device for lifting and lowering the rear drive axle 16 in relation to the forward drive axle 14; an inter-axle differential 30 via which the axles 14, 16 are drivable, the inter-axle differential 30 being configured to distribute torques to the respective axles 14, 16. The inter-axle differential 30 has: an input shaft 26 via which the inter-axle differential 30 is drivable; a first output shaft 40 for driving the rear drive axle 16; and a second output shaft (44) for driving the forward drive axle 14, the second output shaft 44 and the input shaft 26 being arranged coaxially. A coupling device 50 is configured to couple and decouple the rear drive axle 16 and the inter-axle differential 30.

Description

Tandem Axle for a Utility Vehicle The invention relates to a tandem axle for a utility vehicle.
US 2004/0079562 Al shows a tandem drive axle set including a forward drive axle and a rear drive axle. The tandem drive axle set comprises a forward drive assembly including a main differential having a forward pinion gear rotatably supported by a first bearing set and receiving input from an inter-axle differential, said inter-axle differential being rotatably supported by a second bearing set and having a first side gear and a second side gear. The tandem drive axle set further includes a through shaft having a first end secured to said first side gear and a second end extending past said forward drive assembly, said through shaft rotating with said first side gear. Moreover, the tandem drive axle set includes a rear drive assembly including a rear pinion gear and a rear differential, said through shaft driving said rear pinion gear.
US 2013/0244825 Al shows a drive axle system for a vehicle, comprising a first axle assembly and a second axle assembly.
GB 1 122 966 shows a suspension for a commercial motor vehicle having, in a tandem arrangement, a driven rear axle, whose wheels are suspended on the chassis frame by leaf springs and an undriven axle whose wheels are suspended on said frame by means of rockers.
Moreover, a tandem axle comprising two axles can be found in WO 2008/019779 A2.
It is an object of the present invention to provide a tandem axle which allows for realizing a particularly efficient operation of the utility vehicle.
This object is solved by a tandem axle having the features of patent claim 1. Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
According to the resent invention the tandem axle for a utility vehicle or commercial vehicle comprises a forward drive axle and a rear drive axle, the axles being arranged one after another with respect to the longitudinal direction of the vehicle. In other words, the forward drive axle is arranged in front of the rear drive axle with respect to the longitudinal direction of the vehicle. The tandem axle according to the present invention further comprises a lifting device for lifting and lowering the rear drive axle in relation to the forward drive axle. For example, when the utility vehicle is unloaded the rear drive axle can be lifted in the vertical direction of the vehicle towards the top by means of the lifting device. Thereby, the rolling friction of the utility vehicle can be kept low so that the utility vehicle can be driven efficiently. When the utility vehicle is loaded the rear drive axle can be lowered in the vertical direction towards the bottom so that wheels of the lowered rear drive axle touch the ground. Thereby, the utility vehicle can be supported on the ground via both the forward drive axle and the rear drive axle. Thereby, heavy loads can be transported by the utility vehicle.
The tandem axle further comprises an inter-axle differential which is a differential gear via which the axles are drivable. The inter-axle differential is also referred to as an IAD and configured to distribute torques to the respective axle. The inter-axle differential has an input shaft via which the inter-axle differential is drivable by, for example, a propeller shaft or a drive shaft of the vehicle. The inter-axle differential (IAD) further comprises a first output shaft for driving the rear drive axle and a second output shaft for driving the forward drive axle. The second output shaft and the input shaft are arranged coaxially in relation to each other. In other words, the second output shaft is arranged in-line with the input shaft and, thus, the inter-axle differential.
Moreover, the tandem axle according to the present invention comprises a coupling device configured to couple and decouple the rear drive axle and the inter-axle differential. For example, the rear drive axle can be decoupled from the IAD when the rear drive axle is lifted so that wheels of the rear drive axle do not touch the ground. Hence, the rolling friction of the tandem axle can be kept particularly low and the mechanical efficiency of the tandem axle can be improved. In other words, an improved mechanical efficiency can be realized by decoupling the rear drive axle from the inter-axle differential during unloaded conditions when the liftable rear drive axle is lifted. The improved mechanical efficiency especially results from a reduced oil churning loss. Moreover, decoupling the rear drive axle from the inter-axle differential results in improved gear life and improved bearing life. Furthermore, in the tandem axle according to the present invention already existing components of conventional designs can be used so that the costs can be kept particularly low. Moreover, an improved drive line angle especially for the forward drive axle can be realized. Moreover, the IAD can be immersed in oil all the time, i.e. during loaded and unloaded conditions so that wear of the IAD can be kept low which results in an improvement of the life of the IAD. Moreover, an additional lubricating pump for supplying the inter-axle differential with oil can be avoided. For example, at least part of the coupling device can be arranged in a helical gear configured to drive the second output shaft or in a companion flange or yoke by which the second output shaft is drivable.
In an advantageous embodiment of the invention a portion, in particular an end portion, of the input shaft is received in the second output shaft. Thus, the weight and the installation space required by the inter-axle differential can be kept particularly low so that a particularly efficient operation of the utility vehicle can be realized.
In a further advantageous embodiment of the invention the portion of the input shaft received in the second output shaft is supported on the second output shat. Thus, loads acting upon the input shaft and deformations of the input shaft can be kept particularly low which results in a particularly efficient operation of the utility vehicle.
In order to keep the internal friction of the inter-axle differential particularly low, in a further embodiment of the invention the portion of the input shaft is supported on the second output shaft by a roller bearing, in particular a needle bearing.
In a particularly advantageous embodiment of the invention the coupling device comprises at least one shift collar and an actuator moving the shift collar between at least one coupling position and at least one decoupling position. In the coupling position the rear drive axle is coupled to the inter-axle differential so that the rear drive axle can be driven by the inter-axle differential. In the decoupling position the rear drive axle is decoupled from the inter-axle differential so that the rear drive axle cannot be driven via the inter-axle differential. Preferably, the forward drive axle is coupled to the inter-axle differential in both the coupling position and the decoupling position so that the forward drive axle can be driven via the inter-axle differential in both the coupling position and the decoupling position of the shift collar.
By means of the shift collar and the actuator the rear drive axle can be coupled to and decoupled from the inter-axle differential in a need-based manner so that a particularly efficient operation of the utility vehicle can be realized.
In a further advantageous embodiment of the invention the coupling device comprises at least one gear pinion which is, for example, configured as a helical gear. The at least one gear pinion of the coupling device is arranged on the first output shaft, wherein the at least one gear pinion is rotatable in relation to the first output shaft. Thereby the installation space required by the coupling device can be kept particularly low.
For example, the shift collar is arranged on the first output shaft and connected to the first output shaft in a rotationally fixed manner. This means the shift collar is arranged on the fist output shaft in such a way that a rotation of the shift collar in relation to the first output shaft is prevented. However, the shift collar is translationally movable in relation to the first output shaft so that the shift collar can be moved, in particular slid between the coupling position and the decoupling position. For example, in the decoupling position the shift collar is decoupled from the gear pinion which is rotatably arranged on the first input shaft. Thereby, torques cannot be transmitted from the gear pinion to the first output shaft via the shift collar or vice versa. However, the coupling position the shift collar is coupled to the gear pinion in a rotationally fixed manner so that torques can be transmitted from the gear pinion to the shaft via the shift collar and vice versa.
In a particularly advantageous embodiment of the invention the gear pinion and the shift collar are arranged coaxially in relation to each other. Thereby, the installation space required by the coupling device can be kept particularly low.
In a further advantageous embodiment of the invention the gear pinion is connected to the first output shaft in a rotationally fixed manner by the shift collar in the coupling position. For example, the shift collar has a first front face having first gear teeth. The gear pinion has a second front face having second gear teeth. The first front face faces the second front face so that the first gear teeth engage the second gear teeth in the coupling position. Thus, the gear pinion and the shift collar are connected to one another in a rotationally fixed manner. In the decoupling position, the first gear teeth are disengaged from the second gear teeth so that the gear pinion can be rotated in relation to the shift collar and, for example, the first output shaft.
In order to realize a particularly high efficiency of the tandem axle in a further advantageous embodiment of the invention the gear pinion is mounted on the first output shaft by at least one bearing, in particular a roller bearing. For example, the roller bearing is configured as a needle bearing so that the installation space required by the tandem axle can be kept particularly low.
The invention also relates to a vehicle comprising at least one tandem axle according to the present invention. Advantageous embodiments and advantages of the tandem axle according to the present invention are to be regarded as advantageous embodiments and advantages of the vehicle according to the present invention and vice versa.
Further advantages, features and details of the invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic side view of a tandem axle for a utility vehicle or commercial vehicle, the tandem axle comprising a coupling device by means of which a first axle of the tandem axle can be coupled to and decoupled from a differential gear via which the first and a second axle of the tandem axle can be driven; Fig. 2 a schematic sectional view of a drive unit of the tandem axle; Fig. 3 part of a schematic sectional view of the drive unit; and Fig. 4 a schematic perspective view of the drive unit.
In the figures the same elements or elements having the same functions are indicated by the same reference signs.
Fig. 1 shows a tandem axle 10 for a utility vehicle which is also referred to as a commercial vehicle. The utility vehicle comprises a frame 12 on which the tandem axle 10 is mounted. The utility vehicle further comprises at least one front axle which is not shown in Fig. 1. With respect to the longitudinal direction of the vehicle the tandem axle 10 is arranged behind the front axle. This means the front axle and the tandem axle 10 are arranged one after another with respect to the longitudinal direction of the vehicle.
As can be seen from Fig. 1 the tandem axle 10 comprises a forward drive axle 14 and a rear drive axle 16 which are arranged one after another with respect to the longitudinal direction of the vehicle. The rear drive axle 16 is arranged behind the forward drive axle 14. The forward drive axle 14 is also referred to as a rear front axle since the forward drive axle 14 is arranged in front of the rear drive axle 16 and the tandem axle 10 is arranged behind the front axle. Hence, the rear drive axle 16 is also referred to as a rear rear axle. As will be described below, the tandem axle 10 can be switched between a tandem drive mode and a solo drive mode. This means that either both the forward drive axle 14 and the rear drive axle 16 or only the forward drive axle 14 but not the rear drive axle 16 can be driven.
For driving the tandem axle 10 and, thus, the axles 14 and 16 the utility vehicle comprises an engine which is configured as, for example, an internal combustion engine. The engine provides torques which can be transmitted from the engine to the tandem axle 10 via a propeller shaft 18. The propeller shaft 18 comprises shaft elements 20 and 22, wherein the shaft element 22 is arranged between the forward drive axle 14 and the rear drive axle 16. Thus, the shaft element 22 is also referred to as an inter-axle propeller shaft.
As can be seen from Fig 2 the tandem axle 10 comprises a drive unit 24 via which the axles 14 and 16 are drivable. Moreover, the tandem axle 10 comprises a lifting device which is not shown in the figures, the lifting device being configured to lift and lower the rear drive axle 16 in relation to the forward drive axle 14. For example, when the utility vehicle is unloaded the rear drive axle 16 can be lifted in the vertical direction of the vehicle towards the top in relation to the forward drive axle 14 by means of the lifting device so that wheels of the rear drive axle 16 do not touch the ground. Thereby, the rolling friction of the utility vehicle can be kept particularly low. When heavy loads need to be transported by the utility vehicle the rear drive axle 16 can be lowered in the vertical direction of the vehicle towards the bottom in relation to the forward drive axle 14 by means of lifting device so that the wheels of the rear drive axle 14 touch the ground and the utility vehicle is supported on the ground via both the forward drive axle 14 and the rear drive axle 16. For example, when the rear drive axle 16 is lifted the tandem axle 10 is operated in the solo drive mode. When the rear drive axle 16 is lowered the tandem axle 10 is operated in the tandem drive mode.
By operating the tandem axle 10 in the solo drive mode the tandem axle 10, in particular the drive unit 24, has a very high mechanical efficiency so that the utility vehicle can be driven with particularly low energy consumption. As can be seen from Fig. 2, the drive unit 24 comprises an inter-axle differential 30 which is also referred to as an IAD. The inter-axle differential 30 is a differential gear via which the axles 14 and 16 are drivable. As will be described in the following the inter-axle differential 30 is configured to distribute torques to the respective axles 14 and 16. The inter-axle differential 30 and, thus, the drive unit 24 comprise an input shaft 26 which is connected to the propeller shaft 18 so that torques provided by the engine can be transmitted form the propeller shaft 18 to the input shaft 26. The propeller shaft 18 is also referred to as a drive shaft. The inter-axle differential 30 is drivable via the input shaft 26. For example, the input shaft 26 can be connected to the propeller shaft 18 through an input yoke or a companion flange. The inter-axle differential 30 and, thus, the drive unit 24 further comprise a first helical gear 28 which is rotatably mounted on the input shaft 26. This means the first helical gear 28 is a gear pinion which is rotatable in relation to the input shaft 26. For example, the first helical gear 28 is supported on the input shaft 26 by at least one bearing, in particular a roller bearing. The inter-axle differential 30 further comprises a bolt 32 which is also referred to as a spider, IAD spider, spider shaft or spider bolt. The bolt 32 is connected to the input shaft 26 in a rotationally fixed manner so that torques can be transmitted from the input shaft 26 to the bolt 32. The inter-axle differential 30 further comprises gear pinions in the form of compensating gears 34 which are also referred to as differential pinions or spider gears. The compensating gears 34 are rotatably mounted on the bolt 32. This means the compensating gears 34 are rotatable in relation to the bolt 32.
Moreover, the inter-axle differential 30 comprises a first side gear 36 and a second side gear 38 which mesh with the compensating gears 34. As can be seen from Fig. 2, the first side gear 36 is integrated in the first helical gear 28. This means the first helical gear 28 and the first side gear 36 are formed in one piece. Thus, torques can be transmitted from the compensating gears 34 to the first side gear 36 and, thus, the first helical gear 28. Moreover, torques can be transmitted from the compensating gears 34 to the second side gear 38. The inter-axle differential 30 (IAD) comprises a first output shaft 40 for driving the rear drive axle 16. In other words, torques are transmitted from the first output shaft 40 to the rear drive axle 16. In order to drive the first output shaft 40, the drive unit 24 comprises a second helical gear 42 which is rotatably arranged on the first output shaft 40. For example, the second helical gear 42 is supported on the first output shaft 40 by at least one roller bearing, in particular a needle bearing. As can be seen from Fig. 2, the second helical gear 42 meshes with the first helical gear 28 so that the second helical gear 42 can be driven by the first helical gear 28. Thus, the first helical gear 28 is also referred to as a driver helical gear, wherein the second helical gear 42 is also referred to as a driven helical gear.
The inter-axle differential 30 further comprises a second output shaft 44 for driving the forward drive axle 14. This means torques can be transmitted form the second output shaft 44 to the forward drive axle 14. The second output shaft 44 comprises a gear pinion 46 which is also referred to as a forward drive pinion, the gear pinion 46 meshing with a third helical gear 48 via which the forward drive axle 14 is drivable.
As can be seen from Fig. 2, the second side gear 38 is connected to the second output shaft 44 in a rotationally fixed manner so that torques provided by the compensating gears 34 can be transmitted to the second side gear 38 and the second output shaft 44 so that the forward drive axle 14 can be driven.
For example, the forward drive axle 14 comprises a second differential gear which is not shown in the figures, the second differential gear being drivable via the third helical gear 48. Moreover, the rear drive axle 16 can comprise a third differential gear which is not shown in the figures. The third differential gear is drivable by the first output shaft 40. In the tandem drive mode, both the forward drive axle 14 and the rear drive axle 16 are driven by the inter-axle differential 30. In the solo drive mode only the forward drive axle 14 is driven by the inter-axle differential 30 whilst the rear drive axle 16 is not driven by the inter-axle differential 30.
The drive unit 24 further comprises a coupling device 50 configured to decouple and couple the rear drive axle 16 and the inter-axle differential 30 as will be described in the following.
As can be seen from Figs. 2 and 3 the input shaft 26 has a portion in the form of an end portion 52 which is received in the second output shaft 44. The end portion 52 is supported on the second output shaft 44 by a roller bearing in the form of a needle bearing 54. This means the input shaft 26 is supported on the second output shaft 44 via the end portion 52 by the needle bearing 54. For this purpose the forward drive pinion (second output shaft 44) has a bore 56 in which the end portion 52 and the needle bearing 54 are arranged. In other words, the input shaft 26 is supported on the second output shaft 44 on the output side. On the input side the input shaft 26 is supported by a roller bearing 57.
For example, the side gear 38 is connected to the second output shaft 44 in a rotationally fixed manner in such a way that the side gear 38 is splined over the second output shaft 44 and fixed to the second output shaft 44 by means of a pre-load nut 58 in the axial direction of the second output shaft 44. As can be seen from Fig. 2, the second output shaft 44 is supported by bearings in the form of roller bearings 60, wherein the pre-load nut 58 is used to pre-load the roller bearings 60. The pre-load nut 58 can also be positioned before the side gear 38 directly after the roller bearings 60 on the forward drive pinion, wherein, for example, the roller bearings 60 are configured as tapered roller bearings. For example, the coupling device 50 comprises a shift collar 62 which is slidably arranged on the first output shaft 40 in the axial direction of the first output shaft 40. This means the shift collar 62 can be translationally moved in relation to the first output shaft 40. However, the shift collar 62 which is also referred to as a clutch collar is connected to the first output shaft 40 in a rotationally fixed manner so that torques can be transmitted from the shift collar 62 to the first output shaft 40 and vice versa. Moreover, the shift collar 62 is arranged coaxially in relation to the first output shaft 40 and the second helical gear 42.
The coupling device 50 further comprises an actuator 64 which is configured as an electric actuator. Moreover, the actuator 64 is configured to translationally move the shift collar 62 in relation to the first output shaft 40 and the second helical gear 42. Thus, the shift collar 62 can be moved between at least one coupling position and at least one decoupling position by means of the actuator 64. In the coupling position the rear drive axle 16 is coupled to the inter-axle differential 30 so that the rear drive axle 16 is driven via the inter-axle differential 30. In the decoupling position the rear drive axle 16 is decoupled from the inter-axle differential 30 so that the rear drive axle 16 is not driven via the inter-axle differential 30. Thus, to activate the tandem drive mode the shift collar 62 is to be moved into the coupling position. In order to activate the solo drive mode the shift collar 62 is to be moved into the decoupling position by means of the actuator 64.
For example, the second helical gear 42 has first gear teeth arranged on an outer circumferential lateral surface. Moreover, the second helical gear 42 has a first front face having second gear teeth which are also referred to as curvic teeth. The shift collar 62 has a second front face having third gear teeth. The shift collar 62 is arranged coaxially in relation to the second helical gear 42, wherein the first front face and, thus, the second gear teeth face the second front face and, thus, the third gear teeth.
In the decoupling position of the shift collar 62 the third gear teeth are decoupled from the second gear teeth so that the second helical gear 42 can be rotated in relation to the shift collar 62 and, thus, the first output shaft 40. In the coupling position the third gear teeth engage the second gear teeth so that the second helical gear 42 is connected to the shift collar 62 and, thus the first output shaft 40 in a rotationally fixed manner. In the decoupling position torques cannot be transferred from the second helical gear 42 to the shift collar 62 and the first output shaft 40. Thus, the rear drive axle 16 cannot be driven.
However, in the coupling position torques can be transferred from the second helical gear 42 to the first output shaft 40 via the shift collar 62 so that the rear drive axle 16 can be driven. During the decoupling position of the shift collar 62, i.e. during the disengaged condition of the shift collar 62 the entire power provided by the propeller shaft 18 will be transferred to the front drive axle 14 provided the inter-axle differential 30 is disabled. In order to disable the inter-axle differential 30 the drive unit 24 comprises a second shift collar 66 which is a clutch collar. The second shift collar 66 is arranged on the input shaft 26 and connected on the input shaft 26 in a rotationally fixed manner. However, the shift collar 66 is translationally movable in relation to the input shaft 26 by means of an actuator 68. For example, the actuator 68 is configured as an electric actuator. The shift collar 66 is movable between at least one disabling position and at least one enabling position by means of the actuator 68. In the enabling position the shift collar 66 is decoupled from the first helical gear 28 so that the first helical gear 28 can be rotated in relation to the input shaft 26. Thus, the inter-axle differential 30 is enabled.
In order to disable and, thus, lock the inter-axle differential 30 the shift collar 66 is translationally moved from the enabling position into the disabling position by means of the actuator 68 in relation to the input shaft 26 in the axial direction of the input shaft 26. In the disenabling position the shift collar 66 is connected to the first helical gear 28 in a rotationally fixed manner so that torques can be transferred form the helical gear 28 to the shift collar 66 and via the shift collar 66 to the input shaft 26. Thus, in the disabling position the helical gear 28 is interlocked with the input shaft 26 by the shift collar 66 so that the forward drive axle 14 can be driven although the rear drive axle 16 is lifted and decoupled from the inter-axle differential 30. For example, the first helical gear 28 has a third front surface having fourth gear teeth, wherein the shift collar 66 has a fourth front surface having fifth gear teeth. The third front surface and, thus, the fourth gear teeth face the fourth front surface and, thus, the fifth gear teeth. In the disabling position the fourth gear teeth engage the fifth gear teeth so that the inter-axle differential 30 is locked. In the enabling position the fourth gear teeth are decoupled from the fifth gear teeth so that the inter-axle differential 30 is enabled.
Fig. 4 shows the drive unit 24 which comprises a housing 70 which is illustrate in a transparent manner in Fig. 4. In Fig. 4 the second differential gear assigned to the forward drive axle 14 can be seen wherein said second differential gear is indicated by 72. The third helical gear 48 is part of the second differential gear 72 via which torques can be distributed to shafts 74 via which the wheels of the forward drive axle can be driven. As can be seen from Fig. 4 the drive unit 24 has very little outer dimensions. Thus, the installation space required by the drive unit 24 can be kept particularly low.
List of reference signs tandem axle 12 frame 14 forward drive axle 16 rear drive axle 18 propeller shaft shaft element 22 shaft element 24 drive unit 26 input shaft 28 first helical gear inter-axle differential 32 bold 34 compensating gears 36 first side gear 38 second side gear first output shaft 42 second helical gear 44 second output shaft 46 gear pinion 48 third helical gear decoupling device 52 end portion 54 needle bearing 56 bore 57 roller bearing 58 pre-load nut roller bearing 62 shift collar 64 actuator 66 second shift collar 68 actuator housing 72 second differential gear 74 shaft

Claims (10)

  1. Claims 1. A tandem axle (10) for a utility vehicle, the tandem axle (10) comprising: -a forward drive axle (14); -a rear drive axle (16), the axles (14, 16) being arranged one after another with respect to the longitudinal direction of the vehicle; -a lifting device for lifting and lowering the rear drive axle (16) in relation to the forward drive axle (14); -an inter-axle differential (30) via which the axles (14, 16) are drivable, the inter-axle differential (30) being configured to distribute torques to the respective axles (14, 16), and having: o an input shaft (26) via which the inter-axle differential (30) is drivable; o a first output shaft (40) for driving the rear drive axle (16); and o a second output shaft (44) for driving the forward drive axle (14), the second output shaft (44) and the input shaft (26) being arranged coaxially; -a coupling device (50) configured to couple and decouple the rear drive axle (16) and the inter-axle differential (30).
  2. 2. The tandem axle (10) according to claim 1, wherein a portion, in particular an end portion (52), of the input shaft (26) is received in the second output shaft (44).
  3. 3. The tandem axle (10) according to claim 2, wherein the portion received in the second output shaft (44) is supported on the second output shaft (44).
  4. 4. The tandem axle (10) according to claim 3, wherein the portion is supported on the second output shaft (44) by a roller bearing, in particular a needle bearing (54).
  5. 5. The tandem axle (10) according to any one of the preceding claims, wherein the coupling device (50) comprises: at least one shift collar (62); and an actuator (64) for moving the shift collar (62) between at least one coupling position in which the rear drive axle (16) is coupled to the inter-axle differential (30), and at least one decoupling position in which the rear drive axle (16) is decoupled from the inter-axle differential (30).
  6. 6. The tandem axle (10) according to any one of the preceding claims, wherein the coupling device (50) comprises at least one gear pinion (42) arranged on the first output shaft (40), the gear pinion (42) being rotatable in relation to the first output shaft (40).
  7. 7. The tandem axle (10) according to claims 5 and 6, wherein the gear pinion (42) and the shift collar (62) are arranged coaxially in relation to each other.
  8. 8. The tandem axle (10) according to claim 7, wherein, in the coupling position, the gear pinion (42) is connected to the first output shaft (40) in a rotationally fixed manner by the shift collar (62).
  9. 9. The tandem axle (10) according to any one of claims 6 to 8, characterised in that the gear pinion (42) is supported on the output shaft (40) by at least one bearing, in particular, a roller bearing.
  10. 10. A vehicle comprising a tandem axle (10) according to any one of the preceding claims.
GB1420923.3A 2014-11-25 2014-11-25 Tandem axle for a utility vehicle Withdrawn GB2532739A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1420923.3A GB2532739A (en) 2014-11-25 2014-11-25 Tandem axle for a utility vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1420923.3A GB2532739A (en) 2014-11-25 2014-11-25 Tandem axle for a utility vehicle

Publications (2)

Publication Number Publication Date
GB201420923D0 GB201420923D0 (en) 2015-01-07
GB2532739A true GB2532739A (en) 2016-06-01

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GB1420923.3A Withdrawn GB2532739A (en) 2014-11-25 2014-11-25 Tandem axle for a utility vehicle

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GB (1) GB2532739A (en)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN111587188A (en) * 2017-11-28 2020-08-25 凯斯纽荷兰(中国)管理有限公司 Method for monitoring and controlling the operation of a rear axle of a vehicle

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US20030190992A1 (en) * 2002-04-09 2003-10-09 Holman James L. Tandem axle power divider assembly with inboard slip driveshaft connection
US20140179483A1 (en) * 2011-08-31 2014-06-26 Mack Trucks, Inc. Forward carrier assembly with a reversible inter-axle differential for a tandem axle vehicle, a powertrain for a tandem axle vehicle, and a tandem axle vehicle
GB2514910A (en) * 2014-04-11 2014-12-10 Daimler Ag Tandem axle for a utility vehicle

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
US20030190992A1 (en) * 2002-04-09 2003-10-09 Holman James L. Tandem axle power divider assembly with inboard slip driveshaft connection
US20140179483A1 (en) * 2011-08-31 2014-06-26 Mack Trucks, Inc. Forward carrier assembly with a reversible inter-axle differential for a tandem axle vehicle, a powertrain for a tandem axle vehicle, and a tandem axle vehicle
GB2514910A (en) * 2014-04-11 2014-12-10 Daimler Ag Tandem axle for a utility vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111587188A (en) * 2017-11-28 2020-08-25 凯斯纽荷兰(中国)管理有限公司 Method for monitoring and controlling the operation of a rear axle of a vehicle
CN111587188B (en) * 2017-11-28 2022-10-18 依维柯股份公司 Method for monitoring and controlling the operation of a rear axle of a vehicle

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