WO2017114419A1 - 车辆及用于车辆的驱动桥组件 - Google Patents

车辆及用于车辆的驱动桥组件 Download PDF

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Publication number
WO2017114419A1
WO2017114419A1 PCT/CN2016/112656 CN2016112656W WO2017114419A1 WO 2017114419 A1 WO2017114419 A1 WO 2017114419A1 CN 2016112656 W CN2016112656 W CN 2016112656W WO 2017114419 A1 WO2017114419 A1 WO 2017114419A1
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WO
WIPO (PCT)
Prior art keywords
assembly
axle
axle housing
thrust
thrust rod
Prior art date
Application number
PCT/CN2016/112656
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English (en)
French (fr)
Inventor
刘辉跃
全初鹏
贺建
Original Assignee
比亚迪股份有限公司
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
Priority claimed from CN201521137727.0U external-priority patent/CN205326780U/zh
Priority claimed from CN201511028980.7A external-priority patent/CN105966237B/zh
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2017114419A1 publication Critical patent/WO2017114419A1/zh

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    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type

Definitions

  • the present invention relates to the field of vehicle manufacturing technology, and in particular to a transaxle assembly for a vehicle and a vehicle having the transaxle assembly.
  • the drive axle has many transmission links, the transmission chain is long, the transmission efficiency is low, the volume is large, the arrangement is difficult, and the environment is not environmentally friendly, the noise is large, the air pollution is serious, and there is room for improvement.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the present invention proposes a transaxle assembly for a vehicle that is compact, energy efficient, highly integrated, and environmentally friendly.
  • the invention also provides a vehicle.
  • a transaxle assembly for a vehicle includes: a transaxle assembly including two axle assemblies spaced apart in a front-rear direction, each of the axle assemblies Each includes a axle housing assembly including an axle housing assembly and two axle shafts, two of the axle shafts being located within the axle housing assembly; at least one of the two axle assemblies is An electric drive axle assembly, the electric drive axle assembly further comprising an electric power assembly including a power motor, a transmission, a differential, the transmission having a transmission housing, the power motor being fixed at The transmission housing is supported on the transmission housing, the differential is located in the axle housing assembly, the transmission housing is fixed to the axle housing assembly; and the suspension A system, each of the axle assemblies being coupled to the frame of the vehicle by the suspension system.
  • a transaxle assembly for a vehicle by setting at least one of two axle assemblies in a transaxle assembly to an electric drive axle that is compact, has a short transmission chain, is highly efficient in transmission, and is easily arranged In order to make the vehicle achieve a smooth driving process, green, zero emissions, zero pollution, low noise; the frame is connected to each axle assembly through the suspension system, making the vehicle more comfortable.
  • a vehicle according to a second aspect of the present invention includes the drive axle set for a vehicle according to the first aspect, thereby having the advantages of smooth driving process, environmental protection, zero emissions, zero pollution, low noise, high comfort, and the like.
  • FIG. 1 is a schematic structural view of a second bridge assembly and a frame according to an embodiment of the present invention
  • FIG. 2 is a schematic structural view of a second bridge assembly according to an embodiment of the present invention.
  • FIG. 3 is a schematic structural view of another perspective view of a second bridge assembly according to an embodiment of the present invention.
  • FIG. 4 is a schematic structural view of an electric drive axle assembly according to an embodiment of the present invention.
  • Figure 5 is a cross-sectional view of Figure 4.
  • Figure 6 is an enlarged view of E at Figure 5;
  • Figure 7 is a cross-sectional view of the electric power assembly
  • FIG. 8 is a schematic structural view of a bridge housing assembly according to an embodiment of the present invention.
  • FIG. 9 is a schematic structural view of an electric powertrain according to an embodiment of the present invention.
  • Figure 10 is a schematic view showing the internal structure of a transmission according to an embodiment of the present invention.
  • FIG. 11 is a schematic structural view of a differential lock mechanism according to an embodiment of the present invention.
  • Figure 12 is a schematic view showing a transmission structure of a vehicle according to an embodiment of the present invention.
  • Figure 13 is a schematic structural view of a vehicle according to an embodiment of the present invention.
  • the liquid shifting execution module 15 the axle housing assembly 102, the wheel reducer 20, the wheel reducer housing 201, the sun gear 202, the planetary gear 203, the inner ring gear 204, the inner ring gear bracket 205, the retaining ring 206, Axle housing assembly 21, axle housing 210, housing cover 213, brake mounting plate 214, half shaft 22, half shaft sleeve 23, hub assembly 24, hub bearing 241, induction ring gear 242, brake
  • a vehicle 100000 in accordance with an embodiment of the present invention includes a frame 400, a first axle assembly 300, and a transaxle assembly 10000 for a vehicle, wherein the transaxle assembly 10000 for a vehicle includes a transaxle 1000 and suspension system 500.
  • the drive axle assembly 1000 is the second axle assembly 1000.
  • the first bridge assembly 300 and the second bridge assembly 1000 are spaced apart in the front-rear direction of the vehicle 100000.
  • the first bridge assembly 300 is a front axle assembly of the vehicle 100000
  • the second axle assembly 1000 for vehicles 100000 Rear axle assembly.
  • the second axle assembly 1000 ie, the transaxle assembly 1000, includes two axle assemblies that are spaced apart in the fore and aft direction of the vehicle 100000.
  • each axle assembly includes a axle housing assembly 102 that includes an axle housing assembly 21 and two axle shafts 22 that are located in the axle housing assembly 21 Inside.
  • At least one of the two axle assemblies is an electric drive axle assembly 100, ie, two axle assemblies, one of which may be an electric drive axle assembly 100 and the other a driven axle; or two axles
  • the assembly is an electric drive axle assembly 100.
  • each axle assembly can drive 100,000 vehicles, so that the second axle assembly 1000 is a drive axle and is powerful enough to accommodate a flat road. With climbing, the overall economy is good.
  • the two electric drive axle assemblies 100 are arranged such that one electric drive axle assembly 100 is formed after the other electric drive axle assembly 100 is rotated 180 degrees about an axis in the up and down direction perpendicular to the front and rear direction. That is, one electric drive axle assembly 100 is a rear drive axle, the other electric drive axle assembly 100 is a middle drive axle, and the other electric drive axle assembly 100 is the one electric drive axle assembly 100 is perpendicular to The axis in the up-and-down direction of the front-rear direction is rotated by 180°.
  • the structure of the second bridge assembly 1000 is more compact, easy to arrange, high in space utilization and uniform in load distribution.
  • the two electric drive axle assemblies 100 can be identical, such that the middle drive axle and the rear drive axle can be shared, thereby reducing production manufacturing costs.
  • the two electric drive axle assemblies 100 may have subtle differences.
  • the vehicle 100000 may further include two motor controllers, and the two motor controllers correspond to the two electric drive axle assemblies 100. And each motor controller individually controls the power motor 11 of the corresponding electric drive axle assembly 100.
  • the two electric drive axle assemblies 100 work independently and do not interfere with each other, and are respectively controlled by two motor controllers, and the rotational speed of the power motor 11 is adjusted by the precision control unit, thereby realizing real-time synchronization.
  • the two electric drive axle assemblies 100 can be operated separately, even if one of the electric drive axle assemblies 100 is inoperable, the other electric drive axle assembly 100 can drive the entire vehicle and have two independent power sources. Two independent power motors 11 make the vehicle more powerful.
  • one of the two axle assemblies is an electric drive axle assembly 100 and the other of the two axle assemblies is a driven axle
  • the electric drive axle assembly 100 drives the driven axle to implement the vehicle. 100,000 driving, simple structure and easy layout.
  • the electric drive axle assembly 100 includes an electric powertrain assembly 101 and a axle housing assembly 102.
  • the electric powertrain 101 includes a power motor 11, a transmission 12, and a differential 13.
  • the axle housing assembly 102 includes a axle housing assembly 21 and two axle shafts 22. Both axle halves 22 and differential 13 are located within axle housing assembly 21.
  • the power outputted by the power motor 11 is transmitted to the differential 13 through the shifting torque of the transmission 12.
  • the two outputs of the differential 13 output power to the two half shafts 22, and the half shaft 22 transmits power.
  • the wheel connected to it is driven to drive the vehicle 100000.
  • the transmission 12 has a transmission housing 121, the power motor 11 is fixed to the transmission housing 121, and the differential 13 is supported by the transmission housing.
  • the transmission housing 121 is secured to the axle housing assembly 21.
  • the power motor 11 may be secured to the transmission housing 121 by a threaded connection
  • the transmission housing 121 may be secured to the axle housing assembly 21 by a threaded connection
  • the differential 13 is passed through a bearing Supported on the transmission housing 121.
  • the transmission housing 121 can serve as a mounting carrier for the power motor 11, and the transmission housing 121 is a connecting component of the electric power assembly 101 and the axle housing assembly 102, thereby powering the motor 11.
  • the transmission 12, the differential 13 and the axle housing assembly 102 are integrated.
  • the electric drive axle assembly 100 by integrating the power motor 11, the transmission 12, the differential 13 and the axle housing assembly 102, is compact in structure, simple in assembly, reduced in quality, small in size,
  • the utility model has small occupied space, is convenient to be arranged on the vehicle 100000, and shortens the transmission chain, has small transmission loss, and has high transmission efficiency.
  • the electric drive axle assembly 100 can also include a suspension device that is coupled between the electric powertrain assembly 101 and the frame 400. That is to say, the electric power assembly 101 is not completely carried by the axle housing assembly 102, and the electric power assembly 101 is also connected to the frame 400 through the suspension device, so that the centroid offset of the electric power assembly 101 can be effectively balanced against the bridge. The torque produced by the shell assembly 102.
  • the impact can be effectively reduced, and the electric power assembly 101 and the axle housing assembly 102 are synchronized as much as possible, and the torque between the electric power assembly 101 and the axle housing assembly 102 is almost reduced to zero, ensuring two The reliability of the connection between the two, to ensure the stability of the power transmission, to ensure the safety of the use of the entire electric drive axle assembly 100.
  • the arrangement of the electric drive axle assembly 100 is more advantageous for the vehicle 100000 with a large volume of the electric powertrain 101 and a large power of the power motor 11, so that the driving demand of the heavy-duty vehicle 100000 is well satisfied.
  • the suspension device can be coupled between the end of the transmission housing 121 remote from the axle housing assembly 102 and the frame 400, thereby facilitating balancing the centroid offset of the electric power assembly 101 to generate torque to the axle housing assembly 102.
  • the powertrain 101 and the axle housing assembly 102 are more stable to install.
  • the suspension device may include two dampers, and the two dampers may be symmetrically disposed on the left and right sides of the transmission housing 121. Thereby, the force of the electric power assembly 101 is more balanced.
  • the frame 400 may include a beam with one end of the damper mounted on the beam and the other end of the damper mounted on the transmission housing 121.
  • the electric drive axle assembly 100 of the embodiment of the present invention by providing a suspension device between the electric power assembly 101 and the frame 400, the impact can be effectively reduced, and the electric power assembly 101 and the axle housing assembly 102 are jumped as much as possible. Synchronously, the torque between the electric power assembly 101 and the axle housing assembly 102 is almost reduced to zero, ensuring the reliability of the connection between the two, ensuring the stability of the power transmission, and making the use of the entire electric drive axle assembly 100 more reliable. ,safer.
  • Each axle assembly is coupled to the frame 400 by a suspension system 500. That is to say, the suspension system 500 is a connecting component of the frame 400 and each axle assembly, so that the vibration of the driving system of the vehicle 100000 greatly reduces the influence of the entire vehicle and the comfort of the entire vehicle is raised.
  • a transaxle assembly 10000 for a vehicle by setting at least one of the two axle assemblies in the transaxle assembly 1000 to be compact, short in transmission chain, high in transmission efficiency, and easy to arrange
  • the drive axle assembly 100 enables the vehicle 100000 to achieve a smooth driving process, environmental protection, zero emissions, zero pollution, and low noise;
  • the frame 400 is coupled to each axle assembly by the suspension system 500 to make the vehicle 100000 more comfortable.
  • the above-mentioned transaxle assembly 10000 is adopted, thereby having the advantages of smooth driving process, environmental protection, zero emission, zero pollution, low noise, high comfort and the like.
  • a transaxle assembly 10000 for a vehicle includes a frame 400, a first axle assembly 300, a second axle assembly 1000, and a suspension system 500.
  • the first axle assembly 300 and the second axle assembly 1000 are spaced apart in the fore and aft direction of the vehicle 100000.
  • the second axle assembly 1000 includes two axle assemblies, at least one of the two axle assemblies being electrically driven.
  • the bridge assembly 100, each axle assembly is coupled to the frame 400 by a suspension system 500.
  • the suspension system 500 includes two elastic members 50 spaced apart in the left-right direction, a balance shaft assembly 51, and a first thrust rod group and a second thrust rod that are spaced apart in the up and down direction. group.
  • the two elastic members 50 are spaced apart in the left-right direction, one on the left side of the vehicle 100000 and one on the right side of the vehicle 100000.
  • the two ends (i.e., the front end and the rear end) of each elastic member 50 are respectively connected to the two axle housing assemblies 21, and each of the elastic members 50 is located above the two axle housing assemblies 21.
  • the elastic member 50 includes at least one layer of leaf springs.
  • the elastic members 50 are multilayer leaf springs, and the multilayer leaf springs are stacked from top to bottom.
  • the front end of the elastic member 50 on the left side is connected to the left end of the axle housing assembly 21 of the axle assembly at the front, and the rear end of the elastic member 50 on the left side and the axle housing assembly 21 of the axle assembly at the rear.
  • the left end is connected, and the elastic member 50 on the left side is located above the two axle housing assemblies 21;
  • the front end of the elastic member 50 on the right side is connected to the right end of the axle housing assembly 21 of the axle assembly at the front, and the elastic member 50 on the right side.
  • the rear end is connected to the right end of the axle housing assembly 21 of the rear axle assembly, and the right elastic member 50 is located above the two axle housing assemblies 21.
  • the transaxle assembly 10000 for a vehicle since the axle housing assembly 21 is entirely disposed below the elastic member 50, that is, the axle housing assembly 102 and the electric power assembly 101 are both located in the elastic member 50 (leaf spring) Underneath, the vibration of the electric power assembly 101 is greatly reduced on the whole vehicle, the comfort of the whole vehicle is increased, and the driving process is stable, green, zero-emission, zero pollution, and low noise.
  • the balance shaft assembly 51 is fixed to the frame 400, and the balance shaft assembly 51 is located between the two axle assemblies in the front-rear direction, that is, the two axle assemblies are respectively located on both sides of the balance shaft assembly 51.
  • the middle portion of each elastic member 50 is fixed to the balance shaft assembly 51. That is, the balance shaft assembly 51 can serve as a connecting member of the elastic member 50 and the frame 400, and the middle portion of the left elastic member 50 is fixed at The left end of the balance shaft assembly 51 and the middle portion of the right elastic member 50 are fixed to the right end of the balance shaft assembly 51.
  • the fixing of the elastic member 50 is stronger, that is, the two ends of each elastic member 50 are respectively fixed to the ends of the same side of the two axle housing assemblies 21, and the middle portion of each elastic member 50 is fixed to the balance shaft assembly. On the corresponding end of 51.
  • the middle portion of the elastic member 50 is fixed to the balance shaft assembly 51 by the riding bolt 52, that is, at least one layer of the leaf spring is fixed to the balance shaft assembly 51 by the riding bolt 52.
  • the riding bolt 52 that is, at least one layer of the leaf spring is fixed to the balance shaft assembly 51 by the riding bolt 52.
  • each resilient member 50 is secured to the respective end of the balance shaft by two front and rear spaced apart riding bolts 52.
  • the first thrust rod group includes two first sub-groups symmetrically disposed in the front-rear direction, and the two first sub-groups are in one-to-one correspondence with the two axle housing assemblies 21, that is, each of the first A subset includes a plurality of first thrust rods 53, each of which is coupled between the frame 400 and the corresponding axle housing assembly 21.
  • the second thrust rod group includes two second sub-groups symmetrically disposed in the front-rear direction, the two second sub-groups are in one-to-one correspondence with the two axle housing assemblies 21, and each of the second sub-groups includes a plurality of second thrusts A rod 54, each of the second thrust rods 54 is coupled between the balance shaft assembly 51 and the corresponding axle housing assembly 21.
  • any one of the first thrust rod sets is connected between the frame 400 and the corresponding axle housing assembly 21, and any one of the second thrust rod sets 54 is connected to the balance.
  • the two axle assemblys are fixed to the frame 400 by the connection of the two thrust lever groups and the balance shaft assembly 51, and the position of the two axle assemblies is fixed relative to the frame 400.
  • the second axle assembly 1000 When the second axle assembly 1000 generates power, the body is pushed forward.
  • the first thrust rod group is located above the second thrust rod group, and one end of each of the first thrust rods 53 is connected to the middle portion of the corresponding axle housing assembly 21, for example, each One end of a thrust rod 53 is connected to the middle of the corresponding axle housing assembly 21 through the first thrust rod axle housing mount 552.
  • the first thrust rod axle housing mount 552 is fixed in the middle of the axle housing assembly 21, and the first thrust The axle housing mount 552 is located above the axle housing assembly 21.
  • each first thrust rod 53 is connected to the frame 400 through a first thrust rod frame mount 551, the first thrust rod frame mount 551 is fixed on the frame 400, and the first thrust rod frame is mounted.
  • the seat 551 is located in the middle of the two axle housing assemblies 21.
  • each of the first thrust rods 53 respectively corresponds to a first thrust rod axle housing mount 552 and a first thrust rod frame mount 551, and the front end of the first thrust rod 53 in the first front group passes through
  • the first thrust rod axle housing mount 552 is connected to the middle of the front axle housing assembly 21, and the rear end of the first thrust rod 53 in the first front group passes through the first thrust lever frame mount 551 and the frame 400 connected; the rear end of the first thrust rod 53 in the first rear group is connected to the middle of the rear axle housing assembly 21 through the first thrust rod axle housing mount 552, in the first subgroup of the rear
  • the front end of the first thrust lever 53 is coupled to the frame 400 through the first thrust lever frame mount 551.
  • each of the first thrust rods 53 is located inside the other end of the same first thrust rod 53, that is, each of the first thrust rods 53 is inclined and located in the first subgroup of the front.
  • the first thrust rod 53 extends outwardly from the front to the rear, and the first thrust rod 53 in the first rear group extends from the front to the rear.
  • the first thrust lever frame mount 551 is fixed to the inside of the frame 400, whereby the suspension system 500 is more compact in structure and more convenient to connect and assemble.
  • the frame 400 can include two longitudinal beams spaced apart in the left-right direction, the first thrust rod frame mount 551 on the left side is located inside the left side of the stringer, and the first thrust rod car on the right side
  • the frame mount 551 is located inside the side member of the right side.
  • each of the first subgroups includes two first thrust rods 53, one end of the two first thrust rods 53 being integrally formed, and the first thrust rod bridge corresponding to the first subgroup
  • the shell mount 552 is one, and the integrally formed end of the two first thrust rods 53 is simultaneously connected to the first thrust rod axle housing mount 552;
  • the first thrust rod frame mount 551 corresponding to the subgroup is two, and the other ends of the two first thrust rods 53 are in one-to-one correspondence with the two first thrust rod frame mounts 551.
  • the two first thrust rods 53 of each first subgroup constitute a V-shaped thrust rod
  • the first thrust rod group includes two V-shaped thrust rods, one end of the V-shaped thrust rod (ie, two V-shaped
  • the intersection of the side arms is connected to the first thrust rod axle housing mount 552
  • the other end of the V-shaped thrust rod includes two ends, one of which passes through a first thrust rod frame mount 551 and the frame 400
  • the left side portion (the left side rail) is connected, and the other end is connected to the right side portion (the right side rail) of the frame 400 through another first thrust rod frame mount 551.
  • a first thrust rod frame mount 551 connected to the left end of the V-shaped thrust rod on the front side and a first thrust connected to the left end of the V-shaped thrust rod on the rear side
  • the lever frame mount 551 may be integrally formed with a first thrust lever frame mount 551 connected to the right end of the V-shaped thrust lever on the front side and a right end end of the V-shaped thrust lever located on the rear side
  • a first thrust rod frame mount 551 to which the head is attached may be integrally formed.
  • the two first thrust rod frame mounts 551 thus integrally formed have high structural strength and are simpler to assemble with the frame 400.
  • the integrated first thrust rod frame mount 551 can be secured to the frame 400 by a threaded connection.
  • the first thrust rod set is located above the second thrust rod set, and one end of each second thrust rod 54 is connected to the end of the corresponding axle housing assembly 21, for example each One end of the second thrust rod 54 is connected to the end of the corresponding axle housing assembly 21 through the second thrust rod axle housing mount 554, and the second thrust rod axle housing mount 554 is fixed at the end of the axle housing assembly 21, and The second thrust rod axle housing mount 554 is located below the corresponding axle housing assembly 21.
  • each second thrust rod 54 is connected to the balance shaft assembly 51 via a second thrust rod balance shaft mount 553, and the second thrust rod balance shaft mount 553 is fixed to the end of the balance shaft assembly 51, and The end of the axle housing assembly 21 corresponding to the same second thrust rod 54 and the end of the balance shaft assembly 51 are located on the same side of the axle assembly 1000.
  • each of the second thrust rods 54 corresponds to a second thrust rod axle housing mount 554 and a second thrust rod balance shaft mount 553, respectively, and the second thrust rod 54 on the left side of the second subset in the front.
  • the front end is connected to the left end of the front axle housing assembly 21 via the second thrust rod axle housing mount 554, and the front end of the second thrust rod 54 on the right side of the second subset in the front passes the second thrust rod axle housing
  • the mounting seat 554 is connected to the right end portion of the front axle housing assembly 21; the rear end of the second thrust rod 54 on the left side of the second group in the front passes the second thrust rod balance shaft mounting seat 553 and the balance shaft assembly
  • the left end of 51 is connected, and the rear end of the second thrust rod 54 on the right side of the second subgroup in front is connected to the right end of the balance shaft assembly 51 via the second thrust rod balance shaft mount 553.
  • the rear end of the second thrust rod 54 on the left side of the second subgroup located in the rear is connected to the left end of the rear axle housing assembly 21 via the second thrust rod axle housing mount 554, in the second subgroup of the rear
  • the rear end of the second thrust rod 54 on the right side is connected to the right end portion of the rear axle housing assembly 21 through the second thrust rod axle housing mount 554; the second thrust rod on the left side in the second rear group in the rear
  • the front end of the second thrust rod assembly 54 is connected to the left end of the balance shaft assembly 51 through the second thrust rod balance shaft mount 553, and the front end of the second thrust rod 54 on the right side in the second rear group is passed the second thrust rod.
  • the balance shaft mount 553 is coupled to the right end of the balance shaft assembly 51.
  • each second thrust rod 54 is located inside one end of the same second thrust rod 54, also That is, each of the second thrust rods 54 is disposed obliquely, and the second thrust rods 54 of the second subset located in the front extend inwardly from the front to the rear, and the second thrust rods 54 in the second subset of the rear portions. Extends from front to back.
  • each second subset includes two second thrust rods 54 and two second thrust rod axle housing mounts 554 corresponding to the second subset.
  • two ends of the axle housing assembly 21 corresponding to the second sub-group are respectively fixed with two elastic member mounting seats 555 spaced apart in the left-right direction, and two elastic member mounting seats 555 and Two second thrust rod axle housing mounts 554 are in one-to-one correspondence, and each second thrust rod axle housing mount 554 is fixed below the corresponding elastic member mount 555, and each second thrust rod balance shaft mount 553 They are all fixed below the balance shaft assembly 51.
  • the left end of the axle housing assembly 21 corresponding to the second subgroup is fixed with an elastic member mount 555, and the corresponding second thrust rod axle housing mount 554 is fixed at the left end of the elastic member mount 555, and A second thrust rod balance shaft mount 553 is fixed below the left end of the balance shaft assembly 51 corresponding to the second subgroup; and an elastic member mount 555 is fixed to the right end of the axle housing assembly 21 corresponding to the second subgroup, corresponding to the right end
  • the second thrust rod axle housing mount 554 is fixed to the lower end of the elastic member mount 555, and a second thrust rod balance shaft mount 553 is fixed below the right end of the balance shaft assembly 51 corresponding to the second subset.
  • the second thrust rod group is completely disposed under the first thrust rod group, so that both the upper and lower sides of the axle assembly are fixed to the frame 400, so that the position of the frame 400 and the axle assembly can be relatively fixed. And the force is more balanced, the load distribution is more uniform, and the vehicle layout of the vehicle 100000 is optimized.
  • both ends of each of the first thrust rods 53 and both ends of each of the second thrust rods 54 have a rubber ball hinge structure, so that the first thrust rod 53 is connected to the frame 400 and the axle assembly, And the connection between the second thrust rod 54 and the balance shaft assembly 51 and the axle assembly has a certain flexibility, the vibration damping effect is good, and the connection is convenient.
  • both axle assemblies are electric drive axle assemblies 100, and one electric drive axle assembly 100 is another electric drive axle assembly 100.
  • the middle drive axle and the rear drive axle can be shared, only one axle assembly is developed, and the two V-shaped thrust rods of the first thrust rod group and the fourth thrust rod group are four
  • the two thrust rods 54 each need only develop a state, which greatly reduces development costs.
  • the electric drive axle assembly 100 integrates the power motor 11, the transmission 12 and the axle housing assembly 102 in one piece, is compact in structure and high in transmission efficiency, and
  • the second bridge assembly 1000 for the transaxle assembly 10000 of the vehicle is all electrically driven, has high energy utilization, responds to speed blocks, and has more dynamic performance, and the entire power portion of the vehicle 100000 is located at the elastic member 50. Below, the vibration source of the whole vehicle is placed under the elastic member 50.
  • the vibration is weakened, the overall comfort of the vehicle is greatly improved, and multiple components (such as the axle assembly and the V-shaped thrust)
  • the rod and the second thrust rod 54 can be shared, and the development cost is low.
  • the two axle assemblies are all the electric drive axle assembly 100
  • the two electric drive axle assemblies 100 can work synchronously or separately, even if one of the electric drive axle assemblies 100 cannot work another
  • the electric drive axle assembly 100 can also drive the entire vehicle, with two independent power sources, making the vehicle more powerful.
  • the electric drive axle assembly 100 shown in Figures 4-13 includes an electric powertrain assembly 101, a bridge housing assembly 102, and a suspension.
  • the electric powertrain assembly 101 can be secured to the axle housing assembly 102 by a plurality of bolts for integration into the electric drive axle assembly 100.
  • the electric powertrain 101 includes a power motor 11, a transmission 12 and a differential 13, and an electro-hydraulic shift execution module 15, wherein the transmission 12 has a transmission housing 121.
  • the power motor 11 can be fixed to the transmission housing 121 by a plurality of bolts 402, and a plurality of bolts 402 are circumferentially spaced around the power motor 11.
  • the power motor 11 can be a permanent magnet synchronous motor.
  • the power motor 11 is driven by a power supply 11 through an external power supply of a three-phase line.
  • the power motor 11 includes an active cooling structure 111.
  • the active cooling structure 111 is used to actively cool the power motor 11.
  • the active cooling structure 111 includes a coolant circulation passage 1112 that is cooled by the power motor 11 to cool the power motor 11 by circulation of the coolant within the coolant circulation passage 1112.
  • the coolant circulation passage 1112 has an inlet A and an outlet B, and the coolant can enter the coolant circulation passage 1112 from the inlet A, and is output from the outlet B after heat exchange with the power motor 11.
  • the power motor 11 by causing the power motor 11 to have the active cooling structure 111, it is possible to prevent the power motor 11 from overheating, indirectly improve the efficiency, prevent the power motor 11 from being burnt out, and satisfy the high power, high rotation speed, and long-term operation demand, and better.
  • the ground is matched to the operating conditions of the vehicle 100000 and can be used for light to heavy all-over models.
  • the active cooling structure 111 may further include a coolant driving member 1111 disposed on the coolant circulation passage 1112 to drive the coolant to flow in the coolant circulation passage 1112.
  • the coolant drive 1111 may be a cooling oil pump.
  • the active cooling structure 111 has its own coolant driving member 1111, which is highly integrated and simple in assembly.
  • the coolant circulation passage 1112 may also be connected to the coolant located outside the electric drive axle assembly 100, that is, the coolant may be introduced from the outside, that is, the active cooling structure.
  • the coolant circulation passage 1112 of 111 may share the coolant drive member 1111 with the coolant circulation passage of other components on the vehicle 100000.
  • the transmission housing 121 can be secured to the axle housing assembly 21 of the axle housing assembly 102 by bolts 401.
  • the axle housing assembly 21 includes a axle housing 210 and a housing cover 213.
  • the middle portion of the axle housing 210 has a differential accommodating space in which both end faces are open, and the cover 213 is detachably mounted on the axle housing 210 to close the open side end surface of the middle portion of the axle housing 210, and the transmission housing 121 is fixed at The other side of the central portion of the axle housing 210 is open.
  • the cover 213 may be detachably mounted on the axle housing 210 by a threaded connection.
  • the threaded connection member is a bolt 403, and the cover 213 may pass along the cover A plurality of bolts 403 circumferentially spaced apart from each other are threadedly coupled to the open one end surface of the middle portion of the axle housing 210.
  • the cover 213 of one end surface of the middle portion of the axle housing 210 is assembled, which can effectively reduce the assembly difficulty of the electric power assembly 101 and the two half shafts 22, and is more advantageous for the maintenance of the differential 13 .
  • the electric drive axle assembly 100 further includes a plurality of bolts 401.
  • the transmission housing 121 is provided with a plurality of threaded holes
  • the axle housing 210 is provided with a plurality of through holes corresponding to the plurality of threaded holes.
  • the bolt 401 is in one-to-one correspondence with the plurality of through holes, and each of the bolts 401 is fixed in the corresponding threaded hole through the corresponding through hole to fix the transmission housing 121 to the open other end surface of the middle portion of the axle housing 210.
  • the threaded hole is provided in the transmission housing 121.
  • the through hole is disposed on the axle housing 210, so that the transmission 12 can be made as small as possible and the structure is more compact in the case of ensuring the connection strength.
  • both ends (ie, the left end and the right end) of the axle housing assembly 21 may be welded and fixed with two half shaft sleeves 23, respectively.
  • the axle housing assembly 102 can also include two wheel reducers 20, two hub assemblies 24, two brakes 25, and two brake mounting plates 214, each hub assembly 24 being rotatably mounted in a corresponding half
  • two half shaft sleeves 23 are sleeved one by one in the two half shafts 22, and the two wheel side speed reducers 20 are in one-to-one correspondence with the two wheel hub assemblies 24, and each wheel side is decelerated.
  • the input of the 20 is coupled to a corresponding half shaft 22, and the output of each of the wheel reducers 20 is coupled to a corresponding hub assembly 24.
  • the wheel reducer 20 is a planetary gear reducer.
  • the planetary gear reducer includes a sun gear 202, a planetary gear 203 and an inner ring gear 204.
  • the sun gear 202 is fixed to the half shaft 22 to rotate synchronously with the half shaft 22, and the planetary gear 203 meshes with the sun gear 202 and the inner ring gear 204, respectively.
  • the ring gear 204 is fixed to the corresponding half shaft sleeve 23 by the ring gear bracket 205. Thereby, the volume is small, the transmission efficiency is high, and the deceleration range is wide.
  • the wheel reducer 20 includes a wheel reducer housing 201, and the wheel reducer housing 201 can be secured to the hub assembly 24, thereby further reducing the axle housing assembly 102.
  • the size is compact and saves space.
  • the ring gear bracket 205 is meshed with the ring gear 204.
  • the planetary gear reducer may further include a retaining ring 206. At least a portion of the ring gear bracket 205 is axially sandwiched between the retaining ring 206 and the ring gear 204. In order to axially limit the inner ring gear 204, the assembly accuracy of the wheel reducer 20 and the hub assembly 24 is preferably ensured.
  • the two brakes 25 are in one-to-one correspondence with the two hub assemblies 24, i.e., one brake 25 corresponds to one hub assembly 24 to brake the hub assembly 24.
  • Two brake mounting plates 214 are respectively welded and fixed on both ends of the axle housing assembly 21, and the two brakes 25 are fixed to the two brake mounting plates 214 in a one-to-one correspondence by the screw connectors, and the brake drums of the two brakes 25 are respectively
  • the 251 is fixed to the two hub assemblies 24 in a corresponding manner.
  • the axle housing assembly 102 can also include two sets of axial limiting members 27, and the two sets of axial limiting members 27 are in one-to-one correspondence with the two hub assemblies 24, that is, one set of axial limiting members 27 corresponds to one hub assembly. 24 to axially limit the hub assembly 24.
  • Each of the ring gear brackets 205 is sleeved outside the corresponding half shaft sleeve 23 by a spline structure, and each set of the axial limiting members 27 includes a limiting nut 271 and a locking washer 272.
  • the limit nut 271 and the lock washer 272 are sleeved outside the corresponding half shaft sleeve 23, and the limit nut 271 is screwed with the corresponding half shaft sleeve 23 to connect the corresponding ring gear bracket 205 and the corresponding
  • the hub assembly 24 is pressed between the lock washer 272 and the brake drum 251 of the corresponding brake 25.
  • the right end of the axle housing assembly 21 is welded with a half shaft sleeve 23, and the right end hub assembly 24 is rotatably mounted on the right end half shaft sleeve 23, and the right end half shaft sleeve 23 sets are placed outside the half shaft 22 on the right side.
  • the hub assembly 24 is part of the wheel and the rotation of the hub assembly 24 allows for rotation of the wheel. More specifically, as shown in FIG. 6, the right end of the right end half shaft 22 is connected to the sun gear 202 through the right end half shaft sleeve 23, and the end cover is passed through a threaded connection member (such as the bolt 406 in FIG. 6) and the right end portion.
  • the wheel reducer 20 (for example, the wheel reducer housing 201) is fastened together, the left end of the right end half shaft 22 is connected to the differential 13 by a spline, and the right end half shaft 22 outputs the differential 13
  • the power is transmitted to the input end of the right end wheel reducer 20, and is decelerated by the right end wheel reducer 20, and the power is transmitted to the right end of the hub assembly 24 via the output end of the right end wheel reducer 20 and then the wheel is rotated. .
  • the brake 25 at the right end corresponding to the hub assembly 24 at the right end is mounted on the brake mounting plate 214 at the right end, the brake mounting plate 214 at the right end is fixed to the right end of the axle housing assembly 21, and the brake drum 251 of the brake 25 at the right end is also fixed.
  • the brake mounting plate 214 can be sleeved and welded to the axle housing 210 of the axle housing assembly 21, and the right end brake 25 is secured to the right end by a threaded connection.
  • the brake mounting plate 214 and the brake drum 251 of the brake 25 at the right end can be fixed to the hub assembly 24 at the right end by bolts 405, wherein the threaded connector and the bolt 405 are plural.
  • the brake 25 of the corresponding end is located between the brake mounting plate 214 of the corresponding end and the hub assembly 24 of the corresponding end.
  • the axial limiting member 27 corresponding to the right end hub assembly 24 is a right end group, and the right end group of the limiting nut 271 and the right end group of the locking washer 272 are sleeved outside the right end half shaft sleeve 23, and The right end group of the limit nut 271 is screwed with the right end half shaft sleeve 23 to press the right end ring gear bracket 205 and the right end hub assembly 24 against the right end group of the lock washer 272 and the right end brake 25 Between the brake drums 251. Therefore, the hub assembly 24 can be axially locked by the cooperation of the limit nut 271 and the brake drum 251 of the brake 25.
  • the wheel reducer 20 can also pass the limit nut 271 and the brake drum of the brake 25.
  • the 251 fits the axial lock. Specifically, the wheel reducer housing 201, the brake drum 251 of the brake 25, and a portion of the hub assembly 24 are secured together by bolts 405.
  • each hub assembly 24 is rotatably sleeved on a corresponding half shaft sleeve 23 by a hub bearing 241, and the axial limit member 27 can adjust the play of the hub bearing 241.
  • the axle housing assembly 102 can also include two ABS sensor assemblies 26 that can be secured to the two brake mounting plates 214 in a one-to-one correspondence by threaded connectors, i.e., the ABS sensor assembly 26 at the left end. It is fixed to the brake mounting plate 214 at the left end, and the ABS sensor assembly 26 at the right end is fixed to the brake mounting plate 214 at the right end.
  • the threaded connection can be a screw.
  • the sensor head of the ABS sensor assembly 26 and the inductive ring gear 242 of the hub assembly 24 are rotated.
  • Inductive voltage signal the signal is output to a control system (such as the ECU of the vehicle), and the control system controls the brake 25 to lock when braking.
  • the electric power assembly 101 may further include an electro-hydraulic shift execution module 15 for controlling the transmission 12, and the electro-hydraulic shift execution module 15 is mounted on the transmission housing.
  • the electro-hydraulic shifting execution module 15 is equipped with a matching sensor and a precision flow valve.
  • the external electronic control unit can respond to the collected signals, and can accurately control the shifting speed of the transmission 12 and the timing of the gear shifting.
  • the shifting of the transmission 12 is smooth, the response speed is fast, the maneuverability is good, and the driving fatigue can be reduced.
  • the differential lock mechanism 28 is mounted on the axle housing assembly 21, and the differential lock mechanism 28 is configured to selectively connect one of the two axle shafts 22 to the differential housing of the differential 13 of the integrated electric drive axle. Locked.
  • the differential lock mechanism 28 operates on the principle that when a drive wheel slips, the differential housing is locked integrally with the half shaft 22, so that the differential 13 loses the differential action, so that all the torque can be transferred to another On one side of the drive wheel, it is especially important for engineering vehicles that run on muddy roads that are slippery.
  • the differential lock mechanism 28 includes a drive cylinder 281, a transmission assembly 282, and a sliding sleeve 283.
  • One end of the driving cylinder 281 is fixed on the axle housing assembly 21, and the sliding sleeve 283 is sleeved outside the half shaft 22 and can rotate synchronously with the half shaft 22.
  • the driving cylinder 281 drives the sliding sleeve 283 through the transmission assembly 282 to make the sliding sleeve
  • the 283 moves along the axial direction of the half shaft 22 between an unlocked position unlocked from the differential case and a locked position locked with the differential case.
  • the sliding sleeve 283 is in the unlocking position, the sliding sleeve 283 and the differential housing are unlocked.
  • the differential 13 normally realizes the differential function.
  • the sliding sleeve 283 is in the locking position, the sliding sleeve 283 and the differential housing are locked. In one piece, the differential 13 loses the differential function.
  • the transmission assembly 282 includes a connecting rod 2821, a shift lever 2822, a shift fork 2823, and a spring 2824.
  • the connecting rod 2821 is fixed on the axle housing assembly 21, and the fork lever is movably sleeved outside the connecting rod 2821.
  • the driving cylinder 281 is connected with the fork rod to drive the shifting rod rod 2822 to move along the axial direction of the connecting rod 2821. It is understood that the drive cylinder 281 includes a piston 2811 and a cylinder block 2812.
  • the piston 2811 is movable within the cylinder block 2812.
  • One end of the fork lever 2822 is coupled to the piston 2811, and the fork 2823 is fixed to the fork lever 2822 to follow the shift fork.
  • the rods 2822 are moved together, wherein the sliding sleeve 283 is provided with a sliding slot, and the fork 2823 is located in the sliding slot to move the sliding sleeve 283 under the driving of the fork lever 2822.
  • the spring 2824 is located between one end of the connecting rod 2821 and the fork bar. Specifically, one end of the connecting rod 2821 is provided with a flange 28211 extending outward in the radial direction.
  • the spring 2824 is sleeved outside the connecting rod 2821, and the spring 2824 is located.
  • the flange 28211 is between the fork lever 2822 and the spring 2824 is configured to be compressed during movement of the sliding sleeve 283 from the unlocked position to the locked position.
  • the transmission assembly 282 has a simple structure and is easy to arrange.
  • the fork lever 2822 when the driving cylinder 281 is ventilated or cut off, the fork lever 2822 is driven to move in the axial direction of the connecting rod 2821 at the driving cylinder 281, and drives the fork to move.
  • the fork 2823 cooperates with the chute, and the fork 2823 pushes the sliding sleeve 283 to move along the axial direction of the half shaft 22.
  • the spring 2824 is compressed, so that the sliding sleeve 283 can be springed again.
  • the teeth of the toothed end face of the sliding sleeve 283 of the control sleeve 283 are meshed or disconnected with the teeth of the toothed end face of the differential 13 on the differential 13 to finally achieve The left and right half shafts 22 are locked or differential.
  • the differential 13 can be made according to the differential 13
  • the different driving conditions of the vehicle realize the differential function of the differential 13 or the differential function of the differential 13 , which is particularly suitable for the vehicle 100000 under severe working conditions, the vehicle 100000 has strong power, and the differential lock mechanism 28 is integrated.
  • the structure is compact, the installation is firm, the work is stable, and the reliability is high, so that the electric drive axle assembly 100 has higher reliability and more perfect functions.
  • the transmission 12 can include an input shaft I, an intermediate shaft II, and an output shaft III.
  • the input shaft I, the intermediate shaft II and the output shaft III are both supported on the transmission housing 121 by bearings.
  • the input shaft I, the intermediate shaft II, and the output shaft III all extend in the width direction of the vehicle 100000, and the width direction of the vehicle 100000 is the left-right direction of the vehicle 100000.
  • the input shaft I is connected to the motor output shaft VI of the power motor 11, for example, as shown in FIGS. 10 and 12, the input shaft I and the power motor output shaft VI may be connected by a spline structure, specifically, the input shaft I has an internal spline.
  • the motor output shaft VI has an external spline that cooperates with the internal spline.
  • the input shaft I and the power motor output shaft VI can also be connected through a coupling. According to the electric powertrain assembly 101 of the embodiment of the present invention, by directly connecting the motor output shaft VI of the power motor 11 to the input shaft I of the transmission 12, the transmission chain is short and the structure is simple.
  • the input shaft Q is fixed with the input gear q, that is, the input gear q can be synchronously rotated with the input shaft I
  • the intermediate shaft II is fixed with the intermediate gear q', that is, the intermediate gear q' can be in the middle.
  • the shaft II rotates synchronously
  • the intermediate gear q' meshes with the input gear q
  • the intermediate shaft II is fixed with a plurality of gear driving gears, that is, the plurality of gear driving gears can synchronously rotate with the intermediate shaft II
  • the output shaft III has a large number of outer sleeves.
  • Each gear driven gear that is, each gear driven gear is rotatable relative to the output shaft III, and the plurality of gear driven gears mesh with the plurality of gear driving gears in one-to-one correspondence.
  • the meshed gears On the intermediate shaft II and the output shaft III, the meshed gears also have different logarithms, so that the transmission 12 has more gear outputs.
  • an output gear z is fixed on the output shaft III, that is, the output gear z can rotate synchronously with the output shaft III, and the output gear z can mesh with the differential driven gear z' of the differential 13 to thereby power the motor
  • the output power of 11 is transmitted to the differential 13 through the transmission 12, and the half shaft 22 and the wheel are driven by the differential 13 to realize the vehicle 100000 running.
  • the intermediate shaft II and the output shaft III are spaced apart in the front-rear direction of the vehicle 100000, and the input shaft I is located above the two shafts, whereby the transmission 12 is more compact and arranged on the electric drive axle assembly 100. , more space saving.
  • the input gear q, the intermediate gear q', the plurality of gear drive gears, and the plurality of gear driven gears are both helical gears.
  • the output gear z is also a helical gear. Therefore, the transmission gears of the electric power assembly 101 all adopt helical gears, and the entire transmission 12 has stable transmission, low noise, high transmission efficiency and large transmission torque.
  • the plurality of gear driving gears include a first driving gear 1 and a second gear driving gear 2, a first gear driving gear 1 and a second gear driving gear 2 Along the axial direction of the intermediate shaft II, it is fixed to the intermediate shaft II.
  • the plurality of gear driven gears include a driven driven gear 1' and a second driven driven gear 2'.
  • the first gear drive gear 1 meshes with a driven gear 1'
  • the second gear drive gear 2 and the second gear driven gear 2' meshing, first gear driven gear 1' and second gear driven gear 2' are spaced apart in the axial direction of the output shaft III at the output shaft III
  • the synchronizer S is arranged to selectively engage one of the first driven gear 1' and the second driven gear 2' with the output shaft III, that is, the synchronizer S can move the first driven gear 1' with
  • the output shaft III is engaged to rotate the first driven gear 1' synchronously with the output shaft III, and the synchronizer S can also engage the second driven gear 2' with the output shaft III to synchronize the second driven gear 2' with the output shaft III.
  • Rotating, the synchronizer S can also be located at an intermediate position where the first driven gear 1' is not engaged with the output shaft III and the second driven driven gear 2' is not engaged with the output shaft III, that is, the neutral position.
  • the output gear z is fixed to the output shaft III.
  • the synchronizer S is located between the first driven gear 1' and the second driven gear 2', and the output gear z is located at the first driven gear 1' away from the second driven gear 2'. side.
  • Both ends of the input shaft I can be supported on the transmission housing 121 by tapered roller bearings at both ends, and both ends of the intermediate shaft II can be supported on the transmission housing 121 by two tapered roller bearings, and two of the output shafts III The end can be supported on the transmission housing 121 by two tapered roller bearings.
  • the transmission 12 is a two-speed transmission 12, which has the advantages of simple structure, light weight, large speed ratio, large torque, strong power performance, good steering performance, and can satisfy the general vehicle type. Requirements for use.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. Or in one piece; it may be a mechanical connection, or it may be an electrical connection or a communication with each other; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship between two elements. Unless otherwise expressly defined. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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Abstract

一种车辆（100000）及用于车辆的驱动桥组件（10000），该驱动桥组件（10000）包括驱动桥总成（1000），驱动桥总成（1000）包括沿前后方向间隔开设置的两个车桥总成，每个车桥总成均包括桥壳总成（102），桥壳总成（102）包括桥壳组件（21）和两个半轴（22），两个半轴（22）位于桥壳组件（21）内；两个车桥总成中的至少一个为电驱动桥总成（100），电驱动桥总成（100）还包括电动力总成（101），电动力总成（101）包括动力电机（11）、变速器（12）、差速器（13），变速器（12）具有变速器壳体（121），动力电机（11）固定在变速器壳体（121）上，差速器（13）支承在变速器壳体（121）上，差速器（13）位于桥壳组件（21）内，变速器壳体（121）固定在桥壳组件（21）上；悬架系统（500），每个车桥总成均通过悬架系统（500）与车辆（100000）的车架相连。该驱动桥组件，结构紧凑、集成程度高且绿色环保。

Description

车辆及用于车辆的驱动桥组件 技术领域
本发明涉及车辆制造技术领域，具体而言，涉及一种用于车辆的驱动桥组件以及具有该驱动桥组件的车辆。
背景技术
相关技术中，驱动桥的传动环节多，传动链长，传动效率低，体积大，布置困难，且不环保，噪音大，空气污染严重，存在改进空间。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明提出一种结构紧凑、节能、集成程度高且绿色环保的用于车辆的驱动桥组件。
本发明还提供了一种车辆。
根据本发明第一方面的用于车辆的驱动桥组件包括：驱动桥总成，所述驱动桥总成包括沿前后方向间隔开设置的两个车桥总成，每个所述车桥总成均包括桥壳总成，所述桥壳总成包括桥壳组件和两个半轴，两个所述半轴位于所述桥壳组件内；两个所述车桥总成中的至少一个为电驱动桥总成，所述电驱动桥总成还包括电动力总成，所述电动力总成包括动力电机、变速器、差速器，所述变速器具有变速器壳体，所述动力电机固定在所述变速器壳体上，所述差速器支承在所述变速器壳体上，所述差速器位于所述桥壳组件内，所述变速器壳体固定在所述桥壳组件上；悬架系统，每个所述车桥总成均通过所述悬架系统与所述车辆的车架相连。
根据本发明的用于车辆的驱动桥组件，通过将驱动桥总成中的两个车桥总成中的至少一个设置为结构紧凑、传动链短、传动效率高且布置容易的电驱动桥总成，从而使车辆实现驱动过程平稳、绿色环保、零排放、零污染、低噪音；通过悬架系统将车架与每个车桥总成相连，使得车辆更舒适。
根据本发明第二方面的车辆包括第一方面所述的用于车辆的驱动桥组，从而具有驱动过程平稳、绿色环保、零排放、零污染、低噪音、舒适性高等优点。
附图说明
图1是根据本发明实施例的第二桥总成与车架的结构示意图；
图2是根据本发明实施例的第二桥总成的一个视角的结构示意图；
图3是根据本发明实施例的第二桥总成的另一个视角的结构示意图；
图4是根据本发明实施例的电驱动桥总成的结构示意图；
图5是图4的剖视图；
图6是图5的E处的放大图；
图7是电动力总成的剖视图；
图8是根据本发明实施例的桥壳总成的结构示意图；
图9是根据本发明实施例的电动力总成的结构示意图；
图10是根据本发明实施例的变速器的内部结构示意图；
图11是根据本发明实施例的差速锁机构的结构示意图；
图12是根据本发明实施例的车辆的传动结构示意图；
图13是根据本发明实施例的车辆的结构示意图。
附图标记：
车辆100000、用于车辆的驱动桥组件10000、驱动桥总成(第二桥总成)1000、电驱动桥总成100、电动力总成101、动力电机11、电机输出轴VI、主动冷却结构111、冷却液驱动件1111、冷却液循环通道1112、入口A、出口B、变速器12、变速器壳体121、输入轴Ⅰ、中间轴Ⅱ、输出轴Ⅲ、输入齿轮q、中间齿轮q’、一挡主动齿轮1、一挡从动齿轮1’、二挡主动齿轮2、二挡从动齿轮2’、输出齿轮z、同步器S、差速器13、差速器从动齿轮z’、电液换挡执行模块15、桥壳总成102、轮边减速器20、轮边减速器壳体201、太阳轮202、行星轮203、内齿圈204、内齿圈支架205、挡圈206、桥壳组件21、桥壳210、壳盖213、制动器安装板214、半轴22、半轴套管23、轮毂总成24、轮毂轴承241、感应齿圈242、制动器25、制动鼓251、ABS传感器组件26、轴向限位件27、限位螺母271、锁止垫片272、差速锁机构28、驱动气缸281、活塞2811、气缸体2812、传动组件282、连接杆2821、凸缘28211、拨叉杆2822、拨叉2823、弹簧2824、滑套283、第一桥总成300、车架400、悬架系统500、弹性件50、平衡轴总成51、骑马螺栓52、第一推力杆53、第二推力杆54、第一推力杆车架安装座551、第一推力杆桥壳安装座552、第二推力杆平衡轴安装座553、第二推力杆桥壳安装座554、弹性件安装座555、螺栓401、螺栓402、螺栓403、螺栓405、螺栓406。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参照图1-图13描述根据本发明实施例的车辆100000。如图1-图13所示，根据本发明实施例的车辆100000包括车架400、第一桥总成300和用于车辆的驱动桥组件10000，其中用于车辆的驱动桥组件10000包括驱动桥1000和悬架系统500。其中驱动桥总成1000即第二车桥总成1000。
第一桥总成300和第二桥总成1000沿车辆100000的前后方向间隔开设置，例如图13所示，第一桥总成300为车辆100000的前车桥总成，第二桥总成1000为车辆100000 的后车桥总成。
其中，如图13所示，第二桥总成1000，即驱动桥总成1000包括沿车辆100000的前后方向间隔开设置的两个车桥总成。如图2和图3所示，每个车桥总成均包括桥壳总成102，桥壳总成102包括桥壳组件21和两个半轴22，两个半轴22位于桥壳组件21内。
两个车桥总成中的至少一个为电驱动桥总成100，即两个车桥总成中，可以是一个为电驱动桥总成100，另一个为从动桥；或者两个车桥总成均为电驱动桥总成100。
在两个车桥总成都为电驱动桥总成100的实施例中，每个车桥总成均可驱动车辆100000行驶，从而第二桥总成1000为驱动桥且动力强劲，能适应平路与爬坡，综合经济性好。
优选地，两个电驱动桥总成100设置成一个电驱动桥总成100为另一个电驱动桥总成100绕垂直于前后方向的上下方向上的轴线旋转180°后形成。也就是说，一个电驱动桥总成100为后驱动桥，另一个电驱动桥总成100为中驱动桥，且另一个电驱动桥总成100为该一个电驱动桥总成100绕垂直于前后方向的上下方向上的轴线旋转180°后形成。由此，第二桥总成1000的结构更紧凑，便于布置，空间利用率高且载荷分布均匀。
优选地，两个电驱动桥总成100可以完全一样，这样中驱动桥及后驱动桥可以共用，从而减小生产制作成本。当然，在本发明的一些其他的实施例中，两个电驱动桥总成100可以有细微差别。
进一步地，在两个车桥总成都为电驱动桥总成100的实施例中，车辆100000还可以包括两个电机控制器，两个电机控制器与两个电驱动桥总成100一一对应，且每个电机控制器单独控制对应的电驱动桥总成100的动力电机11。由此，两个电驱动桥总成100单独工作，互不干涉，分别由两个电机控制器进行控制，通过精准控制单元调整动力电机11的转速，从而实现实时同步。此外，由于两个电驱动桥总成100可以单独工作，即使有一个电驱动桥总成100不能工作，另一个电驱动桥总成100也能驱动整车运行，且具有两个独立的动力源，即两个独立的动力电机11，使得整车动力更加强劲。
在两个车桥总成中的一个为电驱动桥总成100，两个车桥总成中的另一个为从动桥的实施例中，电驱动桥总成100带动从动桥，实现车辆100000的行驶，结构简单且布置容易。
如图4-图12所示，电驱动桥总成100包括电动力总成101和桥壳总成102。电动力总成101包括动力电机11、变速器12和差速器13。如图5、图6和图8所示，桥壳总成102包括桥壳组件21和两个半轴22。两个半轴22和差速器13均位于桥壳组件21内。
可以理解的是，动力电机11输出的动力经过变速器12的变速调扭传递给差速器13，差速器13的两个输出端将动力输出给两个半轴22，半轴22将动力传递给与其相连的车轮，从而驱动车辆100000行驶。
如图4和图5所示，本发明实施例的电驱动桥总成100中，变速器12具有变速器壳体121，动力电机11固定在变速器壳体121上，差速器13支承在变速器壳体121上，变速器壳体121固定在桥壳组件21上。例如，在本发明的一些实施例中，动力电机11可以通过螺纹连接件固定在变速器壳体121上，变速器壳体121可以通过螺纹连接件固定在桥壳组件21上，差速器13通过轴承支承在变速器壳体121上。
也就是说，电驱动桥总成100中，变速器壳体121可以作为动力电机11的安装载体，且变速器壳体121为电动力总成101与桥壳总成102的连接部件，从而将动力电机11、变速器12、差速器13以及桥壳总成102集成在一起。
根据本发明实施例的电驱动桥总成100，通过将动力电机11、变速器12、差速器13以及桥壳总成102集成在一起，从而结构紧凑、装配简单、减轻了质量、体积小、占用空间小、便于在车辆100000上布置，且缩短了传动链条、传动损失小、传动效率高。
进一步地，电驱动桥总成100还可以包括悬挂装置，悬挂装置连接在电动力总成101与车架400之间。也就是说，电动力总成101并不是完全由桥壳总成102承载，电动力总成101还通过悬挂装置与车架400相连，这样能有效平衡电动力总成101质心偏移而对桥壳总成102产生的扭矩。通过设置悬挂装置，能有效减小冲击，尽量达到电动力总成101与桥壳总成102跳动同步，把电动力总成101与桥壳总成102之间的扭矩几乎降到零，保证两者之间连接可靠性，保证动力传动稳定性，保证整个电驱动桥总成100的使用安全性。
这种电驱动桥总成100的布置方式，更利于电动力总成101体积大、动力电机11功率大的车辆100000，从而很好地满足重载型的车辆100000的行驶需求。
悬挂装置可以连接在变速器壳体121的远离桥壳总成102的一端与车架400之间，从而更利于平衡电动力总成101质心偏移而对桥壳总成102产生的扭矩，使电动力总成101与桥壳总成102的安装更稳定。
可选地，悬挂装置可以包括两个减振器，两个减振器可以对称设置在变速器壳体121的左右两侧。由此，电动力总成101的受力更均衡。车架400可以包括横梁，减振器的一端安装在横梁上，减振器的另一端安装在变速器壳体121上。
根据本发明实施例的电驱动桥总成100，通过在电动力总成101与车架400之间设置悬挂装置，能有效减小冲击，尽量达到电动力总成101与桥壳总成102跳动同步，把电动力总成101与桥壳总成102之间的扭矩几乎降到零，保证两者之间连接可靠性，保证动力传动稳定性，使整个电驱动桥总成100的使用更可靠，更安全。
每个车桥总成均通过悬架系统500与车架400相连。也就是说，悬架系统500为车架400与每个车桥总成的连接部件，从而使得车辆100000的驱动系统的振动对整车的影响大大减少，拉高整车的舒适性。
根据发明实施例的用于车辆的驱动桥组件10000，通过将驱动桥总成1000中的两个车桥总成中的至少一个设置为结构紧凑、传动链短、传动效率高且布置容易的电驱动桥总成100，从而使车辆100000实现驱动过程平稳、绿色环保、零排放、零污染、低噪音； 通过悬架系统500将车架400与每个车桥总成相连，使得车辆100000更舒适。
根据本发明实施例的车辆100000，采用上述驱动桥组件10000，从而具有驱动过程平稳、绿色环保、零排放、零污染、低噪音、舒适性高等优点。
下面参照图1-图13详细描述根据本发明实施例的用于车辆的驱动桥组件10000。如图1、图2及图13所示，用于车辆的驱动桥组件10000包括车架400、第一桥总成300、第二桥总成1000和悬架系统500。
第一桥总成300和第二桥总成1000沿车辆100000的前后方向间隔开设置，第二桥总成1000包括两个车桥总成，两个车桥总成中的至少一个为电驱动桥总成100，每个车桥总成均通过悬架系统500与车架400相连。
下面参照图1-图3详细描述根据本发明实施例的悬架系统500。如图1-图3所示，悬架系统500包括沿左右方向间隔开设置的两个弹性件50、平衡轴总成51和沿上下方向间隔开设置的第一推力杆组和第二推力杆组。
两个弹性件50沿左右方向间隔开设置，一个位于车辆100000的左侧，一个位于车辆100000的右侧。每个弹性件50的两端(即前端和后端)分别与两个桥壳组件21相连，且每个弹性件50均位于两个桥壳组件21的上方。可选地，弹性件50包括至少一层板簧，优选地，弹性件50为多层板簧，且多层板簧从上到下层叠设置。
换言之，左侧的弹性件50的前端与位于前方的车桥总成的桥壳组件21的左端相连，左侧的弹性件50的后端与位于后方的车桥总成的桥壳组件21的左端相连，左侧的弹性件50位于两个桥壳组件21的上方；右侧的弹性件50的前端与位于前方的车桥总成的桥壳组件21的右端相连，右侧的弹性件50的后端与位于后方的车桥总成的桥壳组件21的右端相连，右侧的弹性件50位于两个桥壳组件21的上方。
也就是说，根据本发明的用于车辆的驱动桥组件10000，由于桥壳组件21整个置于弹性件50以下，即桥壳总成102和电动力总成101均位于弹性件50(板簧)下方，使得电动力总成101的振动对整车的影响大大减少，拉高整车的舒适性，且驱动过程平稳、绿色环保、零排放、零污染、低噪音。
平衡轴总成51固定在车架400上，且平衡轴总成51在前后方向上位于两个车桥总成的之间，即两个车桥总成分别位于平衡轴总成51的两侧，每个弹性件50的中部均固定在平衡轴总成51上，也就是说，平衡轴总成51可以作为弹性件50与车架400的连接部件，左侧的弹性件50的中部固定在平衡轴总成51的左端，右侧的弹性件50的中部固定在平衡轴总成51的右端。由此弹性件50的固定更牢固，即每个弹性件50的两端分别固定在两个桥壳组件21的同一侧的端部上，且每个弹性件50的中部固定在平衡轴总成51的相应端上。
以弹性件50包括至少一层板簧为例，弹性件50的中部通过骑马螺栓52固定在平衡轴总成51上，即至少一层板簧通过骑马螺栓52固定在平衡轴总成51的相应一端。
可选地，每个弹性件50通过两个前后方向间隔开的骑马螺栓52固定在平衡轴的相应端上。
如图1-图3所示，第一推力杆组包括在前后方向上对称设置的两个第一子组，两个第一子组与两个桥壳组件21一一对应，即每个第一子组均包括多个第一推力杆53，每个第一推力杆53均连接在车架400与对应的桥壳组件21之间。
第二推力杆组包括在前后方向上对称设置的两个第二子组，两个第二子组与两个桥壳组件21一一对应，每个第二子组均包括多个第二推力杆54，每个第二推力杆54均连接在平衡轴总成51与对应的桥壳组件21之间。
换言之，第一推力杆组中的任意一个第一推力杆53均连接在车架400与对应的桥壳组件21之间，第二推力杆组中的任意一个第二推力杆54均连接在平衡轴总成51与对应的桥壳组件21之间，通过上述两个推力杆组与平衡轴总成51以及与车架400的连接，使得两个车桥总成相对车架400的位置固定，第二桥总成1000产生动力时，车身被推着前进。
在本发明的一个具体地的实施例中，第一推力杆组位于第二推力杆组的上方，每个第一推力杆53的一端与对应的桥壳组件21的中部相连，例如每个第一推力杆53的一端均通过第一推力杆桥壳安装座552与对应的桥壳组件21的中部相连，第一推力杆桥壳安装座552固定在桥壳组件21的中部，且第一推力杆桥壳安装座552位于桥壳组件21的上方。
每个第一推力杆53的另一端通过第一推力杆车架安装座551与车架400相连，第一推力杆车架安装座551固定在车架400上，且第一推力杆车架安装座551位于两个桥壳组件21的中间。
换言之，每个第一推力杆53分别对应一个第一推力杆桥壳安装座552和一个第一推力杆车架安装座551，位于前方的第一子组中的第一推力杆53的前端通过第一推力杆桥壳安装座552与前方的桥壳组件21的中部相连，位于前方的第一子组中的第一推力杆53的后端通过第一推力杆车架安装座551与车架400相连；位于后方的第一子组中的第一推力杆53的后端通过第一推力杆桥壳安装座552与后方的桥壳组件21的中部相连，位于后方的第一子组中的第一推力杆53的前端通过第一推力杆车架安装座551与车架400相连。
优选地，每个第一推力杆53的一端均位于同一第一推力杆53的另一端的内侧，也就是说，每个第一推力杆53均倾斜设置，且位于前方的第一子组中的第一推力杆53从前向后向外延伸，位于后方的第一子组中的第一推力杆53从前向后向内延伸。
优选地，第一推力杆车架安装座551固定在车架400的内侧，由此悬架系统500的结构更紧凑，且连接和装配更方便。可以理解的是，车架400可以包括沿左右方向间隔开设置的两个纵梁，左侧的第一推力杆车架安装座551位于左侧的纵梁内侧，右侧的第一推力杆车架安装座551位于右侧的纵梁内侧。
在本发明的一些具体的示例中，每个第一子组均包括两个第一推力杆53，两个第一推力杆53的一端一体形成，与第一子组对应的第一推力杆桥壳安装座552为一个，且两个第一推力杆53的一体形成的一端同时与第一推力杆桥壳安装座552相连；与第一 子组对应的第一推力杆车架安装座551为两个，两个第一推力杆53的另一端与两个第一推力杆车架安装座551一一对应。
换言之，每个第一子组的两个第一推力杆53构成一个V形推力杆，即第一推力杆组包括两个V形推力杆，该V形推力杆的一端(即V形的两个侧臂的交点)与第一推力杆桥壳安装座552相连，V形推力杆的另一端包括两个端头，其中一个端头通过一个第一推力杆车架安装座551与车架400的左侧部分(左侧的纵梁)相连，另一个端头通过另一个第一推力杆车架安装座551与车架400的右侧部分(右侧的纵梁)相连。
优选地，与位于前侧的V形推力杆的左侧端头相连的一个第一推力杆车架安装座551和与位于后侧的V形推力杆的左侧端头相连的一个第一推力杆车架安装座551可以一体形成，与位于前侧的V形推力杆的右侧端头相连的一个第一推力杆车架安装座551和与位于后侧的V形推力杆的右侧端头相连的一个第一推力杆车架安装座551可以一体形成。这样一体形成的两个第一推力杆车架安装座551，结构强度高，与车架400的装配更简单。可选地，该集成后的第一推力杆车架安装座551可以通过螺纹连接件固定在车架400上。
在本发明的一个具体地的实施例中，第一推力杆组位于第二推力杆组的上方，每个第二推力杆54的一端与对应的桥壳组件21的端部相连，例如每个第二推力杆54的一端均通过第二推力杆桥壳安装座554与对应的桥壳组件21的端部相连，第二推力杆桥壳安装座554固定在桥壳组件21的端部，且第二推力杆桥壳安装座554位于对应的桥壳组件21的下方。
每个第二推力杆54的另一端通过第二推力杆平衡轴安装座553与平衡轴总成51相连，第二推力杆平衡轴安装座553固定在平衡轴总成51的端部上，与同一第二推力杆54对应的桥壳组件21的端部和平衡轴总成51的端部位于驱动桥总成1000的同一侧。
换言之，每个第二推力杆54分别对应一个第二推力杆桥壳安装座554和一个第二推力杆平衡轴安装座553，位于前方的第二子组中的左侧的第二推力杆54的前端通过第二推力杆桥壳安装座554与前方的桥壳组件21的左端部相连，位于前方的第二子组中的右侧的第二推力杆54的前端通过第二推力杆桥壳安装座554与前方的桥壳组件21的右端部相连；位于前方的第二子组中的左侧的第二推力杆54的后端通过第二推力杆平衡轴安装座553与平衡轴总成51的左侧端部相连，位于前方的第二子组中的右侧的第二推力杆54的后端通过第二推力杆平衡轴安装座553与平衡轴总成51的右侧端部相连。
位于后方的第二子组中的左侧的第二推力杆54的后端通过第二推力杆桥壳安装座554与后方的桥壳组件21的左端部相连，位于后方的第二子组中的右侧的第二推力杆54的后端通过第二推力杆桥壳安装座554与后方的桥壳组件21的右端部相连；位于后方的第二子组中的左侧的第二推力杆54的前端通过第二推力杆平衡轴安装座553与平衡轴总成51的左侧端部相连，位于后方的第二子组中的右侧的第二推力杆54的前端通过第二推力杆平衡轴安装座553与平衡轴总成51的右侧端部相连。
优选地，每个第二推力杆54的另一端均位于同一第二推力杆54的一端的内侧，也 就是说，每个第二推力杆54均倾斜设置，且位于前方的第二子组中的第二推力杆54从前向后向内延伸，位于后方的第二子组中的第二推力杆54从前向后向外延伸。
在本发明的一些具体的示例中，每个第二子组均包括两个第二推力杆54，与第二子组对应的第二推力杆桥壳安装座554为两个。进一步地，如图3所示，与第二子组对应的桥壳组件21的两端分别固定有在左右方向上间隔开设置的两个弹性件安装座555，两个弹性件安装座555与两个第二推力杆桥壳安装座554一一对应，每个第二推力杆桥壳安装座554均固定在对应的弹性件安装座555的下方，每个第二推力杆平衡轴安装座553均固定在平衡轴总成51的下方。
换言之，与第二子组对应的桥壳组件21的左端固定一个弹性件安装座555，对应的左端的第二推力杆桥壳安装座554固定在左端的弹性件安装座555的下方，与第二子组对应的平衡轴总成51的左端的下方固定一个第二推力杆平衡轴安装座553；与第二子组对应的桥壳组件21的右端固定一个弹性件安装座555，对应的右端的第二推力杆桥壳安装座554固定在右端的弹性件安装座555的下方，与第二子组对应的平衡轴总成51的右端的下方固定一个第二推力杆平衡轴安装座553。这样，将第二推力杆组完全设置在第一推力杆组的下方，使得车桥总成的上方与下方均与车架400固定，从而可以使车架400与车桥总成的位置相对固定，且受力更加平衡，载荷分布更均匀，优化了车辆100000的整车布置。
优选地，每个第一推力杆53的两端和每个第二推力杆54的两端均具有橡胶球铰接结构，从而第一推力杆53与车架400和车桥总成的连接处，以及第二推力杆54与平衡轴总成51和车桥总成的连接处，均具有一定的柔性，减振效果好，连接方便。
优选地，在如图1-图3所示的一些实施例中，两个车桥总成均为电驱动桥总成100，且一个电驱动桥总成100为另一个电驱动桥总成100旋转180度后形成，从而中驱动桥和后驱动桥可以共用，只需开发一根车桥总成，且第一推力杆组的两个V形推力杆以及第二推力杆组的四根第二推力杆54，每个仅需开发一种状态，大大降低了开发成本。
简言之，根据本发明实施例的用于车辆的驱动桥组件10000，电驱动桥总成100将动力电机11、变速器12和桥壳总成102集成于一体，结构紧凑且传动效率高，且用于车辆的驱动桥组件10000的第二桥总成1000全部采用电驱动方式，能量利用率高，响应速度块，且有更强的动力性能，此外车辆100000的整个动力部分都位于弹性件50之下，即整车的振动源置于弹性件50下，经过悬架系统500的减振后，振动减弱，整车舒适性大大提高，且多个部件(例如车桥总成、V形推力杆、第二推力杆54)可以共用，开发成本低。优选地，当两个车桥总成均为电驱动桥总成100时，两个电驱动桥总成100可以同步工作，也可以单独工作，即使有一个电驱动桥总成100不能工作另一个电驱动桥总成100也能驱动整车运行，两个独立的动力源，使得整车动力更加强劲。
下面参照图4-图13详细描述根据本发明实施例的电驱动桥总成100。如图4-图13所示的电驱动桥总成100包括电动力总成101、桥壳总成102和悬挂装置。可选地，电动力总成101可以通过多个螺栓固定在桥壳总成102上，从而集成为电驱动桥总成100。
如图4、图5、图9和图10所示，电动力总成101包括动力电机11、变速器12和差速器13、电液换挡执行模块15，其中变速器12具有变速器壳体121。
如图5所示，动力电机11可以通过多个螺栓402固定在变速器壳体121上，多个螺栓402绕动力电机11的周向间隔设置。动力电机11可以为永磁同步电机。动力电机11通过三相线外接电源，实现动力电机11驱动。
如图4所示，动力电机11包括主动冷却结构111。主动冷却结构111用于主动对动力电机11进行冷却。在一些可选的实施例中，主动冷却结构111包括为动力电机11冷却的冷却液循环通道1112，通过冷却液在冷却液循环通道1112内的循环对动力电机11进行冷却。如图4所示，冷却液循环通道1112具有入口A和出口B，冷却液可以从入口A进入冷却液循环通道1112，并经过与动力电机11进行热交换后，从出口B输出。
由此，通过使动力电机11自带主动冷却结构111，可以防止动力电机11过热，间接提升效率，防止动力电机11烧坏，且可满足大功率、高转速及长时间的运转需求，更好地与车辆100000的运行工况匹配，且可以用于轻型到重型全系车型。
优选地，主动冷却结构111还可以包括冷却液驱动件1111，冷却液驱动件1111设在冷却液循环通道1112上以驱动冷却液在冷却液循环通道1112内流动。可选地，冷却液驱动件1111可以为冷却油泵。由此，主动冷却结构111自带冷却液驱动件1111，集成程度高，且装配简单。
当然在本发明的一些可选的实施例中，冷却液循环通道1112也可以与位于电驱动桥总成100的外部的冷却液连接，也就是说，冷却液可以从外部引入，即主动冷却结构111的冷却液循环通道1112可以与车辆100000上其它部件的冷却液循环通路共用冷却液驱动件1111。
变速器壳体121可以通过螺栓401固定在桥壳总成102的桥壳组件21上。桥壳组件21包括桥壳210和壳盖213。桥壳210的中部具有两侧端面均敞开的差速器容纳空间，壳盖213可拆卸地安装在桥壳210上以封闭桥壳210的中部的敞开的一侧端面，变速器壳体121固定在桥壳210的中部的敞开的另一侧端面上。
可选地，壳盖213可以通过螺纹连接件可拆卸地安装在桥壳210上，具体地，如图4和图5所示，螺纹连接件为螺栓403，壳盖213可以通过沿该壳盖213周向间隔设置的多个螺栓403螺纹连接在桥壳210的中部的敞开的一侧端面上。这样，通过将壳盖213可拆卸地安装在桥壳210上，可以使电动力总成101的安装更方便，且固定结构简单，操作方便。具体地，桥壳210的中部的一侧端面的壳盖213做成装配式，能有效地减少电动力总成101与两个半轴22的装配难度，更有利于差速器13的维修。
优选地，电驱动桥总成100还包括多个螺栓401，变速器壳体121上设有多个螺纹孔，桥壳210上设有与多个螺纹孔一一对应的多个过孔，多个螺栓401与多个过孔一一对应，每个螺栓401穿过对应的过孔固定在对应的螺纹孔内以将变速器壳体121固定在桥壳210的中部的敞开的另一侧端面上。
也就是说，根据本发明实施例的电驱动桥总成100，螺纹孔设置在变速器壳体121 上，而过孔设置在桥壳210上，这样在保证连接强度情况下，还可以使得变速器12体积尽量小，结构更为紧凑。
进一步地，如图5所示，桥壳组件21的两端(即左端和右端)可以分别焊接固定有两个半轴套管23。
桥壳总成102还可以包括两个轮边减速器20、两个轮毂总成24、两个制动器25和两个制动器安装板214，每个轮毂总成24均可转动地安装在对应地半轴套管23上，两个半轴套管23一一对应地套设在两个半轴22外，两个轮边减速器20与两个轮毂总成24一一对应，每个轮边减速器20的输入端与对应的半轴22相连，每个轮边减速器20的输出端与对应的轮毂总成24相连。
在本发明的一些具体的实施例中，如图6所示，轮边减速器20为行星齿轮减速器。行星齿轮减速器包括太阳轮202、行星轮203和内齿圈204，太阳轮202固定在半轴22上，以随半轴22同步转动，行星轮203分别与太阳轮202和内齿圈204啮合，内齿圈204通过内齿圈支架205固定在对应的半轴套管23上。由此，体积小，传动效率高，减速范围广。
可选地，如图6所示，轮边减速器20包括轮边减速器壳体201，轮边减速器壳体201可以固定在轮毂总成24上，由此进一步减小桥壳总成102的体积，且结构紧凑，节省空间。
进一步地，内齿圈支架205与内齿圈204啮合，行星齿轮减速器还可以包括挡圈206，内齿圈支架205的至少一部分在轴向上夹设在挡圈206与内齿圈204之间，从而对内齿圈204进行轴向限位，较好地保证了轮边减速器20与轮毂总成24的装配精度。
两个制动器25与两个轮毂总成24一一对应，即一个制动器25对应一个轮毂总成24以对该轮毂总成24进行制动。两个制动器安装板214分别焊接固定在桥壳组件21的两端上，两个制动器25通过螺纹连接件一一对应地固定在两个制动器安装板214上，且两个制动器25的制动鼓251一一对应地固定在两个轮毂总成24上。
桥壳总成102还可以包括两组轴向限位件27，两组轴向限位件27与两个轮毂总成24一一对应，即一组轴向限位件27对应一个轮毂总成24以对该轮毂总成24进行轴向限位。每个内齿圈支架205均通过花键结构套设在对应的半轴套管23外，每组轴向限位件27均包括限位螺母271和锁止垫片272。限位螺母271和锁止垫片272均套设在对应的半轴套管23外，且限位螺母271与对应的半轴套管23螺纹连接以将对应的内齿圈支架205和对应的轮毂总成24压紧在锁止垫片272与对应的制动器25的制动鼓251之间。
可以理解的是，两个轮边减速器20、两个轮毂总成24、两个半轴套管23、两个制动器25、两个制动器安装板214、两组轴向限位件27、两个半轴22均一一对应，且在车辆的宽度方向上，分别对称地位于桥壳组件21的左右两端。
下面以右端为例，描述该端的轮边减速器20、轮毂总成24、半轴套管23、制动器25、制动器安装板214、轴向限位件27的连接关系及位置关系：
具体地，如图6所示，桥壳组件21的右端焊接有一个半轴套管23，右端的轮毂总成24可转动地安装在右端的半轴套管23上，右端的半轴套管23套设在右侧的半轴22外。轮毂总成24为车轮的一部分，轮毂总成24的转动可以实现车轮的转动。更加具体地，如图6所示，右端的半轴22的右端穿过右端的半轴套管23连接至太阳轮202，端盖通过螺纹连接件(如图6中的螺栓406)与右端的轮边减速器20(例如，轮边减速器壳体201)紧固在一起，右端的半轴22的左端通过花键与差速器13连接，右端的半轴22将差速器13输出的动力传递给右端的轮边减速器20的输入端，经过右端的轮边减速器20的减速，将动力经由右端的轮边减速器20的输出端传递给右端的轮毂总成24然后带动车轮转动。
与右端的轮毂总成24对应的右端的制动器25安装在右端的制动器安装板214上，右端的制动器安装板214固定在桥壳组件21的右端上，右端的制动器25的制动鼓251还固定在右端的轮毂总成24上以随轮毂总成24一起转动，例如制动器安装板214可以套设且焊接固定在桥壳组件21的桥壳210上，右端的制动器25通过螺纹连接件固定在右端的制动器安装板214上，且右端的制动器25的制动鼓251可以通过螺栓405固定在右端的轮毂总成24上，其中螺纹连接件和螺栓405均为多个。其中在轴向上，即车辆的左右方向上，对应端的制动器25位于对应端的制动器安装板214与对应端的轮毂总成24之间。
与右端的轮毂总成24对应的轴向限位件27为右端组，则右端组的限位螺母271和右端组的锁止垫片272均套设在右端的半轴套管23外，且右端组的限位螺母271与右端的半轴套管23螺纹连接以将右端的内齿圈支架205和右端的轮毂总成24压紧在右端组的锁止垫片272与右端的制动器25的制动鼓251之间。由此轮毂总成24可以通过限位螺母271以及制动器25的制动鼓251的配合进行轴向锁紧，同理，轮边减速器20也可以通过限位螺母271以及制动器25的制动鼓251的配合进行轴向锁紧。具体地，轮边减速器壳体201、制动器25的制动鼓251、轮毂总成24的一部分通过螺栓405固定在一起。
锁止垫片272可以防止限位螺母271松脱。具体地，每个轮毂总成24均通过轮毂轴承241可转动地套设在对应的半轴套管23上，轴向限位件27可以调整轮毂轴承241的游隙。
通过上面的描述，本领域技术人员，可以推导出左端的轮边减速器20、轮毂总成24、半轴套管23、制动器25、制动器安装板214、轴向限位件27的连接关系及位置关系，在此不再详细叙述。
优选地，桥壳总成102还可以包括两个ABS传感器组件26，两个ABS传感器组件26可以通过螺纹连接件一一对应地固定在两个制动器安装板214上，即左端的ABS传感器组件26固定在左端的制动器安装板214上，右端的ABS传感器组件26固定在右端的制动器安装板214上。可选地，螺纹连接件可以为螺钉。
具体地，ABS传感器组件26的传感器磁头与轮毂总成24的感应齿圈242旋转时形 成感应电压信号，信号输出到控制系统(例如车辆的ECU)，控制系统控制制动器25制动时抱死。
优选地，如图4所示，电动力总成101还可以包括电液换挡执行模块15，电液换挡执行模块15用于控制变速器12，且电液换挡执行模块15安装在变速器壳体121上。该电液换挡执行模块15上装有与之匹配的传感器以及精密流量阀，外部的电子控制单元可以通过收集的信号作出响应，能够精准地控制变速器12的换档速度、挡位切换的时间点，使变速器12换挡平顺、响应速度快、操纵性好，且可以减少驾驶疲劳。
差速锁机构28安装在桥壳组件21上，且差速锁机构28设置成可选择性地将两个半轴22中的一个与集成电驱动桥的差速器13的差速器壳体锁止。
差速锁机构28的工作原理是，当一个驱动车轮打滑时，将差速器壳体与半轴22锁紧成一体，使差速器13失去差速作用，从而可以把全部扭矩转移到另一侧的驱动车轮上，对于运行在泥泞道路易打滑的工程车辆特别重要。
如图11所示，所述差速锁机构28包括驱动气缸281、传动组件282和滑套283。驱动气缸281的一端固定在桥壳组件21上，滑套283套设在半轴22外且可随半轴22同步转动，所述驱动气缸281通过传动组件282驱动滑套283，以使滑套283沿半轴22的轴向在与差速器壳体解锁的解锁位置和与差速器壳体锁止的锁止位置之间移动。滑套283位于解锁位置时，滑套283与差速器壳体解锁，此时差速器13正常实现差速功能，滑套283位于锁止位置时，滑套283与差速器壳体锁止为一体，差速器13失去差速功能。
如图11所示，传动组件282包括连接杆2821、拨叉杆2822、拨叉2823和弹簧2824。连接杆2821固定在桥壳组件21上，拔叉杆可移动地套设在连接杆2821外，驱动气缸281与拔叉杆相连以驱动拨叉杆2822沿连接杆2821的轴向移动，可选理解的是，驱动气缸281包括活塞2811和气缸体2812，活塞2811在气缸体2812内可移动，拨叉杆2822的一端与活塞2811相连，拨叉2823固定在拨叉杆2822上以随拨叉杆2822一起移动，其中滑套283上设有滑槽，拨叉2823位于滑槽内以在拨叉杆2822的带动下拨动滑套283移动。弹簧2824位于连接杆2821的一端与拔叉杆之间，具体地，连接杆2821的一端设有沿径向向外延伸的凸缘28211，弹簧2824套设在连接杆2821外，且弹簧2824位于凸缘28211与拨叉杆2822之间，且弹簧2824设置成在滑套283从解锁位置移动至锁止位置期间被压缩。由此，传动组件282的结构简单，且布置容易。
以图11所示的差速锁机构28为例，当驱动气缸281通气或断气时，拨叉杆2822在驱动气缸281的驱动沿连接杆2821的轴向移动，并且带动拔叉移动，通过拨叉2823与滑槽的配合，拨叉2823推动滑套283沿半轴22的轴向移动，当滑套283从解锁位置移动至锁止位置时，弹簧2824被压缩，从而滑套283可以再弹簧2824的作用下从锁止位置恢复到解锁位置，从而控制滑套283的滑套283齿形端面的齿与差速器13上的差速器13齿形端面的齿啮合或断开，最终实现左右两个半轴22锁死或差速。
根据本发明实施例的桥壳总成102，通过设置差速锁机构28，可使差速器13根据 车辆的不同行驶工况，实现差速器13差速功能或解除差速器13的差速功能，特别适用于恶劣工况运行的车辆100000，车辆100000拥有强劲动力，并且差速锁机构28集成在桥壳组件21上，结构紧凑，安装牢固，工作稳定，可靠性高，使电驱动桥总成100可靠性更高、功能更加完善。
下面参照图7、图9、图10和图12描述根据本发明的变速器12的一个具体实施例。变速器12可以包括输入轴Ⅰ、中间轴Ⅱ和输出轴Ⅲ。输入轴Ⅰ、中间轴Ⅱ和输出轴Ⅲ均通过轴承支承在变速器壳体121上。具体地，如图10所示，输入轴Ⅰ、中间轴Ⅱ和输出轴Ⅲ均沿车辆100000的宽度方向延伸，车辆100000的宽度方向即车辆100000的左右方向。
输入轴Ⅰ与动力电机11的电机输出轴VI相连，例如图10和图12所示，输入轴Ⅰ与动力电机输出轴VI可以通过花键结构相连，具体地，输入轴Ⅰ具有内花键，电机输出轴VI具有与该内花键配合的外花键。当然输入轴Ⅰ与动力电机输出轴VI也可以通过联轴器相连。根据本发明实施例的电动力总成101，通过将动力电机11的电机输出轴VI与变速器12的输入轴Ⅰ直接相连，传动链短，且结构简单。
如图10和图12所示，输入轴Ⅰ上固定有输入齿轮q，即输入齿轮q可以随输入轴Ⅰ同步转动，中间轴Ⅱ上固定有中间齿轮q’，即中间齿轮q’可以随中间轴Ⅱ同步转动，中间齿轮q’与输入齿轮q啮合，中间轴Ⅱ上固定有多个挡位主动齿轮，即多个挡位主动齿轮可以随中间轴Ⅱ同步转动，输出轴Ⅲ上空套有多个挡位从动齿轮，即每个挡位从动齿轮均相对输出轴Ⅲ可转动，多个挡位从动齿轮与多个挡位主动齿轮一一对应地啮合。可选地，中间轴Ⅱ与输出轴Ⅲ的长度和结构有多种，中间轴Ⅱ以及输出轴Ⅲ上，啮合的齿轮也有不同的对数，从而变速器12有更多的挡位输出。
进一步地，输出轴Ⅲ上还固定有输出齿轮z，即输出齿轮z可以随输出轴Ⅲ同步转动，输出齿轮z可以与差速器13的差速器从动齿轮z’啮合，从而将动力电机11输出的动力，经过变速器12传递到差速器13，并通过差速器13带动半轴22及车轮，实现车辆100000行驶。
优选地，中间轴Ⅱ和输出轴Ⅲ沿车辆100000的前后方向间隔开设置，输入轴Ⅰ位于两个轴的上方，由此，变速器12的结构更紧凑，且布置在电驱动桥总成100上，更加节省空间。
优选地，输入齿轮q、中间齿轮q’、多个挡位主动齿轮和多个挡位从动齿轮均为斜齿轮。进一步优选地，输出齿轮z也为斜齿轮。由此，电动力总成101的传动齿轮全部采用斜齿轮，整个变速器12传动平稳、噪音低、传动效率高且传动扭矩大。
在本发明的一个具体的实施例中，如图10和图12所示，多个挡位主动齿轮包括一挡主动齿轮1和二挡主动齿轮2，一挡主动齿轮1和二挡主动齿轮2沿中间轴Ⅱ的轴向间隔开的固定在中间轴Ⅱ上。多个挡位从动齿轮包括一挡从动齿轮1’和二挡从动齿轮2’，一挡主动齿轮1与一挡从动齿轮1’啮合，二挡主动齿轮2和二挡从动齿轮2’啮合，一挡从动齿轮1’和二挡从动齿轮2’沿输出轴Ⅲ的轴向间隔开的空套在输出轴Ⅲ 上，同步器S设置成可选择性地将一挡从动齿轮1’和二挡从动齿轮2’中的一个与输出轴Ⅲ接合，即同步器S可以将一挡从动齿轮1’与输出轴Ⅲ接合使一挡从动齿轮1’与输出轴Ⅲ同步转动，同步器S也可以将二挡从动齿轮2’与输出轴Ⅲ接合使二挡从动齿轮2’与输出轴Ⅲ同步转动，同步器S还可以位于一挡从动齿轮1’与输出轴Ⅲ不接合且二挡从动齿轮2’与输出轴Ⅲ不接合的中间位置，即空挡位置。输出齿轮z固定在输出轴Ⅲ上。
如图12所示，同步器S位于一挡从动齿轮1’和二挡从动齿轮2’之间，输出齿轮z位于一挡从动齿轮1’的远离二挡从动齿轮2’的一侧。输入轴Ⅰ的两端可以分别通过两端的圆锥滚子轴承支承在变速器壳体121上，中间轴Ⅱ的两端可以通过两个圆锥滚子轴承支承在变速器壳体121上，输出轴Ⅲ的两端可以通过两个圆锥滚子轴承支承在变速器壳体121上。
简言之，图10和图12中，变速器12为二挡变速器12，结构简单、质量轻、速比大、扭矩大，且具有较强的动力性能，较好的操纵性能，能满足一般车型的使用要求。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或彼此可通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、 “具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (20)

  1. 一种用于车辆的驱动桥组件，其特征在于，包括：
    驱动桥总成，所述驱动桥总成包括沿前后方向间隔开设置的两个车桥总成，每个所述车桥总成均包括桥壳总成，所述桥壳总成包括桥壳组件和两个半轴，两个所述半轴位于所述桥壳组件内；
    两个所述车桥总成中的至少一个为电驱动桥总成，所述电驱动桥总成还包括电动力总成，所述电动力总成包括动力电机、变速器、差速器，所述变速器具有变速器壳体，所述动力电机固定在所述变速器壳体上，所述差速器支承在所述变速器壳体上，所述差速器位于所述桥壳组件内，所述变速器壳体固定在所述桥壳组件上；
    悬架系统，每个所述车桥总成均通过所述悬架系统与所述车辆的车架相连。
  2. 根据权利要求1所述的用于车辆的驱动桥组件，其特征在于，所述悬架系统包括沿左右方向间隔开设置的两个弹性件，每个所述弹性件的两端分别与两个所述桥壳组件相连，每个所述弹性件均位于两个所述桥壳组件的上方。
  3. 根据权利要求2所述的用于车辆的驱动桥组件，其特征在于，所述悬架系统还包括：
    平衡轴总成，所述平衡轴总成固定在所述车架上且在前后方向上位于两个所述车桥总成中间，每个所述弹性件的中部均固定在所述平衡轴总成上。
  4. 根据权利要求3所述的用于车辆的驱动桥组件，其特征在于，所述弹性件包括至少一层板簧。
  5. 根据权利要求4所述的用于车辆的驱动桥组件，其特征在于，所述弹性件的中部通过骑马螺栓固定在所述平衡轴总成上。
  6. 根据权利要求3所述的用于车辆的驱动桥组件，其特征在于，所述悬架系统还包括沿上下方向间隔开设置的第一推力杆组和第二推力杆组；
    所述第一推力杆组包括在前后方向上对称设置的两个第一子组，两个所述第一子组与两个所述桥壳组件一一对应，每个所述第一子组均包括多个第一推力杆，每个所述第一推力杆均连接在所述车架与对应的所述桥壳组件之间；
    所述第二推力杆组包括在前后方向上对称设置的两个第二子组，两个所述第二子组与两个所述桥壳组件一一对应，每个所述第二子组均包括多个第二推力杆，每个所述第二推力杆均连接在所述平衡轴总成与对应的所述桥壳组件之间。
  7. 根据权利要求6所述的用于车辆的驱动桥组件，其特征在于，
    每个所述第一推力杆的一端与对应的所述桥壳组件的中部相连，每个所述第一推力杆的另一端通过第一推力杆车架安装座与所述车架相连，所述第一推力杆车架安装座固定在所述车架上且位于两个所述桥壳组件的中间。
  8. 根据权利要求7所述的用于车辆的驱动桥组件，其特征在于，每个所述第一推力杆的一端均位于同一所述第一推力杆的另一端的内侧。
  9. 根据权利要求7所述的用于车辆的驱动桥组件，其特征在于，每个所述第一推 力杆的一端均通过第一推力杆桥壳安装座与对应的所述桥壳组件的中部相连，所述第一推力杆桥壳安装座固定在所述桥壳组件的中部且位于所述桥壳组件的上方。
  10. 根据权利要求9所述的用于车辆的驱动桥组件，其特征在于，每个所述第一子组均包括两个所述第一推力杆，两个所述第一推力杆的一端一体形成，与所述第一子组对应的所述第一推力杆桥壳安装座为一个，且两个所述第一推力杆的所述一端均与所述第一推力杆桥壳安装座相连；
    与所述第一子组对应的所述第一推力杆车架安装座为两个，两个所述第一推力杆的另一端与两个所述第一推力杆车架安装座一一对应。
  11. 根据权利要求7所述的用于车辆的驱动桥组件，其特征在于，所述第一推力杆车架安装座固定在所述车架的内侧。
  12. 根据权利要求6所述的用于车辆的驱动桥组件，其特征在于，
    每个所述第二推力杆的一端与对应的所述桥壳组件的端部相连，每个所述第二推力杆的另一端通过第二推力杆平衡轴安装座与所述平衡轴总成相连，所述第二推力杆平衡轴安装座固定在所述平衡轴总成的端部上，与同一所述第二推力杆对应的所述桥壳组件的端部和所述平衡轴总成的端部位于所述驱动桥总成的同一侧。
  13. 根据权利要求12所述的用于车辆的驱动桥组件，其特征在于，每个所述第二推力杆的另一端均位于同一所述第二推力杆的一端的内侧。
  14. 根据权利要求12所述的用于车辆的驱动桥组件，其特征在于，每个所述第二推力杆的一端均通过第二推力杆桥壳安装座与对应的所述桥壳组件的端部相连，所述第二推力杆桥壳安装座固定在所述桥壳组件的端部且位于对应的所述桥壳组件的下方。
  15. 根据权利要求14所述的用于车辆的驱动桥组件，其特征在于，每个所述第二子组均包括两个第二推力杆，与所述第二子组对应的所述第二推力杆桥壳安装座为两个，与所述第二子组对应的所述第二推力杆平衡轴安装座为两个；
    与所述第二子组对应的所述桥壳组件的两端分别固定有在左右方向上间隔开设置的两个弹性件安装座，两个所述弹性件安装座与两个所述第二推力杆桥壳安装座一一对应，每个所述第二推力杆桥壳安装座均固定在对应的所述弹性件安装座的下方；
    每个所述第二推力杆平衡轴安装座均固定在平衡轴总成的下方。
  16. 根据权利要求6所述的用于车辆的驱动桥组件，其特征在于，每个所述第一推力杆和每个所述第二推力杆的两端均具有橡胶球铰接结构。
  17. 根据权利要求1-16中任一项所述的用于车辆的驱动桥组件，其特征在于，两个所述车桥总成均为所述电驱动桥总成，且两个所述电驱动桥总成设置成一个所述电驱动桥总成为另一个所述电驱动桥总成绕垂直于前后方向的上下方向上的轴线旋转180°后形成。
  18. 根据权利要求17所述的用于车辆的驱动桥组件，其特征在于，还包括：两个电机控制器，两个所述电机控制器与两个所述电驱动桥总成一一对应，且每个所述电机控制器单独控制对应的所述电驱动桥总成的所述动力电机。
  19. 根据权利要求1-16中任一项所述的用于车辆的驱动桥组件，其特征在于，两个所述车桥总成中的一个为电驱动桥总成，两个所述车桥总成中的另一个为从动桥。
  20. 一种车辆，其特征在于，包括：根据权利要求1-19中任一项所述的用于车辆的驱动桥组件。
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CN109435699A (zh) * 2018-11-30 2019-03-08 罗思维 一种智能半挂车及具有该智能半挂车的车辆
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CN111452566A (zh) * 2020-04-13 2020-07-28 浙江工业大学 一种高强度重载叉车驱动桥壳
CN114030320A (zh) * 2021-12-28 2022-02-11 烟台方惠机械制造有限公司 一种大转角驱动转向桥
CN114087349A (zh) * 2021-11-19 2022-02-25 一汽解放汽车有限公司 一种车辆驱动桥总成
CN114801722A (zh) * 2022-05-10 2022-07-29 安徽理工大学环境友好材料与职业健康研究院(芜湖) 一种集成电磁差速锁与两档变速的电驱动总成
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CN109955703A (zh) * 2017-12-22 2019-07-02 东风德纳车桥有限公司 一种外挂式双电机驱动客车车桥总成
CN108482015A (zh) * 2018-04-02 2018-09-04 四川赢信汇通实业有限公司 一种具有减震功能的汽车驱动桥桥壳
CN108556916A (zh) * 2018-06-15 2018-09-21 长沙行深智能科技有限公司 一种车辆底盘
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CN108749920A (zh) * 2018-08-03 2018-11-06 大连华锐重工焦炉车辆设备有限公司 一种重型电驱动全轮转向全轮驱动无人框架运输车
CN109435699A (zh) * 2018-11-30 2019-03-08 罗思维 一种智能半挂车及具有该智能半挂车的车辆
CN110509721A (zh) * 2019-09-29 2019-11-29 吉林化工学院 一种车用轻量化电驱动桥总成及商用车底盘结构
CN110509721B (zh) * 2019-09-29 2023-04-07 吉林化工学院 一种车用轻量化电驱动桥总成及商用车底盘结构
CN111452566A (zh) * 2020-04-13 2020-07-28 浙江工业大学 一种高强度重载叉车驱动桥壳
CN111452566B (zh) * 2020-04-13 2024-06-07 浙江工业大学 一种高强度重载叉车驱动桥壳
CN114087349A (zh) * 2021-11-19 2022-02-25 一汽解放汽车有限公司 一种车辆驱动桥总成
CN114087349B (zh) * 2021-11-19 2023-12-29 一汽解放汽车有限公司 一种车辆驱动桥总成
CN114030320A (zh) * 2021-12-28 2022-02-11 烟台方惠机械制造有限公司 一种大转角驱动转向桥
CN114030320B (zh) * 2021-12-28 2024-05-31 青岛唐宇机械制造有限公司 一种大转角驱动转向桥
CN114801722A (zh) * 2022-05-10 2022-07-29 安徽理工大学环境友好材料与职业健康研究院(芜湖) 一种集成电磁差速锁与两档变速的电驱动总成
CN115030256A (zh) * 2022-06-30 2022-09-09 徐工集团工程机械股份有限公司 传动装置及工程机械
CN115030256B (zh) * 2022-06-30 2024-02-02 徐工集团工程机械股份有限公司 传动装置及工程机械

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