CN114506184A - Vehicle and drive axle device thereof - Google Patents

Abstract

The application relates to the technical field of automobile transmission, and provides a vehicle and a drive axle device thereof. The drive axle device at least comprises a drive axle shell and two electric power assemblies which are symmetrically arranged, wherein each electric power assembly comprises a drive motor, a planetary reducer set and a brake. The planetary reduction gear set includes a first planetary reduction gear and a second planetary reduction gear. Through arranging two driving motors in the driving axle housing body, the second planetary reducer is arranged in the driving wheel, the first planetary reducer is arranged close to the driving motors, so that the torque transmission path can be flexibly controlled, distributed driving is realized, the speed ratio is increased, the difficulty and the cost of development of the driving motors are reduced, the reliability and the service life of the driving motors are improved, the rotating speed and the torque of the driving wheel can be more conveniently controlled, the transmission efficiency is improved, the electric power and the braking energy are effectively utilized, and the whole structure is more reliable and efficient.

Description

Vehicle and drive axle device thereof

Technical Field

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

Background

In the related art, a gear reduction mechanism and a wheel side are usually connected by a differential mechanism in a drive axle device, and one differential mechanism is used for centralized driving, so that the transmission efficiency is low, and the control of the action of a drive wheel is inconvenient.

Disclosure of Invention

In view of the above, it is necessary to provide a vehicle and a driving axle device thereof to improve the transmission efficiency of the driving axle device and facilitate the control of the driving wheels.

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

a transaxle housing; and

the two electric power assemblies are symmetrically arranged on two sides of the central axis of the drive axle shell along a first direction; each electric power assembly comprises a driving motor, a planetary reducer set in transmission connection with the driving motor and a brake used for controlling the action of the electric power assembly;

wherein the two drive motors are arranged in the transaxle case in the first direction;

each planetary reducer set comprises a first planetary reducer in transmission connection with the driving motor and a second planetary reducer in transmission connection with the first planetary reducer; in each of the electric power assemblies, the first planetary reduction gear is disposed near the drive motor, and the second planetary reduction gear is disposed in the drive wheel.

In one embodiment, the gear ratio of the first planetary reducer is less than the gear ratio of the second planetary reducer.

In one embodiment, the brake is a caliper disc brake.

In one embodiment, the brake is disposed adjacent the second planetary gear set within each of the electric power assemblies and is located at least partially within the drive wheel.

In one embodiment, each of the electric power assemblies further comprises a half shaft;

the driving motor is sequentially connected with the first planetary speed reducer and the second planetary speed reducer in a transmission mode through the half shaft.

In one embodiment, each of said half-shafts has a center axis of rotation parallel to said first direction;

the two centre axes of revolution coincide with each other.

In one embodiment, the drive axle assembly is centered on the central axis of rotation.

In one embodiment, the centre axis of gyration coincides with a centre line of gyration of the front drive wheel; or a

The rotation central axis is superposed with the rotation central line of the rear driving wheel.

In one embodiment, the two driving motors are respectively electrically connected to form a first controller and a second controller;

the first controller and the second controller are electrically connected with the electronic differential.

According to another aspect of the present application, embodiments of the present application provide a vehicle including a transaxle apparatus as described above.

In the vehicle and the driving axle device thereof, the driving axle device at least comprises a driving axle shell and two electric power assemblies which are symmetrically arranged, and each electric power assembly comprises a driving motor, a planetary reducer set and a brake. The planetary reduction gear set includes a first planetary reduction gear and a second planetary reduction gear. Through arranging two drive motors in the drive axle housing, one of two second planetary reducer arranges in the drive wheel, wherein another is close to drive motor and arranges, so, can carry out flexible control to moment of torsion transmission route, realize distributed drive, planetary reducer group has increased the velocity ratio, drive wheel output torque is regular, drive motor output torque has been reduced, the degree of difficulty and the cost of drive motor development have been reduced, drive motor's reliability and life-span have been improved, can control drive wheel rotational speed and moment of torsion more conveniently, transmission efficiency has been improved, effectively utilize electric power and braking energy. Meanwhile, the space utilization rate of the driving wheel and the driving axle is improved, and the whole structure is more reliable and efficient because the two driving motors do not bear the weight.

Additional aspects and advantages of embodiments of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of embodiments of the present application.

Drawings

Fig. 1 is a schematic cross-sectional structural view of a transaxle apparatus according to an embodiment of the present application.

Notation of elements for simplicity:

a transaxle case 100;

an electric power assembly 200, a driving motor 210, a brake 220, a first planetary reducer 231, a second planetary reducer 232, a reducer housing 240, and a half shaft 250;

a driving wheel 300;

a first direction x;

a first central axis M1, a first central axis of rotation M2, a second central axis of rotation M3, a center of rotation M4.

Detailed Description

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

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

In the description of the embodiments of the present application, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integral; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be interconnected within two elements or in an interactive relationship between the two elements unless expressly defined otherwise. The specific meanings of the above terms in the embodiments of the present application can be understood by those of ordinary skill in the art according to specific situations.

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

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

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

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

A transaxle, a mechanism located at the end of the drive train that varies the speed and torque from the transmission and transmits them to the drive wheels. The drive axle is generally composed of a main speed reducer, a differential, a wheel transmission device, a drive axle housing and the like, and the steering drive axle is also provided with a constant velocity universal joint. In addition, the transaxle is also subjected to vertical, longitudinal, and lateral forces, as well as braking moments and reaction forces acting between the road surface and the frame or body.

In the related art, a gear reduction mechanism and a wheel side are usually connected by a differential in a drive axle device, and a single differential is used for centralized driving.

The inventor of the present application has noticed that, in the above process, due to the centralized driving, the transmission ratio cannot be effectively distributed according to the action conditions of different driving wheels, and it is inconvenient to control the driving wheels. Meanwhile, if the transmission ratio distribution is not reasonable, the structure is overlarge, the ratio is not adjusted, and the abrasion among all parts is aggravated. For example, to increase the service life of the drive axle arrangement, it is necessary that the components in the drive axle arrangement should not exhibit particularly strong or weak components in the force transmission path. If the strength of the individual components is very different, some components may be worn or damaged very early, while the strength of other components is still very strong, so that partial replacement of worn or damaged components is required. The replacement of the used components has process errors, the transmission system of the drive axle device further influences the internal transmission ratio, and the higher the replacement frequency is, the larger the accumulated transmission ratio change is, and the driving wheel is more inconvenient to control. At the same time, it is a structural waste for the components with the strength margins as mentioned above.

Based on this, the embodiment of the application provides a drive axle device, through changing the arrangement mode of each part in the drive axle device to optimize the transmission path of power, improve the transmission efficiency of drive axle device, be convenient for control the driving wheel, improve the life of whole device.

FIG. 1 is a schematic structural line frame diagram of a drive axle device in one implementation of an embodiment of the present application; for convenience of explanation, only portions related to the embodiments of the present application are shown.

For convenience of understanding, taking a vehicle as an example, the longitudinal direction of the vehicle is the front-rear direction, the lateral direction of the vehicle is the left-right direction, and the height direction of the vehicle is the up-down direction. Two front drive wheels located on the front side of the vehicle are disposed opposite to each other in the lateral direction of the vehicle, and two rear drive wheels located on the rear side of the vehicle are disposed opposite to each other in the lateral direction of the vehicle. The drive axle device is generally used to connect two front driving wheels or two rear driving wheels, that is, two ends of the drive axle device along the transverse direction of the vehicle are respectively connected with two front driving wheels or two rear driving wheels. The first direction x, which will be referred to hereinafter, refers to the lateral direction of the vehicle. Taking fig. 1 as an example, the upper side of the drawing is defined as the upper side, the lower side of the drawing is defined as the lower side, the left side of the drawing is defined as the left side, and the right side of the drawing is defined as the right side. It is to be understood that the above definitions are for illustration purposes only and are not to be construed as limitations of the present application.

Referring to fig. 1, the present embodiment provides a drive axle device including a drive axle housing 100 and two electric power assemblies 200. The central axis of the transaxle case 100 is defined as a first central axis M1 (i.e., a first central axis M1 extending in the up-down direction illustrated in fig. 1), and the two electric power assemblies 200 are symmetrically arranged on both sides of the first central axis M1 in the first direction x (i.e., in the left-right direction illustrated in fig. 1). It is understood that the transaxle case 100 may be provided in a symmetrical structure with respect to the first central axis M1. Each electric power assembly 200 includes a driving motor 210, a first planetary reducer 231, a brake 220 and a second planetary reducer 232, which are sequentially arranged, and the driving motor 210, the first planetary reducer 231 and the second planetary reducer 232 are sequentially in transmission connection. Therein, two drive motors 210 are arranged in the transaxle housing 100 in the first direction x. The two second planetary gear reducers 232 are respectively disposed in the first direction x in a pair of driving wheels 300, and the driving wheels 300 may be front driving wheels of the vehicle or rear driving wheels of the vehicle.

It should be noted that, taking fig. 1 as an example, each electric power assembly 200 includes a driving motor 210, a first planetary reducer 231, a brake 220 and a second planetary reducer 232 which are arranged in sequence, and the driving motor 210, the first planetary reducer 231 and the second planetary reducer 232 are connected in sequence in a transmission manner "means that the electric power assembly 200 on the left side includes the driving motor 210, the first planetary reducer 231, the brake 220 and the second planetary reducer 232 which are arranged in sequence from right to left, and the electric power assembly 200 on the right side includes the driving motor 210, the first planetary reducer 231, the brake 220 and the second planetary reducer 232 which are arranged in sequence from left to right. The output end of the driving motor 210 is connected to the first planetary reducer 231, and can transmit the motor torque to the first planetary reducer 231, and the first planetary reducer 231 transmits the motor torque to the second planetary reducer 232. Since the second planetary gear 232 is disposed in the corresponding driving wheel 300, the second planetary gear 232 transmits the torque to the corresponding driving wheel 300. It is understood that the rotation centers of the first and second planetary reducers 231 and 232 coincide with the rotation center of the corresponding driving wheel 300, and the planetary reducer 230 may be installed at the center of the corresponding driving wheel 300 so as to move the corresponding driving wheel 300 through the first and second planetary reducers 231 and 232.

Due to the symmetrical arrangement of the two electric power assemblies 200, each electric power assembly comprises a driving motor 210, a planetary reducer set in transmission connection with the driving motor 210 and a brake 220 connected with the planetary reducer set. The planetary reducer set includes a first planetary reducer 231 and a second planetary reducer 232. Through arranging two driving motors 210 in the drive axle housing 100, one of the two second planetary reducers 232 is arranged in the driving wheel 200, and the other one of the two second planetary reducers is arranged close to the driving motor 231, so that distributed driving is realized, the speed ratio is increased by the planetary reducer group, the output torque of the driving wheel 300 is reduced at a certain time, the output torque of the driving motor is reduced, the development difficulty and cost of the driving motor are reduced, the reliability and the service life of the driving motor are improved, the rotating speed and the torque of the driving wheel 300 can be more conveniently controlled, the transmission efficiency is improved, and the electric power and the braking energy are effectively utilized. Meanwhile, the space utilization rate of the driving wheel 300 and the driving axle is improved, and the whole structure is more reliable and efficient because the two driving motors do not bear the weight. That is, with the above structure, the transmission ratio can be effectively distributed according to the action conditions of different driving wheels 300, so as to control the driving wheels 300, and prevent the problems of overlarge structure, imbalance ratio, aggravated abrasion among various parts and the like caused by unreasonable distribution of the transmission ratio.

Through further research by the inventor of the present application, it is found that, because the two driving motors 210 are disposed in the transaxle housing 100, the force borne by the output ends of the two driving motors 210 can be borne by the transaxle housing 100, and the transaxle housing can disperse the vibration generated by the two driving motors 210. That is, the vibration transmitted to the drive motors along the output end sides of the two drive motors 210 can be attenuated. Thus, in some embodiments, the gear ratio of the first planetary reducer 231 may be made smaller than the gear ratio of the second planetary reducer 232. For example, the first planetary reducer 231 may be provided as a one-stage planetary reducer, and the second planetary reducer 232 may be provided as a two-stage planetary reducer. The gear ratio of the first planetary reducer 231 is smaller than that of the second planetary reducer 232, so that the overall volume of the first planetary reducer 231 can be designed to be smaller than that of the second planetary reducer 232. The first planetary reducer 231 is arranged close to the driving motor 210, and the second planetary reducer 232 is arranged in the driving wheel 300, so that the weight borne by the output ends of the two driving motors 210 can be effectively reduced, the overall weight of the device is distributed, the overall weight of the device is prevented from being placed in the center of the drive axle shell 100, and subsequent design and transmission ratio distribution are facilitated. On one hand, the transmission ratio of the first planetary reducer 231 is set to be smaller than that of the second planetary reducer 232, so that the torque can be transmitted from the driving motor 210 located in the middle to the transmission path of the driving wheel 300 along the two sides of the first direction x, and can be distributed, and the components located between the driving motor 210 and the driving wheel 300 can be prevented from generating vibration due to excessive torque and influencing the transmission of the torque, so that the strength margins of the components cannot be different too much. On the other hand, the speed ratio can also be increased. For example, when the driving wheel 300 outputs a certain torque, the driving motor 210 requires a smaller output torque, which reduces the development cost and difficulty of the driving motor 210 and improves the reliability and life of the driving motor 210. Meanwhile, the first planetary reducer and the second planetary reducer 232 are separately arranged, so that the installation, the disassembly and the maintenance are convenient, and the maintainability is strong.

In some embodiments, with continued reference to fig. 1, in each electric powertrain 200, the brake 220 is disposed proximate the second planetary gear reducer 232, and the brake 220 is at least partially located in the corresponding drive wheel 300. That is, the brake 220 may be disposed in close proximity to the second planetary reducer 232. Since the transmission ratio of the second planetary reduction gear 232 is greater than the transmission ratio of the first planetary reduction gear 231, the control of the action of the second planetary reduction gear 232 is facilitated by the brake 220 which is arranged in a close-fitting manner. When the brake 220 works, the torque is firstly transmitted to the second planetary reducer 232, and then is sequentially transmitted to the first planetary reducer 232 and the driving motor 210, so that the torque is distributed again. Therefore, on one hand, the space of the driving wheel 300 can be fully utilized, and the space utilization rate of the driving wheel 300 is improved; on the other hand, the distributed planetary reducer 230 is used for driving the driving wheel 300, so that the rotating speed and the torque of the driving wheel 300 can be better controlled, and the chassis of the intelligent wire-controlled vehicle is easy to realize. Thus, through the arrangement form and the structure of the related components, the flexible control of the torque transmission path can be realized, the control of the action of the driving wheel 300 is further facilitated, and the service life of each component in the device is prolonged.

In some embodiments, with continued reference to fig. 1, each electric power assembly 200 also includes half shafts 250. The driving motor 210 is drivingly connected to the planetary reducer 230 by means of the half shaft 250. That is, the output of the driving motor 210 is connected to the half shaft 250, the half shaft 250 transmits the motor torque to the planetary reducer 230, and the planetary reducer 230 transmits the torque to the corresponding driving wheel 300. Because the output end of the driving motor 210 and the planetary reducer 230 are directly connected by the half shaft 250, the reducer is integrated in the driving wheel 300, a differential mechanism used in the related technology is omitted, the power transmission level is reduced, the NVH performance of the whole vehicle is facilitated, and the sensitivity of power transmission is better. The brake is a device having a function of decelerating, stopping, or maintaining a stopped state of a moving member (or a moving machine). Is a mechanical part that stops or decelerates moving parts in a machine. Commonly called brake and brake. The brake mainly comprises a braking frame, a braking piece, an operating device and the like. Some brakes are also equipped with automatic adjustment of the brake clearance. In order to reduce the braking torque and the structural size, the brake is usually mounted on the high-speed shaft of the equipment, but large equipment (such as a mine hoist, an elevator and the like) with higher requirements on safety is mounted on the low-speed shaft close to the working part of the equipment. In particular, in some embodiments, a brake may be coupled to the half-shafts to control the relative motion by controlling the rotation of the half-shafts.

In some embodiments, with continued reference to FIG. 1, each axle shaft 250 has a central axis of rotation parallel to the first direction x, the two central axes of rotation being coincident with each other. That is, taking fig. 1 as an example, it is defined that the axle shaft 250 on the left side has the first rotation center axis M2, the axle shaft 250 on the right side has the second rotation center axis M3, and the first rotation center axis M2 and the second rotation center axis M2 coincide with each other. Therefore, vibration can be reduced, and power transmission is facilitated. In particular, in some embodiments, the center of the transaxle assembly is located on the center axis of rotation, so that the drive motor 210 can bear a moment but not a load, and vibration can be further reduced.

In some embodiments, with continued reference to fig. 1, the center axis of gyration coincides with a center line of gyration M4 of the front drive wheels; or the center of gyration axis coincides with the center of gyration line M4 of the rear drive wheel. Taking fig. 1 as an example, it is shown that the first rotation central axis M2, the second rotation central axis M3 and the rotation central axis M4 coincide with each other. That is, the half shafts 250 are coaxially installed with the corresponding driving wheels 300, so that vibration can be reduced, power transmission is facilitated, and control of the motion of the corresponding driving wheels 300 is facilitated.

In some embodiments, with continued reference to fig. 1, the brake 220 is a caliper disc brake. A caliper disc brake (caliper disc brake) is one type of disc brake. Its rotating element is a metallic disc working with end faces, called a brake disc. The fixed elements are brake blocks consisting of friction blocks with small working area and metal back plates thereof, 2-4 brakes 220 are arranged in each brake, and the brake blocks and actuating devices thereof are arranged in clamp-shaped brackets crossing two sides of a brake disc, which are collectively called brake calipers. The brake disc and the brake caliper together form a caliper disc brake. The caliper disc brake has strong heat dissipation capability and good thermal stability. The caliper disc brake can be divided into a fixed caliper disc type and a floating caliper disc type according to the structural type of the brake caliper, and the caliper disc brake can be selected according to the actual use condition, and the embodiment of the application is not particularly limited to this. In some embodiments, the caliper disc brake is hydraulically controlled, integrates two forms of running and parking braking, can improve the braking performance of the whole vehicle, and is high in integral integration level and more reliable in braking.

In some embodiments, the two driving motors 210 are electrically connected as a first controller and a second controller, respectively. The first controller and the second controller are electrically connected with the electronic differential. That is, the electronic differential adjusts the rotational speed of the corresponding driving motor 210 through the first controller and the second controller, thereby balancing the torque difference between the two half shafts 250 connected to the output ends of the two driving motors 210 in one-to-one correspondence. Thus, the two driving motors 210 are independently controlled, and an electronic differential torque device is adopted, so that a mechanical differential mechanism is not needed, and the transmission efficiency, the control accuracy, the reliability and the electromagnetic performance are improved.

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

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

In summary, with reference to fig. 1, the drive axle device provided in the embodiment of the present application mainly includes two half shafts 250, two driving motors 210, a drive axle housing 100, two second planetary gear reducers 232 respectively integrated in corresponding driving wheels 300, two brakes 220 mounted on the drive axle housing 100, and two first planetary gear reducers 231. Two driving motors 210 are arranged at the middle position of the drive axle housing 100, and are supported by the drive axle housing 100, and the primary planetary reducer 231 is arranged close to the corresponding driving motor 210. The two driving motors 210 are respectively connected to corresponding first planetary gear reducers 231 through half shafts 250, and the brakes 220 are disposed between the first planetary gear reducers 231 and the second planetary gear reducers 232. The brake 220 and the second planetary gear 232 are integrated into the driving wheel 300, and the torque of the driving motor 210 is transmitted to the first planetary gear 231 through the half shaft 250, then transmitted to the second planetary gear 232 through the first planetary gear 231, and then transmitted to the corresponding driving wheel 300 through the second planetary gear 232. In the process, the electric power assembly 200 is symmetrically arranged, the center of the whole device is distributed on the rotation central axis of the two half shafts 250, the two driving motors 210 are independently controlled, and an electronic differential torque device is adopted. Meanwhile, a caliper disc brake may be used.

From the above description, those skilled in the art can derive the connection and position relationship of the components in the transaxle apparatus, and detailed description thereof is omitted here.

Therefore, the drive axle device provided by the embodiment of the application has the advantages that the flexible control of the torque transmission path is realized through the arrangement form and the structure of the related components, and at least the following advantages are realized:

1. the second planetary gear sets 232 are respectively integrated into the drive wheels 300, and the caliper disc brake is disposed along the planetary gear sets 232. On the one hand, the space utilization of the driving wheel 300 and the drive axle device is improved; on the other hand, the centralized electric drive bridge is changed into the distributed electric drive bridge, so that the rotating speed and the torque of the driving wheel 300 can be controlled more conveniently;

2. the two driving motors 210 are symmetrically distributed, the brake 220 and the planetary reducer set are also symmetrically distributed, so that the vibration of the whole vehicle can be reduced, and the reliability is higher. In addition, the two driving motors 210 are independently controlled, an electronic differential technology can be used, a traditional mechanical differential mechanism is not needed, and the transmission efficiency is improved;

3. the driving motor 210 and the driving wheel 300 are directly connected through the half shaft 250, so that a universal transmission device and a corresponding connecting piece are omitted, a transmission chain is shortened, the NVH performance of the whole vehicle is facilitated, and the power response is more sensitive;

4. the first planetary reducer 231 and the second planetary reducer 232 are arranged separately according to the dynamic characteristics, so that the installation, the disassembly and the maintenance are convenient, and the maintainability is strong;

5. through adopting the caliper disc hydraulic brake, the two forms of driving and parking braking are integrated, the braking performance of the whole vehicle is improved, the integral integration level is high, and the braking is more reliable.

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

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

Claims (10)

1. A drive axle assembly, comprising:

a transaxle housing; and

the two electric power assemblies are symmetrically arranged on two sides of the central axis of the drive axle shell along a first direction; each electric power assembly comprises a driving motor, a planetary reducer set in transmission connection with the driving motor and a brake used for controlling the action of the electric power assembly;

wherein the two drive motors are arranged in the transaxle case in the first direction;

each planetary reducer set comprises a first planetary reducer in transmission connection with the driving motor and a second planetary reducer in transmission connection with the first planetary reducer; in each of the electric power assemblies, the first planetary reduction gear is disposed near the drive motor, and the second planetary reduction gear is disposed in the drive wheel.

2. The transaxle assembly of claim 1 wherein a gear ratio of the first planetary reducer is less than a gear ratio of the second planetary reducer.

3. The transaxle assembly of claim 1 wherein the brake is a caliper disc brake.

4. The transaxle assembly of any one of claims 1-3 wherein the brake is disposed proximate the second planetary reducer and at least partially within the drive wheel within each of the electric power assemblies.

5. The drive axle arrangement of any one of claims 1-3, wherein each said electric power assembly further comprises a half shaft;

the driving motor is sequentially connected with the first planetary speed reducer and the second planetary speed reducer in a transmission mode through the half shaft.

6. The drive axle assembly of claim 5 wherein each of said axle shafts has a center axis of rotation parallel to said first direction;

the two centre axes of revolution coincide with each other.

7. The drive axle arrangement of claim 5 wherein a center of said drive axle arrangement is located on said central axis of revolution.

8. The drive axle arrangement of claim 5 wherein the center axis of gyration coincides with a center line of gyration of the front drive wheels; or

The rotation central axis is superposed with the rotation central line of the rear driving wheel.

9. The drive axle device according to any one of claims 1 to 3, wherein the two drive motors are electrically connected as a first controller and a second controller, respectively;

the first controller and the second controller are electrically connected with the electronic differential.

10. A vehicle, characterized by comprising a transaxle apparatus according to any one of claims 1 to 9.

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