CN217804297U - Drive axle assembly and vehicle - Google Patents
Drive axle assembly and vehicle Download PDFInfo
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- CN217804297U CN217804297U CN202222182173.2U CN202222182173U CN217804297U CN 217804297 U CN217804297 U CN 217804297U CN 202222182173 U CN202222182173 U CN 202222182173U CN 217804297 U CN217804297 U CN 217804297U
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Abstract
The utility model relates to a drive axle assembly and vehicle, the drive axle assembly includes: a shaft assembly; the two driving units are respectively connected with two opposite ends of a shaft assembly along the axial direction of the shaft assembly; the two-shaft assembly is rotationally connected with the one-shaft assembly through gear engagement; an axle; the two secondary driven gears are sleeved at the two opposite ends of the axle along the axial direction of the axle at intervals, and are in rotating connection with the two-axle assembly through gear engagement; and the gear shifting mechanism is arranged on the two-shaft assembly. Above-mentioned transaxle assembly has adopted two drive unit, can carry out the independent control to the drive power that transmits to the wheel unit through controlling two drive unit respectively, is favorable to the vehicle to turn, cancels this structure of differential mechanism and can alleviates whole car quality to through the gearshift that has first shelves and second shelves, can improve the performance of vehicle, can effectively improve the dynamic property and the economic nature of vehicle, the ride comfort of shifting also increases substantially, makes the high-efficient district of system further enlarge.
Description
Technical Field
The utility model relates to a new energy automobile and transaxle technical field especially relate to a transaxle assembly and vehicle.
Background
The drive axle is generally composed of a main speed reducer, a differential, a wheel transmission device, a drive axle housing and the like, is one of important components of the vehicle, and has great influence on the performance of the whole vehicle.
The traditional drive axle of the vehicle mostly adopts single-motor centralized drive, the single-motor centralized drive needs to drive the left half shaft and the right half shaft of the drive axle respectively by a differential mechanism, the whole vehicle has larger mass, and the driving force of wheels can not be independently adjusted, so that the vehicle is not beneficial to turning.
SUMMERY OF THE UTILITY MODEL
Based on this, it is necessary to provide a drive axle assembly and a vehicle aiming at the defect problem of single-motor centralized drive, the drive axle assembly adopts a two-motor distributed drive and gear shifting mechanism, and a differential mechanism is also cancelled, so that the quality of the whole vehicle is reduced, the wheel drive force can be independently adjusted by independently adjusting the rotating speeds of two motors, the vehicle turning is facilitated, and the performance of the whole vehicle can be improved.
According to an aspect of the present application, there is provided a drive axle assembly including two wheel units, the drive axle assembly further including:
a shaft assembly;
the two driving units are respectively connected to two opposite ends of the shaft assembly along the axial direction of the shaft assembly;
the two-shaft assembly is rotationally connected with the one-shaft assembly through gear engagement;
the two wheel units are respectively arranged at two opposite ends of the axle along the axial direction of the axle;
the two secondary driven gears are sleeved at the two opposite ends of the axle along the axial direction of the axle in a spaced manner and are positioned between the two wheel units, and the two secondary driven gears are rotatably connected with the two-shaft assembly through gear engagement;
the gear shifting mechanism is arranged on the two-shaft assembly and is provided with a first gear and a second gear which can be switched.
In one embodiment, the shaft assembly comprises a shaft left half shaft, a shaft right half shaft, two first gear driving gears and two second gear driving gears;
the shaft left half shaft and the shaft right half shaft are coaxially arranged;
one of the first gear driving gears and one of the second gear driving gears are sequentially sleeved on the shaft left half shaft at intervals along the direction of the shaft left half shaft towards the shaft right half shaft;
and the other first-gear driving gear and the other second-gear driving gear are sequentially sleeved on the shaft right half shaft at intervals along the direction from the shaft left half shaft to the shaft right half shaft.
In one embodiment, the two-shaft assembly comprises a two-shaft left half shaft, a two-shaft right half shaft, two first-gear driven gears and two second-gear driven gears;
the two-shaft left half shaft and the two-shaft right half shaft are coaxially arranged;
one of the first-gear driven gears and one of the second-gear driven gears are sequentially sleeved on the shaft left half shaft at intervals along the direction from the shaft left half shaft to the shaft right half shaft;
the other first-gear driven gear and the other second-gear driven gear are sequentially sleeved on the shaft right half shaft at intervals along the direction from the shaft left half shaft to the shaft right half shaft;
the two first-gear driven gears are respectively meshed with the two first-gear driving gears, and the two second-gear driven gears are respectively meshed with the two second-gear driving gears.
In one embodiment, the two-shaft assembly further comprises a plurality of needle bearings;
the first-gear driven gear and the second-gear driven gear are sleeved on the two-shaft left half shaft and/or the two-shaft right half shaft through the needle bearing respectively.
In one embodiment, the two-shaft assembly further comprises two secondary drive gears;
the two secondary driving gears are respectively sleeved at one ends, far away from each other, of the two-shaft left half shaft and the two-shaft right half shaft.
In one embodiment, the shift mechanism comprises a sliding sleeve and two shift gears;
the sliding gear sleeve is sleeved on the gear shifting gear and can reciprocate along the axial direction of the two-shaft assembly;
the two gear shifting gears are respectively arranged on the two-shaft left half shaft and the two-shaft right half shaft, and the gear shifting gears are positioned between the first-gear driven gear and the second-gear driven gear;
when the gear shifting mechanism is in the first gear, the two first-gear driven gears and the two gear shifting gears are connected through the sliding gear sleeve; when the gear shifting mechanism is in a second gear, the two secondary driven gears and the two gear shifting gears are connected through the sliding gear sleeve.
In one embodiment, the shift mechanism further comprises a connecting portion;
the connecting part is used for connecting the two gear shifting gears and is positioned on one side, far away from the first shaft assembly, of the two shaft assemblies.
In one embodiment, the axle comprises coaxially disposed axle left and right axle shafts;
the two wheel units are respectively arranged at one ends, far away from each other, of the axle left half shaft and the axle right half shaft; the two secondary driven gears are respectively sleeved at one ends, close to each other, of the axle left half shaft and the axle right half shaft.
In one embodiment, the drive axle assembly further comprises a differential mechanism;
the opposite ends of the differential mechanism are connected to the ends of the axle left half shaft and the axle right half shaft that are close to each other, respectively.
According to another aspect of the present application, a vehicle is provided that includes the drive axle assembly described above.
The drive axle assembly adopts the two drive units, the drive force transmitted to the wheel unit can be independently adjusted by respectively controlling the two drive units, the vehicle turning is facilitated, the structure of the differential mechanism is eliminated, the quality of the whole vehicle can be reduced, the performance of the vehicle can be improved through the gear shifting mechanism with the first gear and the second gear, the power performance and the economy of the vehicle can be effectively improved, the gear shifting smoothness is greatly improved, and the system high-efficiency area is further enlarged.
Drawings
Fig. 1 is a schematic view of a drive axle assembly according to an embodiment of the present invention;
fig. 2 is a schematic view of an axle assembly according to an embodiment of the present invention;
fig. 3 is a schematic view of a two-axis assembly according to an embodiment of the present invention.
The reference numbers indicate:
100. a drive axle assembly; 110. a shaft assembly; 111. a shaft left half shaft; 112. a right axle shaft; 113. a first gear driving gear; 114. a second gear driving gear; 120. a drive unit; 130. a two-axis assembly; 131. a biaxial left half shaft; 132. a biaxial right half shaft; 133. a first-gear driven gear; 1331. a first-gear driven cylindrical gear; 1332. a first-gear driven bevel gear; 134. a second driven gear; 1341. a second driven cylindrical gear; 1342. a secondary driven bevel gear; 135. a secondary driving gear; 140. a wheel unit; 150. an axle; 151. an axle left half shaft; 152. an axle right half shaft; 160. a secondary driven gear; 170. a gear shift mechanism; 171. a shift gear; 1711. a sub-shift gear; 172. a connecting portion; 180. a differential lock.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present application, unless expressly stated or limited otherwise, a first feature "on" or "under" a second feature may be directly contacting the second feature or the first and second features may be indirectly contacting the second feature through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that 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 under the first feature, or may simply mean that the first feature is at a lesser elevation 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. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Fig. 1 shows a schematic view of a drive axle assembly according to an embodiment of the present invention.
Referring to fig. 1, the present application provides a drive axle assembly 100, which includes a first shaft assembly 110, two driving units 120, a second shaft assembly 130, two secondary driven gears 140, an axle 150, and a shift mechanism 160, wherein the shift mechanism 160 has a first gear and a second gear which can be switched. So, the transaxle assembly 100 of this application is through adopting distributed drive's mode, can control two drive unit 120 respectively, make two drive unit 120's rotational speed different, and then make left half axle and right half axle realize the differential, and this application's transaxle assembly 100 has cancelled this structure of differential mechanism, be favorable to alleviateing whole car weight, for the vehicle provides bigger arrangement space, and the transaxle assembly 100 of this application still is provided with gearshift 160, gearshift 160 has first gear and the second gear that can switch over each other, can effectively improve the dynamic property and the economic nature of vehicle, the ride comfort of shifting also increases substantially, make the high-efficient district of system further enlarge.
Fig. 2 shows a schematic view of an axle assembly in an embodiment of the invention.
Referring to fig. 2 in conjunction with fig. 1, a shaft assembly 110 includes a shaft left half shaft 111, a shaft right half shaft 112, two first gear drive gears 113, and two second gear drive gears 114. A shaft left half shaft 111 extends lengthwise, a shaft right half shaft 112 extends lengthwise, and a shaft left half shaft 111 and a shaft right half shaft 112 are spaced and coaxially disposed. Two first-gear driving gears 113 are respectively sleeved on a left axle shaft 111 and a right axle shaft 112, two second-gear driving gears 114 are respectively sleeved on the left axle shaft 111 and the right axle shaft 112, the first-gear driving gear 113 and the second-gear driving gear 114 which are positioned on the left axle shaft 111 are sequentially arranged on the left axle shaft 111 at intervals along the left axle shaft 111 towards the right axle shaft 112, and the first-gear driving gear 113 and the second-gear driving gear 114 which are positioned on the right axle shaft 112 are sequentially arranged on the right axle shaft 112 at intervals along the left axle shaft 111 towards the right axle shaft 112. Two first gear drive gears 113 and two second gear drive gears 114 are fixedly attached to a shaft left axle shaft 111 and a shaft right axle shaft 112.
In one embodiment, the first gear drive gear 113 and the second gear drive gear 114 are both cylindrical gears.
Referring to fig. 1, two driving units 120 are respectively connected to opposite ends of a shaft assembly 110 along an axial direction thereof, specifically, one driving unit 120 is connected to an end of a shaft left half shaft 111 away from a shaft right half shaft 112, the other driving unit 120 is connected to an end of a shaft right half shaft 112 away from a shaft left half shaft 111, and the two driving units 120 respectively provide driving force for the shaft left half shaft 111 and the shaft right half shaft 112. In one embodiment, the drive units 120 are electric motors, and two drive units 120 are connected to a shaft left axle shaft 111 and a shaft right axle shaft 112, respectively, by spline fitting.
In this way, by controlling the rotation speeds of the two drive units 120, the rotation speeds of the one-shaft left axle shaft 111 and the one-shaft right axle shaft 112 can be made different, thereby achieving differentiation.
Fig. 3 shows a schematic view of a two-axis assembly according to an embodiment of the present invention.
Referring to fig. 1, the two-axle assembly 130 and the one-axle assembly 110 are spaced apart in a direction perpendicular to the axis of the one-axle left half-axle 111. Referring to fig. 3 in conjunction with fig. 1, the two-shaft assembly 130 includes a two-shaft left half-shaft 131, a two-shaft right half-shaft 132, two first-gear driven gears 133, and two second-gear driven gears 134. The two-shaft left half-shaft 131 extends lengthwise, the two-shaft right half-shaft 132 extends lengthwise, and the two-shaft left half-shaft 131 and the two-shaft right half-shaft 132 are spaced and coaxially disposed. The two first-gear driven gears 133 are respectively sleeved on the two-shaft left half shaft 131 and the two-shaft right half shaft 132, the two second-gear driven gears 134 are respectively sleeved on the two-shaft left half shaft 131 and the two-shaft right half shaft 132, the first-gear driven gear 133 and the second-gear driven gear 134 which are positioned on the two-shaft left half shaft 131 are sequentially arranged on the two-shaft left half shaft 131 at intervals along the direction of the two-shaft left half shaft 132 towards the second-gear right half shaft 134, and the first-gear driven gear 133 and the second-gear driven gear 134 which are positioned on the two-shaft right half shaft 132 are sequentially arranged on the two-shaft right half shaft 132 at intervals along the direction of the two-shaft left half shaft 132 towards the second-gear right half shaft 134.
In some embodiments, the two-axis assembly 130 further includes a plurality of needle bearings (not shown). Two first-gear driven gears 133 and two second-gear driven gears 134 are rotatably mounted on the two-shaft left half shaft 131 and the two-shaft right half shaft 132 by means of needle roller bearings.
Referring to fig. 3 in conjunction with fig. 1, in one embodiment, the first-gear driven gear 133 includes a first-gear driven cylindrical gear 1331 and a first-gear driven bevel gear 1332 that are coaxially and alternately disposed, and the second-gear driven gear 134 includes a second-gear driven cylindrical gear 1341 and a second-gear driven bevel gear 1342 that are coaxially and alternately disposed.
In another embodiment, the installation positions of the two first driving gears 113 and the two second driving gears 114 may be exchanged, that is, the first driving gear 113 and the second driving gear 114 located on the first left half shaft 111 are sequentially arranged on the first left half shaft 111 at intervals along the first right half shaft 112 toward the first left half shaft 111, and the first driving gear 113 and the second driving gear 114 located on the first right half shaft 112 are sequentially arranged on the first right half shaft 112 at intervals along the first right half shaft 112 toward the first left half shaft 111. It can be understood that, at this time, the installation positions of the two first-gear driven gears and the two second-gear driven gears need to be correspondingly exchanged, that is, the first-gear driven gear 133 and the second-gear driven gear 134 located on the two-shaft left half shaft 131 are sequentially arranged on the two-shaft left half shaft 131 at intervals along the direction of the two-gear right half shaft 134 towards the two-shaft left half shaft 132, and the first-gear driven gear 133 and the second-gear driven gear 134 located on the two-shaft right half shaft 132 are sequentially arranged on the two-shaft right half shaft 132 at intervals along the direction of the two-gear right half shaft 134 towards the two-shaft left half shaft 132.
In this way, the two first-gear driving gears 113 and the first-gear driven cylindrical gears 1331 of the two first-gear driven gears 133 at corresponding positions are rotationally connected through gear engagement, and the two second-gear driving gears 114 and the second-gear driven cylindrical gears 1341 of the two second-gear driven gears 134 at corresponding positions are rotationally connected through gear engagement, so that the driving force output by the driving unit 120 is transmitted to the two-shaft assembly 130 through the one-shaft assembly 110.
In some embodiments, the two-shaft assembly 130 further includes two secondary drive gears 135. Two second-stage driving gears 135 are respectively sleeved at one ends of the two-shaft left half shaft 131 and the two-shaft right half shaft 132, which are far away from each other, and the two second-stage driving gears 135 are respectively fixedly installed on the two-shaft left half shaft 131 and the two-shaft right half shaft 132.
In one embodiment, the secondary drive gear 135 is a cylindrical gear.
Referring to fig. 1, the distributed drive axle 100 further includes two wheel units 140, an axle 150 is located on a side of the two-axle assembly 130 away from the one-axle assembly 110, the two wheel units 140 are respectively mounted on two opposite ends of the axle 150 along an axial direction thereof, and the axle 150 can drive the wheel units 140 to rotate.
In one embodiment, the axle 150 includes coaxially disposed axle left and right axle shafts 151 and 152. The axle left shaft 151 and the axle right shaft 152 are disposed at intervals, and the two wheel units 140 are respectively mounted to ends of the axle left shaft 151 and the axle right shaft 152 that are distant from each other.
Referring to fig. 3 in conjunction with fig. 1, two secondary driven gears 160 are disposed at opposite ends of the axle 150 along the axial direction and between the two wheel units 140, and the two secondary driven gears 160 are rotatably connected to the two-axle assembly 130 through gear engagement. Specifically, two secondary driven gears 160 are respectively sleeved on one ends of the axle left half shaft 151 and the axle right half shaft 152 close to each other and located between the two wheel units 140, and the two secondary driven gears 160 are respectively in rotational connection with the two secondary driving gears 135 through gear engagement. Two secondary driven gears 160 are fixedly attached to the axle 150.
In one embodiment, the secondary driven gear 160 is a cylindrical gear.
It should be noted that, in the present application, the first-gear driving gear 113 is engaged with the first-gear driven cylindrical gear 1331, or the second-gear driving gear 114 is engaged with the second-gear driven cylindrical gear 1341, so as to implement first-stage speed reduction; the secondary reduction is achieved by the engagement of the secondary drive gear 135 with the secondary driven gear 160. The power output from the driving unit 120 is transmitted to the wheel unit 140 through the axle 150 after the primary and secondary deceleration as described above.
Thus, when the vehicle needs to turn, the rotation speeds of the two driving units 120 are controlled to realize the differential function, that is, the rotation speed of the driving unit 120 located at the inner side of the curve is smaller, and the rotation speed of the driving unit 120 located at the outer side of the curve is larger, which is beneficial to the smooth turning of the vehicle.
Referring to fig. 1, the shift mechanism 170 is mounted to the two-shaft assembly 130, and the shift mechanism 170 has a first gear and a second gear that can be shifted from each other. Specifically, the shift mechanism 170 includes two shift gears 171 and a sliding sleeve gear (not shown in the drawings). The two shift gears 171 are respectively sleeved on the two-shaft left half shaft 131 and the two-shaft right half shaft 132, the shift gear 171 located on the two-shaft left half shaft 131 is located between the first-gear driven gear 133 and the second-gear driven gear 134 mounted on the two-shaft left half shaft 131, and the shift gear 171 located on the two-shaft right half shaft 132 is located between the first-gear driven gear 133 and the second-gear driven gear 134 mounted on the two-shaft right half shaft 132. The two shift gears 171 are fixedly attached to the biaxial assembly 130. The shift gear 171 includes two sub-shift gears 1711 that are coaxially and oppositely disposed, and the two sub-shift gears 1711 are engaged with the first-gear driven conical gear 1332 and the second-gear driven conical gear 1342, respectively. The sliding gear sleeve is sleeved on the shift gear 171 and can reciprocate along the axial direction of the two-shaft assembly 130.
In one embodiment, the shift gear 171 is connected with the two-shaft left half shaft 131 and the two-shaft right half shaft 132 by spline fitting; the sub shift gear 1711 is a bevel gear.
In some embodiments, the shift mechanism 170 further includes a connecting portion 172, and the connecting portion 172 is used for connecting the two shift gears 171 and is located on a side of the two-axle assembly 130 away from the one-axle assembly 110.
When the shift mechanism 170 is in the first gear, the two first-gear driven bevel gears 1332 and the sub-shift gear 1711 of the two shift gears 171 on the side of the first-gear driven bevel gear 1332 are connected by spline fitting via a sliding gear sleeve, and at this time, the two second-gear driven gears 134 slide with the second-shaft left half shaft 131 and the second-shaft right half shaft 132 through needle bearings, respectively; when the shift mechanism 170 is in the second gear, the two second-gear driven bevel gears 1342 and the sub-shift gear 1711 of the two shift gears 171 toward the side of the second-gear driven bevel gear 1342 are connected by spline fitting via a sliding gear sleeve, and at this time, the two first-gear driven gears 133 slide with the second-shaft left half shaft 131 and the second-shaft right half shaft 132 through needle bearings, respectively.
In one embodiment, the shift mechanism 170 is a shift synchronizer, it being understood that the shift mechanism 170 can be other shifting devices.
In some embodiments, drive axle assembly 100 further includes a differential lock 180, with opposite ends of differential lock 180 being connected to respective ends of axle left and right axle half shafts 151 and 152 adjacent to each other. When the wheel unit 140 on one side of the vehicle slips, the differential lock 180 is activated, and the differential lock 180 can fixedly connect the axle left shaft 151 and the axle right shaft 152, thereby transmitting the power of the two drive units 120 to the wheel unit 140 on the other side of the vehicle to get out of the trouble and normally run.
The present application further provides a vehicle including the drive axle assembly 100 described above.
In summary, the present application provides a drive axle assembly and a vehicle, where the drive axle assembly 100 employs distributed driving, and when the vehicle needs to turn, the rotational speed of two driving units 120 is controlled to realize a differential function, that is, the rotational speed of the driving unit 120 located inside the curve is relatively low, and the rotational speed of the driving unit 120 located outside the curve is relatively high, which is beneficial for the vehicle to smoothly complete the turn; the gear shifting mechanism 170 with the first gear and the second gear is arranged on the two-shaft assembly 130, so that the performance of the vehicle can be improved, the power performance and the economy of the vehicle can be effectively improved, the gear shifting smoothness is greatly improved, and the high-efficiency area of the system is further expanded; by providing a differential lock 180 between the axle left-hand shaft 151 and the axle right-hand shaft 152, when the wheel unit 140 on one side of the vehicle slips, the differential lock 180 is activated, and the differential lock 180 can fixedly connect the axle left-hand shaft 151 and the axle right-hand shaft 152, thereby transmitting the power of the two drive units 120 to the wheel unit 140 on the other side of the vehicle to get out of trouble and normally run the vehicle; in addition, the drive axle assembly 100 provided by the application cancels a differential, and reduces the mass of the whole vehicle.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within 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 represent several embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the invention. It should be noted that, for those skilled in the art, without departing from the concept of the present invention, several variations and modifications can be made, which all fall within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. A drive axle assembly comprising two wheel units, characterized in that the drive axle assembly further comprises:
a shaft assembly;
the two driving units are respectively connected to two opposite ends of the shaft assembly along the axial direction of the shaft assembly;
the two-shaft assembly is rotationally connected with the one-shaft assembly through gear engagement;
the two wheel units are respectively arranged at two opposite ends of the axle along the axial direction of the axle;
the two secondary driven gears are sleeved at the two opposite ends of the axle along the axial direction of the axle in a spaced manner and are positioned between the two wheel units, and the two secondary driven gears are rotatably connected with the two-axle assembly through gear engagement;
the gear shifting mechanism is arranged on the two-shaft assembly and provided with a first gear and a second gear which can be switched.
2. The drive axle assembly of claim 1 wherein the axle assembly includes an axle left half axle, an axle right half axle, two first gear drive gears, and two second gear drive gears;
the shaft left half shaft and the shaft right half shaft are coaxially arranged;
one of the first gear driving gears and one of the second gear driving gears are sequentially sleeved on the shaft left half shaft at intervals along the direction of the shaft left half shaft towards the shaft right half shaft;
and the other first-gear driving gear and the other second-gear driving gear are sequentially sleeved on the shaft right half shaft at intervals along the direction of the shaft left half shaft towards the shaft right half shaft.
3. The drive axle assembly of claim 2 wherein the two-shaft assembly includes a two-shaft left half shaft, a two-shaft right half shaft, two first-speed driven gears, and two second-speed driven gears;
the two-shaft left half shaft and the two-shaft right half shaft are coaxially arranged;
one of the first-gear driven gears and one of the second-gear driven gears are sequentially sleeved on the shaft left half shaft at intervals along the direction from the shaft left half shaft to the shaft right half shaft;
the other first-gear driven gear and the other second-gear driven gear are sequentially sleeved on the shaft right half shaft at intervals along the direction from the shaft left half shaft to the shaft right half shaft;
the two first-gear driven gears are respectively meshed with the two first-gear driving gears, and the two second-gear driven gears are respectively meshed with the two second-gear driving gears.
4. The drive axle assembly of claim 3 wherein said two-shaft assembly further comprises a plurality of needle bearings;
the first gear driven gear and the second gear driven gear are sleeved on the two-shaft left half shaft and/or the two-shaft right half shaft through the needle bearing respectively.
5. The drive axle assembly of claim 3 wherein said two-shaft assembly further comprises two secondary drive gears;
the two secondary driving gears are respectively sleeved at one ends, far away from each other, of the two-shaft left half shaft and the two-shaft right half shaft.
6. The drive axle assembly of claim 3 wherein the shift mechanism comprises a sliding sleeve and two shift gears;
the sliding gear sleeve is sleeved on the gear shifting gear and can reciprocate along the axial direction of the two-shaft assembly;
the two gear shifting gears are respectively arranged on the two-shaft left half shaft and the two-shaft right half shaft, and the gear shifting gears are positioned between the first-gear driven gear and the second-gear driven gear;
when the gear shifting mechanism is in the first gear, the two first-gear driven gears and the two gear shifting gears are connected through the sliding gear sleeve; when the gear shifting mechanism is in a second gear, the two secondary driven gears and the two gear shifting gears are connected through the sliding gear sleeve.
7. The drive axle assembly of claim 6 wherein the shift mechanism further includes a connecting portion;
the connecting part is used for connecting the two gear shifting gears and is positioned on one side, far away from the first shaft assembly, of the two shaft assemblies.
8. The drive axle assembly of claim 1 wherein the axle comprises coaxially disposed axle left and right axle shafts;
the two wheel units are respectively arranged at one ends, far away from each other, of the axle left half shaft and the axle right half shaft; the two secondary driven gears are respectively sleeved at one ends, close to each other, of the left half shaft and the right half shaft of the axle.
9. The drive axle assembly of claim 8 further comprising a differential mechanism;
the opposite ends of the differential mechanism are respectively connected to one ends of the axle left half shaft and the axle right half shaft close to each other.
10. A vehicle comprising a drive axle assembly according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222182173.2U CN217804297U (en) | 2022-08-18 | 2022-08-18 | Drive axle assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222182173.2U CN217804297U (en) | 2022-08-18 | 2022-08-18 | Drive axle assembly and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217804297U true CN217804297U (en) | 2022-11-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222182173.2U Active CN217804297U (en) | 2022-08-18 | 2022-08-18 | Drive axle assembly and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217804297U (en) |
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2022
- 2022-08-18 CN CN202222182173.2U patent/CN217804297U/en active Active
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