CN219821209U - Vehicle and variable-ratio drive axle thereof - Google Patents

Abstract

The utility model discloses a variable-ratio drive axle, which comprises a main speed reducer, a planetary gear transmission mechanism, a differential mechanism and a gear shifting mechanism, wherein the main speed reducer is connected with the planetary gear transmission mechanism; the planetary gear transmission mechanism comprises a sun gear, a planet carrier and a gear ring; the differential comprises a half-shaft gear and a differential gear; the input end of the main speed reducer is connected with the transmission shaft, and the output end of the main speed reducer is connected with the rotating shaft of the sun gear; one end of the planet carrier is connected with a rotating shaft of the differential gear; when the gear shifting mechanism works in a first gear, the gear shifting mechanism is used for fixing the gear ring; and when the gear shifting mechanism works in the second gear, the gear shifting mechanism is used for connecting the gear ring with the other end of the planet carrier. Therefore, the gear shifting mechanism is used for controlling the motion state of the gear ring, and the speed ratio of the planetary gear transmission mechanism is adjusted to be greater than 1 and equal to 1, so that the combined main speed reducer is used for realizing two-stage speed reduction, or the single-stage speed reduction is realized only through the main speed reducer, so that the gear shifting mechanism is suitable for different working condition demands. The utility model also discloses a vehicle, which has the beneficial effects as described above.

Description

Vehicle and variable-ratio drive axle thereof

Technical Field

The utility model relates to the technical field of vehicle engineering, in particular to a variable-gear-ratio drive axle. The utility model also relates to a vehicle.

Background

In the field of passenger cars, for cars adopting a front-mounted front axle driving mode of an engine, two power assemblies of a transmission and a driving axle are generally integrated into a whole and are arranged in a shell, an output shaft of the transmission, namely an input shaft of a main speed reducer, and the vehicle axle is called a speed change driving axle.

The conventional drive axle for commercial medium and heavy trucks has the requirements of heavy load low-speed and no-load high-speed working conditions in a transportation scene. Under the working condition of heavy load climbing or poor road condition, a larger axle speed ratio is needed to meet the power torque output of the whole vehicle, and the power performance and the drivability of the vehicle are improved; for example, part of engineering vehicles are driven by a large-speed-ratio driving axle for coping with overload and complex road conditions and a double-machine speed reduction mechanism driving axle, so that the requirements of trafficability, large torque climbing and vehicle dynamic property of the vehicles are met. Under the working conditions of standard, no-load or better road conditions, a smaller axle speed ratio is required to meet the highest speed and economical requirement of the vehicle; for example, part of road vehicles adopt a small-speed-ratio drive axle for the response of standard load and transportation timeliness, and single-stage speed reduction is adopted, so that the requirements of highest speed, high efficiency, fuel saving and economy of the vehicles are met.

In the prior art, the prior drive axle for medium-heavy commercial vehicles generally adopts a fixed reduction ratio structure, and under the complex comprehensive transportation scene of the vehicle, the drive axle with the fixed reduction ratio cannot simultaneously meet the requirements of different working condition speed ratio selection.

Therefore, how to make the reduction ratio of the vehicle drive axle adjustable to adapt to different working condition demands through variable reduction ratio is a technical problem faced by the person skilled in the art.

Disclosure of Invention

The utility model aims to provide a variable-gear-ratio drive axle, which can enable the reduction ratio to be adjustable so as to adapt to different working condition demands through the variable reduction ratio. Another object of the utility model is to provide a vehicle.

In order to solve the technical problems, the utility model provides a variable-ratio drive axle, which comprises a main speed reducer, a planetary gear transmission mechanism, a differential mechanism and a gear shifting mechanism;

the planetary gear transmission mechanism comprises a sun gear, a planet carrier and a gear ring;

the differential comprises a half-shaft gear and a differential gear;

the input end of the main speed reducer is connected with a transmission shaft, and the output end of the main speed reducer is connected with the rotating shaft of the sun gear;

one end of the planet carrier is connected with the rotating shaft of the differential gear;

the gear shifting mechanism is used for fixing the gear ring when working at a first gear;

and when the gear shifting mechanism works in a second gear, the gear shifting mechanism is used for connecting the gear ring with the other end of the planet carrier.

Preferably, the main speed reducer comprises a pinion and a large gear which are meshed, a rotating shaft of the pinion is connected with a flange arranged at the tail end of the transmission shaft, and a rotating shaft of the large gear is connected with a rotating shaft of the sun gear.

Preferably, the device further comprises a half shaft;

the inner end of the half shaft is connected with the rotating shaft of the half shaft gear, the rotating shaft of the sun gear is a hollow shaft, and the half shaft penetrates through the rotating shaft of the sun gear.

Preferably, the inner edge of the large gear and the outer edge of the rotating shaft of the sun gear form key transmission connection.

Preferably, the vehicle further comprises a fixed transmission part fixed in the vehicle body;

when the gear shifting mechanism works in a first gear, the gear ring is connected with the fixed transmission part through the gear shifting mechanism.

Preferably, the fixed transmission part is provided with a fixed external spline;

when the gear shifting mechanism works in a first gear, the gear ring is connected with the fixed external spline through the gear shifting mechanism.

Preferably, the gear ring is connected with an internal spline, and the other end of the planet carrier is connected with a movable external spline;

when the gear shifting mechanism works in a second gear, the internal spline is connected with the movable external spline through the gear shifting mechanism.

Preferably, the gear shifting mechanism comprises a sliding shifting fork which is slidably arranged in the vehicle body, and the sliding shifting fork and the internal spline form constant-engagement transmission;

when the sliding shifting fork slides to a first gear position, one end of the sliding shifting fork is meshed with the fixed external spline;

when the sliding shifting fork slides to the second gear position, the other end of the sliding shifting fork and the movable external spline form meshed transmission.

Preferably, the differential gear is provided with two, and the planet gears and the planet carrier are provided with at least two; one end of each planet carrier is connected with the corresponding rotating shaft of the differential gear, and the rotating shafts of the two differential gears are connected into a whole through an intermediate shaft.

The utility model also provides a vehicle, which comprises a vehicle body and a drive axle arranged in the vehicle body, wherein the drive axle is specifically the variable-ratio drive axle.

The utility model provides a variable-ratio drive axle, which mainly comprises a main speed reducer, a planetary gear transmission mechanism, a differential mechanism and a gear shifting mechanism. The planetary gear transmission mechanism mainly comprises four core components, namely a sun gear, a planet carrier and a gear ring. The differential basically includes a meshed side gear and a differential gear, wherein the side gear is used to output power to the side shafts. The input end of the main speed reducer is connected with the transmission shaft, and the output end of the main speed reducer is connected with the rotating shaft of the sun gear, so that the power of the transmission shaft is transmitted to the inner sun gear, and the sun gear is driven to rotate. The sun gear is meshed with the planet gears, the planet gears are sleeved on the planet carrier and meshed with the gear ring, one end of the planet carrier extends outwards to be connected with a rotating shaft of a differential gear in the differential mechanism, so that the output of the planet carrier serves as the input of the differential mechanism, and the differential gear is driven to synchronously rotate through the rotation (revolution) of the planet carrier. The gear shifting mechanism is a core component and is provided with at least two gears and is mainly used for controlling the connection state and the movement state of the gear ring. When the gear shifting mechanism works in the first gear, the gear shifting mechanism is used for fixing the gear ring, so that the gear ring cannot rotate; at this time, for the planetary gear transmission mechanism, the sun gear is used as input, the gear ring is fixed, only the planet carrier is used as output, the speed ratio of the sun gear to the planet carrier is larger than 1, the planetary gear transmission mechanism plays a role in reducing speed and increasing torque, and on the basis of reducing the main speed reducer, two-stage reduction is realized, and the reduction ratio is increased. When the gear shifting mechanism works in the second gear, the gear shifting mechanism is used for connecting the gear ring with the other end of the planet carrier, so that the gear ring and the planet carrier keep the same rotating speed; at this time, according to the transmission characteristic of the planetary gear transmission mechanism, when any two parts of the sun gear, the planet carrier and the gear ring are connected into a whole, no relative motion exists among all the parts, the whole planetary gear transmission mechanism synchronously rotates as a whole, the speed ratio of the sun gear to the planet carrier is equal to 1, the planetary gear transmission mechanism does not participate in the deceleration effect, and the speed reduction is smaller only through the main speed reducer. In summary, according to the variable-ratio drive axle provided by the utility model, the speed ratio of the planetary gear transmission mechanism is adjusted to be greater than 1 and equal to 1 through the control of the gear shifting mechanism on the connection state and the movement state of the gear ring, so that the two-stage speed reduction with a larger speed ratio is realized by combining the main speed reducer, or the single-stage speed reduction with a smaller speed ratio is realized by only using the main speed reducer, and therefore, the speed reduction ratio of the drive axle can be adjusted to adapt to different working condition demands through the variable speed reduction ratio.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present utility model, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of a transmission principle of a gear shifting mechanism working in a first gear state in an embodiment of the present utility model.

Fig. 2 is a schematic diagram of a transmission principle of a gear shifting mechanism working in a second gear state in an embodiment of the present utility model.

FIG. 3 is a schematic diagram of a final drive.

Fig. 4 is a schematic diagram of a symbol structure of a sun gear.

Fig. 5 is a schematic diagram of the symbol structure of the planet and the planet carrier.

Fig. 6 is a schematic diagram of a symbol structure of the ring gear.

Fig. 7 is a schematic diagram of a symbol structure of the differential.

Fig. 8 is a schematic symbol structure of the shift mechanism.

Wherein, in fig. 1-8:

the gear shifting device comprises a main speed reducer-1, a planetary gear transmission mechanism-2, a differential mechanism-3, a gear shifting mechanism-4, a flange-5, a half shaft-6, a fixed transmission part-7 and an intermediate shaft-8;

pinion-11, bull gear-12;

sun gear-21, planet gear-22, planet carrier-23, gear ring-24;

side gear-31, differential gear-32;

a fixed external spline-71;

movable external spline-231, internal spline-241.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

Referring to fig. 1 and 2, fig. 1 is a schematic diagram of a transmission principle of a gear shifting mechanism 4 in a first gear state according to an embodiment of the present utility model, and fig. 2 is a schematic diagram of a transmission principle of a gear shifting mechanism 4 in a second gear state according to an embodiment of the present utility model.

In one embodiment provided by the present utility model, the variable ratio drive axle basically includes a final drive 1, a planetary gear drive 2, a differential 3 and a shift mechanism 4.

The planetary gear mechanism 2 mainly comprises four core components of a sun gear 21, a planet gear 22, a planet carrier 23 and a gear ring 24.

The differential 3 mainly includes a meshed side gear 31 and a differential gear 32, wherein the side gear 31 is for outputting power to the half shafts 6, and the side gears 31 are provided in two at the same time to be connected with the left and right half shafts 6 in the vehicle body, respectively, to transmit power to the left and right wheels, respectively. As for the differential gear 32, only one or two may be provided. In order to improve the transmission efficiency, a cross-shaft engagement structure of two side gears 31 and two differential gears 32 is preferably employed.

The input end of the main speed reducer 1 is connected with a transmission shaft, and the output end of the main speed reducer 1 is connected with a rotating shaft of the sun gear 21, so that power of the transmission shaft is transmitted to the inner sun gear 21, and the sun gear 21 is driven to rotate.

The sun gear 21 is kept in mesh with the planet gears 22, the planet gears 22 are sleeved on the planet carrier 23 and are meshed with the gear ring 24, one end of the planet carrier 23 extends outwards to be connected with a rotating shaft of the differential gear 32 in the differential 3, so that the output of the planet carrier 23 serves as the input of the differential 3, and the differential gear 32 is driven to synchronously rotate through the rotation (revolution) of the planet carrier 23.

The gear shift mechanism 4 is a core member having at least two gear positions, and is mainly used for controlling the connection state and the movement state of the ring gear 24.

When the gear shifting mechanism 4 works in the first gear, the gear shifting mechanism 4 is used for fixing the gear ring 24, so that the gear ring 24 cannot perform rotary motion; at this time, the sun gear 21 is an input to the planetary gear 2, the ring gear 24 is fixed, only the carrier 23 is an output, the speed ratio between the sun gear 21 and the carrier 23 is greater than 1, the planetary gear 2 plays a role in reducing speed and increasing torque, and the reduction ratio is increased by realizing two-stage reduction on the basis of the reduction of the main reduction gear 1.

When the gear shifting mechanism 4 works in the second gear, the gear shifting mechanism 4 is used for connecting the gear ring 24 with the other end of the planet carrier 23, so that the gear ring 24 and the planet carrier 23 keep the same rotating speed; at this time, according to the transmission characteristics of the planetary gear transmission mechanism 2, when any two parts of the sun gear 21, the planet carrier 23 and the ring gear 24 are connected into a whole, there is no relative motion between the parts, the whole planetary gear transmission mechanism 2 synchronously rotates as a whole, which is equivalent to direct gear transmission, the speed ratio of the sun gear 21 to the planet carrier 23 is equal to 1, the planetary gear transmission mechanism 2 does not participate in the deceleration action, and only the main speed reducer 1 is used for deceleration, so that the deceleration is small.

In summary, in the variable-ratio drive axle provided in this embodiment, the gear ratio of the planetary gear transmission mechanism 2 is adjusted to switch between the condition of greater than 1 and the condition of equal to 1 by controlling the connection state and the movement state of the gear ring 24 by the gear shifting mechanism 4, so that the combined main speed reducer 1 realizes two-stage speed reduction with a relatively large speed ratio, or only realizes single-stage speed reduction with a relatively small speed ratio by the main speed reducer 1, so that the reduction ratio of the drive axle can be adjusted to adapt to different working condition demands by the variable reduction ratio.

As shown in fig. 3, fig. 3 is a schematic diagram of the sign structure of the final drive 1.

In an alternative embodiment with respect to the final drive 1, the final drive 1 mainly comprises a pinion 11 and a gearwheel 12. Wherein the rotation axis of the pinion 11 is connected to the flange 5 provided at the end of the transmission shaft, and the rotation axis of the bull gear 12 is connected to the rotation axis of the sun gear 21 in the planetary gear 2. So set up, the power of transmission shaft is transmitted to pinion 11 through terminal flange 5, and the meshing between pinion 11 and the gear wheel 12 realizes the one-level speed reduction again, later exports the power on the sun gear 21, drives sun gear 21 and rotates.

To facilitate the power output of the drive axle, in this embodiment, the differential 3 is connected to the wheels via axle shafts 6. Specifically, the two half shafts 6 are simultaneously provided, namely a left half shaft 6 and a right half shaft 6. Wherein the inner ends of the two half shafts 6 are respectively connected to the rotational shafts of two side gears 31 in the differential 3, and the two side gears 31 are simultaneously engaged with one or two differential gears 32. So configured, when the carrier 23 outputs power to the differential gear 32 of the differential 3, it will be output to the two half shafts 6 through the two side gears 31, respectively.

As shown in fig. 4, fig. 4 is a schematic diagram of the symbol structure of the sun gear 21.

Further, in order to reduce the volume as much as possible and make the structure more compact, in this embodiment, the rotation shaft of the sun gear 21 is specifically a hollow shaft, and one of the half shafts 6 is connected to the wheel after passing through the rotation shaft of the sun gear 21. So set up, when final drive 1 and planetary gear drive 2 all are located one of them side of differential mechanism 3, one of them semi-axis 6 of differential mechanism 3 can directly pass planetary gear drive 2 and link to each other with corresponding side wheel, need not the detour also need not to set up extra adaptor.

Correspondingly, the inner edge of the large gear 12 is sleeved on the hollow rotating shaft of the sun gear 21, and is in key transmission connection through flat keys, splines and other parts. Typically, the key transmission member is disposed at one axial end position of the hollow shaft, and the inner edge of the large gear 12 is engaged with the key transmission member through a corresponding key groove structure, while the sun gear 21 is fixed at the other axial end position of the hollow shaft.

As shown in fig. 6 and 8, fig. 6 is a schematic symbol structure of the ring gear 24, and fig. 8 is a schematic symbol structure of the shift mechanism 4.

In an alternative embodiment regarding the shift mechanism 4, considering that the shift mechanism 4 always has a connection relationship with the ring gear 24 regardless of whether the shift mechanism 4 is operated in the first gear or the second gear, in order to facilitate the normal connection therebetween, in this embodiment, the ring gear 24 is provided with the internal spline 241. Typically, the internal spline 241 is fixed to the end face of the ring gear 24. Correspondingly, the gear shifting mechanism 4 is in internal and external key connection fit with the internal spline 241 on the gear ring 24 through the external spline, and the gear shifting mechanism 4 is always in fit with the internal spline 241 no matter what working position the gear shifting mechanism 4 is in. Specifically, the shift mechanism 4 mainly includes a slide fork that is capable of reciprocating sliding movement in a predetermined direction within a vehicle body, while passing through at least a first gear position and a second gear position during a single-pass sliding movement thereof. Meanwhile, the sliding shifting fork can be equivalent to an external spline with a larger axial length, so that the sliding shifting fork can always keep meshed transmission with the internal spline 241 on the gear ring 24 in the sliding process.

In order to fix the gear ring 24 conveniently, so that the planetary gear transmission mechanism 2 forms a speed reduction ratio transmission mode of the input of the sun gear 21 and the output of the planet carrier 23, a fixed transmission member 7 is added in the embodiment. Specifically, the fixed transmission member 7 is fixedly connected to a predetermined position in the vehicle body, and the gear shifting mechanism 4 is configured to connect the fixed transmission member 7 to the ring gear 24 when operating in the first gear, thereby fixing both the ring gear 24 and the fixed transmission member 7.

In an alternative embodiment with respect to the fixed transmission 7, the fixed transmission 7 comprises a fixed support arm and a fixed external spline 71. One end of the fixed supporting arm is connected to a shell of a reduction gearbox in the vehicle body, and the other end of the fixed supporting arm extends along a preset direction. The fixed external spline 71 is provided on the fixed transmission member 7, and since the fixed external spline 71 is fixedly connected to the fixed transmission member 7, the fixed external spline 71 cannot rotate.

So configured, when the slide fork is slid to the first gear position (point a in fig. 1) in the oriented (leftward direction in fig. 1), the left end of the slide fork is engaged with the fixed external spline 71 on the fixed transmission member 7, so that the entire slide fork cannot rotate, and the slide fork is always kept engaged with the internal spline 241 on the ring gear 24, thereby preventing the ring gear 24 from rotating and being kept fixed. At this time, the sun gear 21 is input, the carrier 23 is output, and the speed ratio is greater than 1.

As shown in fig. 5, fig. 5 is a schematic diagram of the symbol structures of the planet 22 and the planet carrier 23.

In order to facilitate the connection of the ring gear 24 with the carrier 23 so that the planetary gear transmission 2 forms a direct gear transmission mode with a speed ratio equal to 1, in this embodiment, a movable external spline 231 is provided at the other end of the carrier 23. Like the fixed external spline 71, the movable external spline 231 can form a meshing transmission with the slide fork.

So arranged, when the sliding fork is oriented (rightward in fig. 2) to slide to the second gear position (point B in fig. 2), the right end of the sliding fork and the movable external spline 231 on the planet carrier 23 form meshing transmission, and the sliding fork always keeps a meshing state with the internal spline 241 on the gear ring 24, so that the gear ring 24 is indirectly connected with the planet carrier 23 through the sliding fork, according to the transmission characteristics of the planetary gear transmission mechanism 2, when any two parts of the sun gear 21, the planet carrier 23 and the gear ring 24 are connected into a whole, no relative movement exists among the parts, the whole planetary gear transmission mechanism 2 synchronously rotates as a whole, which is equivalent to direct gear transmission, and the speed ratio of the sun gear 21 to the planet carrier 23 is equal to 1.

As shown in fig. 7, fig. 7 is a schematic diagram of the symbol structure of the differential 3.

In an alternative embodiment with respect to the planetary gear 2, it is considered that the differential gears 32 in the differential 3 are generally provided with two, and therefore, the planet gears 22 and the planet carrier 23 are each provided with at least two, so as to ensure that two of the same radially distributed planet carriers 23 can be connected with the rotational shafts of the two differential gears 32, respectively. Meanwhile, the rotating shafts of the two differential gears 32 can be connected into a whole through the intermediate shaft 8, so that the two planetary carriers 23 are connected into a whole, and the improvement of the gear transmission cooperativity is facilitated.

The embodiment also provides a vehicle, which mainly includes a vehicle body and a driving axle disposed in the vehicle body, wherein the driving axle is specifically a variable-gear-ratio driving axle, and the specific content thereof is the same as that of the related content, and is not described herein again. It should be noted that the variable speed ratio drive axle provided in this embodiment is particularly suitable for medium-heavy commercial vehicles, and can be also suitable for other types of vehicles.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present utility model. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the utility model. Thus, the present utility model is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. The variable-ratio drive axle is characterized by comprising a main speed reducer (1), a planetary gear transmission mechanism (2), a differential mechanism (3) and a gear shifting mechanism (4);

the planetary gear transmission mechanism (2) comprises a sun gear (21), a planet gear (22), a planet carrier (23) and a gear ring (24);

the differential (3) comprises a side gear (31) and a differential gear (32);

the input end of the main speed reducer (1) is connected with a transmission shaft, and the output end of the main speed reducer (1) is connected with a rotating shaft of the sun gear (21);

one end of the planet carrier (23) is connected with the rotating shaft of the differential gear (32);

when the gear shifting mechanism (4) works in a first gear, the gear shifting mechanism is used for fixing the gear ring (24);

when the gear shifting mechanism (4) works in a second gear, the gear shifting mechanism is used for connecting the gear ring (24) with the other end of the planet carrier (23).

2. A variable ratio drive axle according to claim 1, characterized in that the final drive (1) comprises a meshed pinion (11) and a gearwheel (12), the rotational axis of the pinion (11) being connected to a flange (5) provided at the end of the drive shaft, the rotational axis of the gearwheel (12) being connected to the rotational axis of the sun wheel (21).

3. A variable ratio drive axle according to claim 2, further comprising a half shaft (6);

the inner end of the half shaft (6) is connected with the rotating shaft of the half shaft gear (31), the rotating shaft of the sun gear (21) is a hollow shaft, and the half shaft (6) penetrates through the rotating shaft of the sun gear (21).

4. A variable ratio transaxle according to claim 3, characterized in that the inner edge of the gearwheel (12) is in keyed connection with the outer edge of the rotational axis of the sun wheel (21).

5. A variable ratio drive axle according to any one of claims 1-4, further comprising a fixed transmission (7) secured within the vehicle body;

when the gear shifting mechanism (4) works in a first gear, the gear ring (24) is connected with the fixed transmission piece (7) through the gear shifting mechanism (4).

6. A variable ratio drive axle according to claim 5, characterized in that the fixed transmission (7) is provided with fixed external splines (71);

when the gear shifting mechanism (4) works in a first gear, the gear ring (24) is connected with the fixed external spline (71) through the gear shifting mechanism (4).

7. The variable ratio transaxle of claim 6, wherein the ring gear (24) is connected with an internal spline (241), and the other end of the carrier (23) is connected with a movable external spline (231);

when the gear shifting mechanism (4) works in a second gear, the internal spline (241) is connected with the movable external spline (231) through the gear shifting mechanism (4).

8. The variable ratio transaxle of claim 7, wherein the shift mechanism (4) includes a sliding fork slidably disposed within the vehicle body, the sliding fork forming a constant mesh transmission with the internal spline (241);

when the sliding shifting fork slides to a first gear position, one end of the sliding shifting fork is meshed with the fixed external spline (71);

when the sliding shifting fork slides to the second gear position, the other end of the sliding shifting fork and the movable external spline (231) form meshing transmission.

9. A variable ratio transaxle according to claim 1, characterized in that the differential gear (32) is provided in two, the planet wheels (22) and the planet carrier (23) being provided in at least two; one end of each planet carrier (23) is connected with the corresponding rotating shaft of the corresponding differential gear (32), and the rotating shafts of the two differential gears (32) are connected into a whole through the intermediate shaft (8).

10. A vehicle comprising a body and a drive axle arranged in the body, characterized in that the drive axle is in particular a variable ratio drive axle according to any one of claims 1-9.