Through-drive axle and multi-connected drive axle system

Abstract

The present invention belongs to the technical field of vehicle engineering and provides a through drive axle and a multi-connected drive axle system. The through drive axle includes a drive shaft system and an inter-axle transfer unit. The inter-axle transfer unit includes a transfer case housing, a planet carrier, inter-axle planetary gears, a ring gear support, an internal ring gear, and a driving spur gear. One axial end of the transfer case housing is drivingly connected to a power input flange, and the other end is provided with an engagement inner cavity. The planet carrier is meshingly arranged in the engagement inner cavity. The inter-axle planetary gears are rotatably arranged on the planet carrier and respectively mesh with the internal ring gear and the driving spur gear to form a planetary gear train. The driving spur gear is slidably sleeved on the first output shaft and the extending end is externally meshed with the second output shaft. In the through drive axle of the present invention, by optimizing the structure and layout form of the drive shaft system and the inter-axle transfer unit, the length of the second output shaft can be shortened, and the internal structure of the through drive axle can be made more compact.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle engineering, and particularly relates to a through drive axle and a multi-connected drive axle system. Background Art

[0002] In overweight vehicles such as all-terrain cranes, in order to meet the requirements of driving force, generally 3 or more drive axles are required to provide the driving force, and a transfer mechanism is generally arranged between multiple drive axles to meet the power distribution requirements between the drive axles. In the prior art, some transfer mechanisms are arranged in the form of planetary gear trains, and by changing the tooth number ratio of the sun gear and the internal gear in the planetary gear train, the power of the transfer mechanism can be proportionally distributed. However, due to the limitation of the internal space of the drive axle, the space utilization rate of the planetary gear train type transfer mechanism is generally low during layout, resulting in a generally large size of the drive axle. Summary of the Invention

[0003] Aiming at the above defects or deficiencies, the present invention provides a through drive axle and a multi-connected drive axle system, aiming to solve the technical problem that the existing planetary gear train type transfer mechanism has a low space utilization rate during layout, resulting in a large size of the drive axle.

[0004] To achieve the above object, the present invention provides a through drive axle, wherein the through drive axle includes a drive shaft system and an inter-axle transfer unit. The drive shaft system includes a power input flange, a first output shaft, and a second output shaft. The inter-axle transfer unit is used to proportionally distribute the power of the power input flange to the first output shaft and the second output shaft. The inter-axle transfer unit includes a transfer case, a planet carrier, inter-axle planetary gears, a ring gear support, an internal gear ring, and a driving spur gear. One axial end of the transfer case is in transmission connection with the power input flange, and the other axial end is provided with a meshing inner cavity. The planet carrier is meshingly arranged in the meshing inner cavity. The inter-axle planetary gears are rotatably arranged on the planet carrier and respectively mesh with the internal gear ring and the driving spur gear to form a planetary gear train. The driving spur gear, as the sun gear, is slidably sleeved on the first output shaft and the extending end away from the power input flange extends out of the meshing inner cavity, and the extending end is externally meshed with the second output shaft. The internal gear ring is arranged between the inter-axle planetary gears and the inner wall of the meshing inner cavity and meshes with the inter-axle planetary gears on the inner side. The ring gear support is arranged at one end of the driving spur gear close to the power input flange and meshes with the first output shaft and the internal gear ring respectively.

[0005] In an embodiment of the present invention, the inter-axle planetary gears are rotatably arranged on the planet carrier and a radial avoidance space is formed at an interval from the inner end face of the meshing inner cavity. The internal gear ring is meshingly arranged on the inter-axle planetary gears and one axial end extends into the radial avoidance space. The ring gear support is arranged in the radial avoidance space and meshes with the internal gear ring and the first output shaft at the two radial ends respectively.

[0006] In an embodiment of the present invention, the second output shaft includes a shaft body and a driven cylindrical gear meshingly sleeved on the shaft body, and the driven cylindrical gear meshes with the extension end.

[0007] In an embodiment of the present invention, a first end face gear is provided on the axial end face of the extension end, and the through drive axle further includes a differential lock sleeve provided on the first output shaft. The differential lock sleeve is meshingly arranged on the first output shaft and can move axially. The differential lock sleeve can selectively mesh with the first end face gear by axially moving.

[0008] In an embodiment of the present invention, the tooth number ratio of the external gear of the driving cylindrical gear to the internal gear ring is 1:2.

[0009] In an embodiment of the present invention, the number of interaxial planetary gears is multiple, and the multiple interaxial planetary gears are evenly arranged at intervals in the circumferential direction of the planet carrier.

[0010] In an embodiment of the present invention, a bevel gear is provided on the second output shaft, and the through drive axle further includes a wheel end transmission mechanism, and the wheel end transmission mechanism is in transmission connection with the bevel gear.

[0011] In an embodiment of the present invention, the wheel end transmission mechanism includes an interwheel differential unit and an interwheel transmission half shaft. The interwheel differential unit includes a differential case, an interwheel planetary shaft and an interwheel planetary gear. The interwheel transmission half shaft includes a half shaft body and a half shaft gear provided on the half shaft body. The differential case is in transmission connection with the bevel gear. The interwheel planetary shaft is fixedly provided on the differential case, and the half shaft gear is in transmission connection with the interwheel planetary shaft through the interwheel planetary gear.

[0012] In an embodiment of the present invention, a sliding meshing sleeve is provided on the half shaft body, and the sliding meshing sleeve is movably arranged and can selectively mesh with the differential case.

[0013] To achieve the above object, the present invention further provides a multi-connected drive axle system, wherein the multi-connected drive axle system includes the through drive axle described above.

[0014] By the above technical solution, the through drive axle provided by the embodiment of the present invention has the following beneficial effects:

[0015] The power input by the power input flange is transmitted to the planet carrier and the interaxial planetary gears on the planet carrier through the transfer case housing. Since the interaxial planetary gears are respectively meshed with the internal gear ring and the driving cylindrical gear to form a planetary gear train, the internal gear ring is in driving engagement with the first output shaft through the gear ring bracket, and the driving cylindrical gear is in driving engagement with the second output shaft. Through the internal gear ring and the driving cylindrical gear, the power on the interaxial planetary gears can be distributed to the first output shaft and the second output shaft. In the through-drive axle of the present invention, by providing an extension end extending out of the meshing cavity on the driving cylindrical gear, the second output shaft can be engaged and driven with the driving cylindrical gear with a shorter length. At the same time, by arranging the gear ring bracket at one end of the driving cylindrical gear close to the power input flange, the shielding of the extension end by the gear ring bracket can be avoided, ensuring the smooth extension of the extension end. Moreover, in the through-drive axle of the present invention, by arranging the power input flange at the outer end and then transmitting the power through the transfer case housing, the influence of the extension of the power input shaft on the internal space of the through-drive axle can be avoided, so that the interaxial transfer unit can be arranged more compactly. In summary, the through-drive axle of the present invention optimizes the structure and arrangement form of the drive shaft system and the interaxial transfer unit, thereby being able to shorten the length of the second output shaft and making the internal structure of the through-drive axle more compact.

[0016] Other features and advantages of the present invention will be described in detail in the subsequent specific implementation part. Brief Description of the Drawings

[0017] The drawings are used to provide an understanding of the present invention and constitute a part of the specification. Together with the following specific implementation, they are used to explain the present invention, but do not constitute a limitation to the present invention. In the drawings:

[0018] Figure 1 is a schematic structural diagram of the through-drive axle according to an embodiment of the present invention;

[0019] Figure 2 is according to an embodiment of the present invention Figure 1 an enlarged schematic structural diagram of part A therein;

[0020] Figure 3 is a schematic structural diagram of the triple drive axle system according to an embodiment of the present invention;

[0021] Figure 4 is a schematic structural diagram of the five-fold drive axle system according to an embodiment of the present invention;

[0022] Figure 5 is a schematic structural diagram of the six-fold drive axle system according to an embodiment of the present invention.

[0023] Description of the Reference Numerals in the Drawings

[0024] 11 Power input flange 12 First output shaft

[0025] 13 Second output shaft 131 Shaft body

[0026] 132 Driven cylindrical gear 133 Bevel gear

[0027] 2 Inter-axle power split unit 21 Power split housing

[0028] 22 Planet carrier 23 Inter-axle planetary gear

[0029] 24 Ring gear support 25 Internal ring gear

[0030] 26 Driving cylindrical gear 261 Extended end

[0031] 262 First face gear 27 Radial avoidance space

[0032] 3 Differential lock sleeve 4 Wheel-end drive mechanism

[0033] 41 Inter-wheel differential unit 411 Differential housing

[0034] 412 Inter-wheel planetary shaft 413 Inter-wheel planetary gear

[0035] 42 Inter-wheel drive half shaft 421 Half shaft body

[0036] 422 Half shaft gear 43 Sliding engagement sleeve

[0037] 5 Engine 6 Twin drive axle

[0038] 7 Transfer case Detailed implementation manners

[0039] The following describes in detail specific embodiments of the present invention with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for explaining and illustrating the present invention, and are not used to limit the present invention.

[0040] The through drive axle of the present invention will be described below with reference to the drawings.

[0041] The present invention provides a through drive axle, as Figure 1 and Figure 2 shown, wherein, the through drive axle includes:

[0042] Drive shaft system, including a power input flange 11, a first output shaft 12 and a second output shaft 13;

[0043] The inter-axle power distribution unit 2 is used to proportionally distribute the power of the power input flange 11 to the first output shaft 12 and the second output shaft 13. The inter-axle power distribution unit 2 includes a transfer case housing 21, a planet carrier 22, inter-axle planetary gears 23, a ring gear support 24, an internal ring gear 25, and a driving spur gear 26. One axial end of the transfer case housing 21 is in driving connection with the power input flange 11, and the other axial end is provided with an engagement cavity. The planet carrier 22 is engaged and arranged in the engagement cavity. The inter-axle planetary gears 23 are rotatably arranged on the planet carrier 22 and respectively engage with the internal ring gear 25 and the driving spur gear 26 to form a planetary gear train. The driving spur gear 26, as the sun gear, is slidably sleeved on the first output shaft 12, and the extension end 261 away from the power input flange 11 extends out of the engagement cavity. The extension end 261 is in external engagement with the second output shaft 13. The internal ring gear 25 is arranged between the inter-axle planetary gears 23 and the cavity wall of the engagement cavity and is internally engaged with the inter-axle planetary gears 23. The ring gear support 24 is arranged at one end of the driving spur gear 26 close to the power input flange 11 and respectively engages with the first output shaft 12 and the internal ring gear 25.

[0044] The power input by the power input flange 11 is transmitted to the planet carrier 22 and the inter-axle planetary gears 23 on the planet carrier 22 through the transfer case housing 21. Since the inter-axle planetary gears 23 respectively engage with the internal ring gear 25 and the driving spur gear 26 to form a planetary gear train, the internal ring gear 25 is in driving engagement with the first output shaft 12 through the ring gear support 24, and the driving spur gear 26 is in driving engagement with the second output shaft 13. Through the internal ring gear 25 and the driving spur gear 26, the power on the inter-axle planetary gears 23 can be distributed to the first output shaft 12 and the second output shaft 13. In the through-drive axle of the present invention, by providing the extension end 261 extending out of the engagement cavity on the driving spur gear 26, the second output shaft 13 can be engaged and driven with the driving spur gear 26 with a shorter length. At the same time, by arranging the ring gear support 24 at one end of the driving spur gear 26 close to the power input flange 11, the shielding of the extension end 261 by the ring gear support 24 can be avoided, ensuring the smooth extension of the extension end 261. Moreover, in the through-drive axle of the present invention, by arranging the power input flange 11 at the outer end and then transmitting the power through the transfer case housing 21, the influence of the extension of the power input shaft on the internal space of the through-drive axle can be avoided, so that the inter-axle power distribution unit 2 can be arranged more compactly. In summary, the through-drive axle in the present invention optimizes the structure and layout form of the drive shaft system and the inter-axle power distribution unit 2, so as to be able to shorten the length of the second output shaft 13 and make the internal structure of the through-drive axle more compact.

[0045] It should be noted that the driving spur gear 26 is slidably sleeved on the first output shaft 12, which means that the driving spur gear 26 can rotate relative to the first output shaft 12. A wear-resistant sleeve can be provided between the driving spur gear 26 and the first output shaft 12 to ensure the service life. The planet carrier 22 can revolve around the rotation center line of the first output shaft 12, the intermediate planetary gear 23 can rotate and revolve together with the planet carrier 22. Power transmission is achieved through the engagement of the internal gear ring 25 and the driving spur gear 26 with the intermediate planetary gear 23 respectively. The second output shaft 13 is the power transmission shaft at the wheel end. The longer the length, the higher the processing and assembly costs. However, in the present invention, by providing an extension end 261 on the driving spur gear 26, a shorter model of the second output shaft 13 can also meet the assembly requirements, thereby effectively reducing the assembly cost of the through drive axle and reducing the size of the through drive axle.

[0046] As Figure 1 and Figure 2 shown, in the embodiment of the present invention, the intermediate planetary gear 23 is rotatably arranged on the planet carrier 22 and a radial avoidance space 27 is formed at an interval from the inner end surface of the engagement inner cavity. The internal gear ring 25 is meshingly arranged on the intermediate planetary gear 23 and one axial end extends into the radial avoidance space 27. The gear ring support 24 is arranged in the radial avoidance space 27 and the two radial ends are respectively meshed with the internal gear ring 25 and the first output shaft 12. Specifically, the planet carrier 22 is meshingly arranged near the opening end surface of the engagement inner cavity. The intermediate planetary gear 23 is rotatably arranged on one side of the planet carrier 22 away from the opening of the engagement inner cavity and is arranged at an interval from the inner end surface of the engagement inner cavity to form a radial avoidance space 27. By providing the radial avoidance space 27, an installation space is provided for the gear ring support 24. At the same time, a stop piece can also be provided on the gear ring support 24 to prevent the gear ring support 24 from axially moving in the radial avoidance space 27.

[0047] As Figure 1 and Figure 2 shown, in the embodiment of the present invention, the second output shaft 13 includes a shaft body 131 and a driven spur gear 132 meshingly sleeved on the shaft body 131. The driven spur gear 132 is meshed with the extension end 261. Specifically, the outer edge of the driven spur gear 132 has external teeth for meshing with the external teeth of the driving spur gear 26. The inner hole of the driven spur gear 132 is provided with internal teeth for meshing with the shaft body 131. Through the engagement of the driving spur gear 26 and the driven spur gear 132, power is transmitted to the shaft body 131.

[0048] As Figure 1As shown, in an embodiment of the present invention, a first end face gear 262 is provided on the axial end face of the extension end 261. The through drive axle further includes a differential lock sleeve 3 disposed on the first output shaft 12. The differential lock sleeve 3 is meshed with the first output shaft 12 and can move axially. The differential lock sleeve 3 can selectively mesh with the first end face gear 262 by axially moving. Specifically, by setting the inter-axle power distribution unit 2 as a planetary gear train structure, the through drive axle in the present invention can have a differential function. That is, when the vehicle is running, the speeds of each drive axle may be inconsistent. To avoid wheel skidding between each drive axle, when there is a speed difference between the first output shaft 12 and the second output shaft 13, the balance between the internal gear ring 25 and the driving cylindrical gear 26 is broken. This inter-axle planetary gear 23 not only revolves together with the planet carrier 22, but also rotates itself. Through the rotation of the inter-axle planetary gear 23, the rotational speed difference between the first output shaft 12 and the second output shaft 13 can be compensated. When driving on some special road sections, when a part of the drive axle is suspended and slips in a muddy road surface, it is necessary to turn off the differential function. By providing a differential lock sleeve 3 on the first output shaft 12, the differential lock sleeve 3 is connected to an external actuator. Under the action of the actuator, the differential lock sleeve 3 can slide on the first output shaft 12 and connect with the first end face gear 262 of the driving cylindrical gear 26. By locking the differential lock sleeve 3 with the driving cylindrical gear 26, the driving cylindrical gear 26 and the internal gear ring 25 can be in a rigid connection state, and the power of the power input flange 11 is directly transmitted to the first output shaft 12 and the second output shaft 13. At this time, the first output shaft 12 and the second output shaft 13 have the same output power.

[0049] As Figure 1 shown, in an embodiment of the present invention, the tooth number ratio of the external gear of the driving cylindrical gear 26 to the internal gear ring 25 is 1:2. By setting the tooth number ratio of the external gear of the driving cylindrical gear 26 to the internal gear ring 25 as 1:2, the output power of the first output shaft 12 and the second output shaft 13 can be distributed in a ratio of 2:1, so that in a triple drive axle system, it is convenient to realize a power distribution of 1:1:1. Of course, the tooth numbers of the external gear of the driving cylindrical gear 26 and the internal gear ring 25 of the gear ring support 24 can also be set to other ratios according to the requirements of power distribution.

[0050] In an embodiment of the present invention, the number of the inter-axle planetary gears 23 is multiple, and the multiple inter-axle planetary gears 23 are arranged at equal intervals along the circumferential direction of the planet carrier 22. Through the multiple inter-axle planetary gears 23, the transmission of the inter-axle power distribution unit 2 is more uniform.

[0051] As Figure 1As shown, in the embodiment of the present invention, a bevel gear 133 is provided on the second output shaft 13. The through drive axle further includes a wheel end transmission mechanism 4, and the wheel end transmission mechanism 4 is in transmission connection with the bevel gear 133. Specifically, the outer edge of the bevel gear 133 is provided with conical external teeth. One axial end of the bevel gear 133 meshes with the driven cylindrical gear 132. The wheel end transmission mechanism 4 is provided with a driven bevel gear that cooperates with the bevel gear 133, and the change of the transmission direction is achieved through the driven bevel gear and the bevel gear 133.

[0052] As Figure 1 shown, in the embodiment of the present invention, the wheel end transmission mechanism 4 includes an inter-wheel differential unit 41 and an inter-wheel transmission half shaft 42. The inter-wheel differential unit 41 includes a differential case 411, an inter-wheel planetary shaft 412, and an inter-wheel planetary gear 413. The inter-wheel transmission half shaft 42 includes a half shaft body 421 and a half shaft gear 422 provided on the half shaft body 421. The differential case 411 is in transmission connection with the bevel gear 133. The inter-wheel planetary shaft 412 is fixedly arranged on the differential case 411, and the half shaft gear 422 is in transmission connection with the inter-wheel planetary shaft 412 through the inter-wheel planetary gear 413. Specifically, the driven bevel gear is arranged on the differential case 411. The inter-wheel planetary shaft 412 is fixedly arranged on the differential case 411 and can rotate together with the differential case 411. The inter-wheel planetary gear 413 is arranged between the half shaft gear 422 and the inter-wheel planetary shaft 412. In the normal state, the half shaft gears 422, the inter-wheel planetary shafts 412, and the inter-wheel planetary gears 413 on both sides form a stable lever. When there is a rotational speed difference between the half shaft bodies 421 on both sides, this rotational speed difference will drive the inter-wheel planetary gear 413 to rotate self, so as to achieve the differential function of the half shaft bodies 421 on both sides.

[0053] As Figure 1 shown, in the embodiment of the present invention, a sliding engagement sleeve 43 is provided on the half shaft body 421. The sliding engagement sleeve 43 is movably arranged and can selectively engage with the differential case 411. Through the engagement of the sliding engagement sleeve 43, when a wheel or the half shaft body 421 on one side of the drive axle is suspended or slips, the half shaft bodies 421 on both sides can perform differential locking. Specifically, when the sliding engagement sleeve 43 engages with the differential case 411, the power of the second output shaft 13 is directly transmitted to the half shaft body 421 through the differential case 411 and the sliding engagement sleeve 43. At this time, the inter-wheel planetary gear 413 fails, and there is no differential function between the half shaft bodies 421 on both sides.

[0054] To achieve the above object, the present invention also provides a multi-connected drive axle system. Among them, the multi-connected drive axle system includes the through drive axle described above. Since the multi-connected drive axle system adopts all the technical solutions of the above embodiment, it at least has the beneficial effects brought by the above embodiment, which will not be elaborated one by one here.

[0055] As Figure 3 shown, in an embodiment of the present invention, the multi-link drive axle system may be a triple-link drive axle system. The connection method of the triple-link drive axle system is as follows: the output shaft of the engine 5 and the transmission system is directly connected to the power input flange 11 of the through drive axle in the present invention, and part of the power is transmitted to the wheel-end drive mechanism 4 through the inter-axle transfer unit 2, and the other part is transmitted to the first output shaft 12. The tooth number ratio of the external gear of the driving cylindrical gear 26 in the inter-axle transfer unit 2 to the internal gear ring 25 can be set to 1:2. By connecting a two-link drive axle 6 with a power 1:1 distribution at the end of the first output shaft 12, a triple-link drive axle system with a power 1:1:1 distribution can be formed.

[0056] As Figure 4 shown, in an embodiment of the present invention, the multi-link drive axle system may be a five-link drive axle system. The five-link drive axle system is formed by paralleling another two-link drive axle 6 on the basis of the above-mentioned triple-link drive axle system. The connection method of the five-link drive axle system is as follows: the output shaft of the engine 5 and the transmission system distributes the power in a ratio of 2:3 through the transfer case 7. Two parts of the power are transmitted to the two-link drive axle 6 through the drive shaft, and the other three parts of the power are transmitted to the through drive axle through the drive shaft and then transmitted to the two-link drive axle 6, so as to realize a 1:1:1:1:1 power distribution of the five-link drive axle. Of course, as Figure 5 shown, the multi-link drive axle system may also be a six-link drive axle system. The six-link drive axle system is composed of two triple-link drive axle systems. Through the two triple-link drive axle systems, a 1:1:1:1:1:1 power distribution can be realized.

[0057] In the description of the present invention, it should be understood that the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0058] In the present invention, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection or communication with each other; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal communication of two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0059] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "examples", "specific examples", or "some examples", etc., mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0060] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

Claims

1. A through drive axle, characterized in that, The through-drive axle includes: A drive shaft system, including a power input flange (11), a first output shaft (12), and a second output shaft (13); and An inter-axle transfer unit (2) for proportionally distributing the power of the power input flange (11) to the first output shaft (12) and the second output shaft (13). The inter-axle transfer unit (2) includes a transfer case housing (21), a planet carrier (22), inter-axle planetary gears (23), a ring gear support (24), an internal ring gear (25), and a driving spur gear (26). One axial end of the transfer case housing (21) is in transmission connection with the power input flange (11), and the other axial end is provided with an engagement inner cavity. The planet carrier (22) is engaged and arranged in the engagement inner cavity. The inter-axle planetary gears (23) are rotatably arranged on the planet carrier (22) and respectively engage with the internal ring gear (25) and the driving spur gear (26) to form a planetary gear train. The driving spur gear (26) is slidably sleeved on the first output shaft (12) as a sun gear, and an extension end (261) away from the power input flange (11) extends out of the engagement inner cavity. The extension end (261) is externally engaged with the second output shaft (13). The internal ring gear (25) is arranged between the inter-axle planetary gears (23) and the cavity wall of the engagement inner cavity and is internally engaged with the inter-axle planetary gears (23). The ring gear support (24) is arranged at one end of the driving spur gear (26) close to the power input flange (11) and respectively engages with the first output shaft (12) and the internal ring gear (25).

2. The through drive axle according to claim 1, characterized in that, The inter-axle planetary gears (23) are rotatably arranged on the planet carrier (22) and a radial avoidance space (27) is formed at an interval from the inner end face of the engagement inner cavity. The internal ring gear (25) is engaged and arranged on the inter-axle planetary gears (23), and one axial end extends into the radial avoidance space (27). The ring gear support (24) is arranged in the radial avoidance space (27), and the two radial ends respectively engage with the internal ring gear (25) and the first output shaft (12).

3. The through drive axle according to claim 1, characterized in that, The second output shaft (13) includes a shaft body (131) and a driven spur gear (132) meshing and sleeved on the shaft body (131). The driven spur gear (132) engages with the extension end (261).

4. The through drive axle according to claim 3, characterized in that, A first face gear (262) is provided on the axial end face of the extension end (261). The through-drive axle further includes a differential lock sleeve (3) arranged on the first output shaft (12). The differential lock sleeve (3) is engaged and arranged on the first output shaft (12) and can move axially. The differential lock sleeve (3) can selectively engage with the first face gear (262) by axially moving.

5. The through drive axle according to claim 1, characterized in that, The tooth number ratio of the external gear of the driving spur gear (26) to the internal ring gear (25) is 1:

2.

6. The through drive axle according to claim 1, characterized in that, The number of the inter-axle planetary gears (23) is multiple, and the multiple inter-axle planetary gears (23) are evenly arranged at intervals in the circumferential direction of the planet carrier (22).

7. The through drive axle according to claim 1, wherein A bevel gear (133) is provided on the second output shaft (13), and the through drive axle further includes a wheel-end transmission mechanism (4), and the wheel-end transmission mechanism (4) is in transmission connection with the bevel gear (133).

8. The through drive axle according to claim 7, characterized in that The wheel-end transmission mechanism (4) includes an inter-wheel differential unit (41) and an inter-wheel transmission half shaft (42). The inter-wheel differential unit (41) includes a differential housing (411), an inter-wheel planetary shaft (412) and an inter-wheel planetary gear (413). The inter-wheel transmission half shaft (42) includes a half shaft body (421) and a half shaft gear (422) provided on the half shaft body (421). The differential housing (411) is in transmission connection with the bevel gear (133). The inter-wheel planetary shaft (412) is fixedly provided on the differential housing (411), and the half shaft gear (422) is in transmission connection with the inter-wheel planetary shaft (412) through the inter-wheel planetary gear (413).

9. The through drive axle according to claim 8, characterized in that, A sliding engagement sleeve (43) is provided on the half shaft body (421), and the sliding engagement sleeve (43) is movably arranged and can selectively engage with the differential housing (411).

10. A multi-connected drive axle system, characterized in that, Comprising a through drive axle according to any one of claims 1 to 9.

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