Dual speed drive axle system and vehicle

Abstract

The application relates to a dual-speed drive axle system and a vehicle. The dual-speed drive axle system comprises two groups of drive axle assemblies connected to each other, the dual-speed drive axle assembly comprises a half shaft, a driving unit, a speed reducer unit and a brake unit; the driving unit is used for providing driving force; the speed reducer unit is sleeved on the half shaft and is used for transmitting the driving force of the driving unit to a wheel hub so that the wheel hub rotates; the brake unit is sleeved on the half shaft and is used for braking the wheel hub; wherein the two groups of driving units in the two groups of drive axle assemblies can independently drive the two groups of wheel hubs, so that the two groups of wheel hubs can output the same rotating speed or different rotating speeds. The integrated mode of the dual-speed drive axle system can abandon the traditional clutch, differential, transmission system and other mechanical components, the structure is compact, assembly is simple, the mechanical transmission structure is simplified, the power transmission system is lightened in quality, the volume is small, the occupied space is small, the transmission chain is shortened, transmission loss is small, and the transmission efficiency is effectively improved.

Description

Technical Field

[0001] This application relates to the field of engineering machinery technology, and in particular to a dual-speed drive axle system and vehicle. Background Technology

[0002] With the development of the times, the role of automobiles has become increasingly prominent, and automobiles have become an indispensable tool for people's lives. Among the various assemblies of an automobile, the drive axle encompasses the most mechanical parts, components, and subassemblies. Located at the end of the transmission system, the drive axle is a mechanism that changes the speed and torque from the transmission and transmits them to the drive wheels. The drive axle consists of a final drive, differential, wheel drive system, and drive axle housing. Through the transmission of gears in the final drive, it reduces speed and increases torque; through bevel gear transmission, it changes the direction of torque transmission; through the differential, it allows the inner and outer wheels to rotate at different speeds to adapt to the steering requirements of the vehicle; and through the axle housing and wheels, it achieves the functions of load-bearing and rotation.

[0003] In related technologies, the drive axle transmits the engine torque from the universal joint transmission device to the drive wheels through the clutch, gearbox, main reducer, differential, half shaft, wheel-side reducer, etc., to achieve functions such as speed reduction and torque increase.

[0004] However, the transmission structure of the aforementioned drive axle is quite complex, involving multiple component assemblies in its power transmission chain. Due to the large size and weight of these assemblies, the drive axle's transmission efficiency is low. Improving the transmission efficiency of the drive axle is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] Therefore, it is necessary to provide a dual-speed drive axle system and vehicle to address the problem that the large size and weight of the drive axle lead to low transmission efficiency.

[0006] The first aspect of this application provides a dual-speed drive axle system, comprising two interconnected drive axle assemblies. The output end of each drive axle assembly is connected to a wheel hub. Each drive axle assembly includes a half-shaft, a drive unit, a reducer unit, and a braking unit. The drive unit provides driving force; the reducer unit is sleeved on the half-shaft and disposed between the drive unit and the wheel hub, for transmitting the driving force of the drive unit to the wheel hub to rotate the wheel hub; the brake unit is sleeved on the half-shaft and disposed between the reducer unit and the wheel hub, for braking the wheel hub; wherein the two drive units in the two drive axle assemblies can independently drive the two wheel hubs, enabling the two wheel hubs to output the same or different speeds.

[0007] In one embodiment, the reducer unit includes a housing and a transmission assembly. The transmission assembly includes a first transmission member, a second transmission member, and a mounting member. The first transmission member is connected to the housing and is also connected between the drive unit and the second transmission member for transmitting the driving force of the drive unit to the second transmission member. The first transmission member is sleeved on the mounting member, and the second transmission member is mounted on the first transmission member by means of the mounting member.

[0008] In one embodiment, the reducer unit further includes a shifting assembly sleeved on a mounting member. The shifting assembly is movable along the axial direction of the mounting member. The mounting member has a first state and a second state. When the mounting member is in the first state, the shifting assembly is connected between the first transmission member and the mounting member, causing the mounting member to rotate coaxially with the first transmission member. When the mounting member is in the second state, the shifting assembly is connected to the housing, causing the mounting member to be stationary relative to the first transmission member. In the first state, the first transmission member and the power output component have a first transmission ratio. In the second state, the first transmission member and the power output component have a second transmission ratio. The second transmission ratio is different from the first transmission ratio.

[0009] In one embodiment, the shifting assembly includes a shifting member, the shifting member having a first tooth on its end face near the first transmission member, and the first transmission member having a second tooth on its end face near the shifting member; in a first state, the first tooth can engage with the second tooth to transmit the power of the first transmission member to the mounting member.

[0010] In one embodiment, a fastener is disposed on the inner wall of the housing near the shift assembly, the fastener has a third tooth on its end face near the shift assembly, and the shift assembly has a fourth tooth on its end face near the fastener; in the second state, the third tooth can engage with the fourth tooth to fix the mounting component.

[0011] In one embodiment, the brake unit includes a fixed assembly and a friction plate assembly, which is fixedly connected to the half shaft. The friction plate assembly includes a plurality of first friction plates and a plurality of second friction plates. All the first friction plates are sleeved on the half shaft to follow the rotation of the half shaft. All the second friction plates are connected to the fixed assembly. The first friction plates and the second friction plates are arranged alternately at intervals.

[0012] In one embodiment, the brake unit further includes a brake assembly connected between the fixed assembly and the second friction pad, the brake assembly being used to compress the friction pad assembly and return the friction pad assembly to its initial state.

[0013] In one embodiment, the half-shaft is provided with a splined shaft, and the first friction plate is connected to the half-shaft via the splined shaft.

[0014] In one embodiment, the fixing component includes a gear ring and a gear ring bracket, the gear ring bracket being connected between the gear ring and the half shaft, the inner circumferential surface of the gear ring being provided with a first tooth hole, and the second friction plate being connected to the gear ring via the first tooth hole.

[0015] A second aspect of this application provides a vehicle that includes a two-speed drive axle system.

[0016] The aforementioned dual-speed drive axle system integrates two reducer units, two drive units, and two brake units. The output torque of the drive units is transmitted to the wheel hubs through the reducer and brake units, causing the wheel hubs to rotate or brake. Firstly, by using two drive units to independently control two sets of wheel hubs, stronger power can be provided, and since one drive unit acts on one reducer unit, the torque load capacity of the reducer unit is reduced, thus reducing the overall weight of the drive axle. Secondly, the output shafts of the two drive units rotate at the same speed, each transmitting torque to the wheel hubs on both sides through the reducer unit, adapting to straight-line operation; by controlling the output shafts of the two drive units to output at different speeds, the wheel hubs on both sides rotate at different speeds, adapting to turning operation, thereby meeting different operating requirements and eliminating the need for a traditional differential structure. Third, this integrated approach eliminates traditional mechanical components such as clutches, differentials, and transmission systems, resulting in a compact structure, simple assembly, and simplified mechanical transmission structure. This facilitates weight reduction, smaller size, and less space occupation in the power transmission system, shortens the transmission chain, minimizes transmission losses, and effectively improves transmission efficiency. Fourth, under the same power conditions, the cost of two small motors is lower than that of one large motor, and the production cost is lower compared to the previous method of using a single large-power motor. Attached Figure Description

[0017] Figure 1 This is a cross-sectional view of a dual-speed drive axle system in one embodiment of this application.

[0018] Figure 2 This is a cross-sectional view of a reducer unit in one embodiment of this application.

[0019] Figure 3 This is a cross-sectional view of the turbine in a reducer unit according to one embodiment of this application.

[0020] Figure 4 This is a cross-sectional view of the turbine support in a reducer unit according to one embodiment of this application.

[0021] Figure 5 This is a schematic diagram of the worm gear in a reducer unit according to one embodiment of this application.

[0022] Figure 6 This is a cross-sectional view of the first planetary gear carrier in a reducer unit according to an embodiment of this application.

[0023] Figure 7 This is a cross-sectional view of the second planetary gear carrier in a reducer unit according to one embodiment of this application.

[0024] Figure 8 This is a cross-sectional view of the shifting component in a reducer unit according to one embodiment of this application.

[0025] Figure 9 This is a cross-sectional view of the fixing member in the reducer unit according to one embodiment of this application.

[0026] Figure 10 This is a cross-sectional view of a brake unit in one embodiment of this application.

[0027] Figure 11 This is a cross-sectional view of the half-shaft in the drive axle system of one embodiment of this application.

[0028] Figure 12 This is a cross-sectional view of the gear ring in a brake unit according to one embodiment of this application.

[0029] Figure 13 This is a cross-sectional view of the gear ring bracket in the brake unit according to one embodiment of this application.

[0030] Figure 14 This is a cross-sectional view of the shaft head in a brake unit according to one embodiment of this application.

[0031] Drive axle assembly 100, axle housing 200, wheel hub 300, half shaft 1, second splined shaft 101, fourteenth through hole 102, fourth splined shaft 103, shaft head 11, first threaded diameter 111, fifth splined shaft 112, first annular groove 113, third channel 114, oil hole 115, fifth threaded hole 116, shaft head diameter 117, drive unit 2, worm 21, worm gear 211, first shaft diameter 212, first splined shaft 213, reducer unit 3, first housing 5, transmission assembly 30, first transmission component 31, turbine 311, first threaded hole 3111, turbine gear 3112, cylindrical gear Hole 3113, second shaft diameter 3114, third through hole 3115, first end face 3116, second tooth 3117, turbine bracket 312, first through hole 3121, third shaft diameter 3122, fourth through hole 3123, third end face 3124, second transmission component 32, planetary gear 321, planetary gear shaft 322, needle roller bearing 323, planetary gear washer 324, mounting component 33, first planetary gear carrier 331, second threaded hole 3311, fourth shaft diameter 3112, second end face 3313, fifth through hole 3314, third splined shaft 3315, second planetary gear carrier 332, second through hole 33 21. Fifth shaft diameter 3322. Fourth end face 3323. Sixth through hole 3324. Fifth end face 3325. First bolt 34. First rotating component 35. Second bolt 36. Second rotating component 37. Third rotating component 38. Power output assembly 40. Sun gear 41. Sun gear washer 42. Shift assembly 50. Shift component 51. Third spline hole 511. First tooth 512. Fourth tooth 513. Ring groove 514. Fixing component 52. Seventh through hole 521. Third tooth 522. Third bolt 53. Actuating assembly 54. Brake unit 4. Second housing 6. Fixing assembly 60. Gear ring 61. Third Threaded hole 611, first toothed hole 612, first channel 613, ninth through hole 614, sixth end face 615, gear ring bracket 62, eighth through hole 621, blind hole 622, fifth spline hole 623, second channel 624, tenth through hole 625, fourth channel 626, sixth threaded hole 627, fourth bolt 63, nut 64, cylindrical pin 65, retaining ring 66, friction plate assembly 70, first friction plate 71, second friction plate 72, brake assembly 80, brake element 81, elastic element 82, flow channel 83, chamber 84, oil pipe 85, sealing ring 86, fifth bolt 90, sixth bolt 91. Detailed Implementation

[0032] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0033] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0034] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0035] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0036] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0037] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0038] refer to Figure 1 As shown in the figure, an embodiment of this application provides a dual-speed drive axle system, which includes two sets of drive axle assemblies 100 connected to each other, and the two sets of drive axle assemblies 100 are connected to each other through axle housing 200. The output end of each set of drive axle assembly 100 is connected to the corresponding wheel hub 300, and each set of drive axle assembly 100 includes a half shaft 1, a drive unit 2, a reducer unit 3, and a brake unit 4. Drive unit 2 is connected to reducer unit 3 to provide driving force; reducer unit 3 is connected to axle housing 200 via a flange, reducer unit 3 is sleeved on half shaft 1, and reducer unit 3 is disposed between drive unit 2 and wheel hub 300 to transmit the driving force of drive unit 2 to wheel hub 300 so that wheel hub 300 rotates; brake unit 4 is sleeved on half shaft 1, and brake unit 4 is disposed between reducer unit 3 and wheel hub 300 to brake wheel hub 300; wherein, the two sets of drive units 2 in the two sets of drive axle assemblies 100 can independently drive the wheel hub 300, so that the two sets of wheel hub 300 can output the same speed or different speeds. The two wheel hubs 300 on both sides output the same speed to adapt to the straight-line operation state; the two wheel hubs 300 on both sides output different speeds to adapt to the turning operation state.

[0039] See Figure 2As shown, the reducer unit 3 includes a transmission assembly 30, a power output assembly 40, and a shift assembly 50. The transmission assembly 30, power output assembly 40, and shift assembly 50 are all installed inside the first housing 5, which protects the internal components. The drive unit 2 is located outside the first housing 5 and provides driving force. The transmission assembly 30 connects the drive unit 2 and the power output assembly 40, transmitting the driving force of the drive unit 2 to the power output assembly 40. The power output assembly 40 is fitted onto the half-shaft 1, thereby outputting power to the half-shaft 1 to drive the wheel hub 300. The shift assembly 50 is connected to the transmission assembly 30 and switches the operating state inside the transmission assembly 30, enabling the power output assembly 40 to output power at different speeds, simultaneously meeting the requirements of alternating high-speed low-torque and low-speed high-torque operating conditions.

[0040] The transmission assembly 30 includes a first transmission member 31, a second transmission member 32, and a mounting member 33. The first transmission member 31 is connected to a first housing 5, which provides support for the first transmission member 31. The first transmission member 31 is also connected between the drive unit 2 and the second transmission member 32, transmitting the driving force of the drive unit 2 to the second transmission member 32. The first transmission member 31 is fitted onto the mounting member 33, and the second transmission member 32 is mounted on the first transmission member 31 via the mounting member 33. The second transmission member 32 is connected to the power output assembly 40, transmitting power to the power output assembly 40. The mounting member 33 is movably connected to the shift assembly 50, having a first state and a second state. The mounting member 33 can switch between the first and second states via the shift assembly 50 to provide different speed ratios to meet the needs of different operating conditions.

[0041] Combination Figures 1-5 As shown, the first transmission component 31 includes a turbine 311 and a turbine support 312. In the embodiment disclosed in this application, the turbine 311 is disposed on the right side of the turbine support 312. The turbine 311 is provided with a first threaded hole 3111, and the turbine support 312 is provided with a first through hole 3121 corresponding to the first threaded hole 3111. The first threaded hole 3111 and the first through hole 3121 are connected by a first bolt 34 to realize the connection between the turbine 311 and the turbine support 312. The turbine 311 is connected to the drive unit 2 through a worm 21. The turbine teeth 3112 of the turbine 311 mesh with the worm teeth 211 of the worm 21. The first shaft diameter 212 of the worm 21 is connected to the first housing 5 through a bearing. The drive unit 2 includes a motor. The first spline hole of the motor is connected to the first spline shaft 231 of the worm 21. The driving force of the motor is transmitted to the turbine 311 through the worm 21.

[0042] The inner circumferential surface of the turbine 311 is provided with a cylindrical toothed hole 3113. The cylindrical toothed hole 3113 on the inner circumferential surface of the turbine 311 forms a gear ring, and the turbine 311 is connected to the second transmission member 32 through the cylindrical toothed hole 3113.

[0043] A first rotating member 35 is provided between the first transmission member 31 and the first housing 5. Specifically, the second shaft diameter 3114 of the turbine 311 is connected to the circular hole of the first rotating member 35, and the shaft diameter of the first rotating member 35 is connected to the circular hole of the first housing 5; the third shaft diameter 3122 of the turbine support 312 is connected to the circular hole of another first rotating member 35, and the shaft diameter of the other first rotating member 35 is connected to the circular hole of the first housing 5. The first rotating member 35 enables the turbine 311, the turbine support 312, and the first housing 5 to be rotatably connected. Specifically, the first rotating member 35 can be a tapered roller bearing.

[0044] In other embodiments, the turbine 311 may not have a turbine support 312, and both sides of the turbine 311 are rotatably connected to the first housing 5 through the first rotating member 35.

[0045] The second transmission component 32 includes multiple planetary gears 321 and multiple planetary gear shafts 322. All planetary gears 321 mesh with the cylindrical tooth holes 3113 of the turbine 311. All planetary gears 321 are spaced apart along the outer periphery of the power output component 40. The driving force of the drive component 20 is transmitted to the power output component 40 to output power through the turbine teeth 3112, the cylindrical tooth holes 3113, and the planetary gears 321.

[0046] Combination Figure 1 , Figures 6-7 As shown, the mounting component 33 includes a first planetary gear carrier 331 and a second planetary gear carrier 332. In the embodiment disclosed in this application, the first planetary gear carrier 331 is mounted on the right side of the planetary gear 321, and the second planetary gear carrier 332 is mounted on the left side of the planetary gear 321. The first planetary gear carrier 331 is provided with a second threaded hole 3311, and the second planetary gear carrier 332 is provided with a second through hole 3321 corresponding to the second threaded hole 3311. The second threaded hole 3311 and the second through hole 3321 are connected by a second bolt 36 to realize the connection between the first planetary gear carrier 331 and the second planetary gear carrier 332.

[0047] A second rotating member 37 is provided between the first planetary gear carrier 331 and the turbine 311, and between the second planetary gear carrier 332 and the turbine support 312. Specifically, the fourth shaft diameter 3112 of the first planetary gear carrier 331 is connected to the circular hole of the second rotating member 37, and the shaft diameter of the second rotating member 37 is connected to the third through hole 3115 of the turbine 311. The fifth shaft diameter 3322 of the second planetary gear carrier 332 is connected to the circular hole of another second rotating member 37, and the shaft diameter of the other second rotating member 37 is connected to the fourth through hole 3123 of the turbine support 312. The second rotating member 37 enables a rotatable connection between the mounting member 33 and the turbine 311. Specifically, the second rotating member 37 can be a needle roller bearing.

[0048] A third rotating member 38 is also provided between the first planetary gear carrier 331 and the turbine 311, and between the second planetary gear carrier and the turbine support 312. The shaft diameter of the first planetary gear carrier 331 is connected to the circular hole of the third rotating member 38, and the shaft diameter of the third rotating member 38 is connected to the circular hole of the turbine 311. One end face of the third rotating member 38 is in contact with the first end face 3116 of the turbine 311, and the other end face is in contact with the second end face 3313 of the first planetary gear carrier 331. The shaft diameter of the second planetary gear carrier 332 is connected to the circular hole of another third rotating member 38, and the shaft diameter of the other third rotating member 38 is connected to the circular hole between the turbine 311 and the turbine support 312. One end face of the other third rotating member 38 is in contact with the third end face 3124 of the turbine support 312, and the other end face is in contact with the fourth end face 3323 of the second planetary gear carrier 332. Specifically, the third rotating member 38 can be a needle roller bearing.

[0049] The two ends of the planetary gear shaft 322 are connected to the fifth through hole 3314 of the first planetary gear carrier 331 and the sixth through hole 3324 of the second planetary gear carrier 332, respectively. The planetary gear shaft 322 connects the planetary gear 321 and the mounting component 33, and the shaft diameter of the planetary gear shaft 322 is connected to the circular hole of the planetary gear 321 by a needle roller bearing 323. Planetary gear washers 324 are provided at both ends of the planetary gear 321, and the planetary gear 321 is connected to the power output assembly 40 to output power.

[0050] The power output assembly 40 includes a sun gear 41. A sun gear washer 42 is provided at one end of the sun gear, and the sun gear washer 42 mates with the fifth end face 3325 of the second planetary gear carrier 332. The sun gear 41 is sleeved on the half-shaft 1, and the second spline hole of the sun gear 41 is connected to the second spline shaft 101 of the half-shaft 1 (see reference). Figure 11 (As shown). The cylindrical teeth of the sun gear 41 mesh with the cylindrical teeth of all the planet gears 321. Through the planet gears 321 and the sun gear 41, the power of the drive unit 2 is transmitted to the half shaft 1. The half shaft 1 connects the car wheel hub 300 and the wheel. The driving force is output to the wheel, thereby driving the wheel hub 300 to rotate.

[0051] Combination Figure 1 , Figure 8 As shown, the shift assembly 50 includes a shift member 51. The shift member 51 is sleeved on the first planetary gear carrier 331. The third spline shaft 3315 of the first planetary gear carrier 331 is connected to the third spline hole 511 of the shift member 51, allowing the shift member 51 to move axially along the first planetary gear carrier 331. The mounting member 33 has a first state and a second state. When the mounting member 33 is in the first state, the shift member 51 is connected between the first transmission member 31 and the mounting member 33, allowing the mounting member 33 to rotate coaxially with the first transmission member 31. When the mounting member 33 is in the second state, the shift member 51 is connected to the fixing member 52, causing the mounting member 33 to be stationary relative to the first transmission member 31.

[0052] The shift member 51 has a first tooth 512 on its end face near the first transmission member 31, and the turbine 311 has a second tooth 3117 on its end face near the shift member 51. In the first state, the first tooth 512 can engage with the second tooth 3117 to transmit the power of the first transmission member 31 to the mounting member 33, so that the mounting member 33 can rotate coaxially with the first transmission member 31. Moving the shift member 51 causes the first tooth 512 to mesh with the second tooth 3117, and the mounting member 33 is in the first state. The mounting member 33 rotates with the first rotating member 31, and at the same time, all the planetary gears 321 rotate around the sun gear 41 (the planetary gears 321 revolve). At this time, the first transmission member 31 and the moving sun gear 41 have a first transmission ratio. This first transmission ratio provides a high reduction ratio for the half-shaft 1 to adapt to the low-speed, high-torque, fully loaded condition of the hub 300.

[0053] Combination Figure 1 , Figure 9 As shown, a fixing member 52 is provided on the inner wall of the first housing 5. The fixing member 52 is provided with a seventh through hole 521, and the fixing member 52 is installed on the first housing 5 through the seventh through hole 521 and the third bolt 53. The end face of the fixing member 52 near the shift member 51 is provided with a third tooth 522, and the end face of the shift member 51 near the fixing member 52 is provided with a fourth tooth 513; in the second state, the third tooth 522 can cooperate with the fourth tooth 513 to fix the mounting member 33, so that the mounting member 33 is stationary relative to the first transmission member 31. The shifting member 51 causes the fourth tooth 513 to mesh with the third tooth 522, and the mounting member 33 is in the second state. The mounting member 33 remains stationary relative to the first transmission member 31. At the same time, all planetary gears 321 rotate around the planetary gear shaft 322 under the power transmission of the first transmission member 31 (the planetary gears 321 rotate on their own). At this time, the first transmission member 31 and the sun gear 41 have a second transmission ratio that is different from the first transmission ratio. This second transmission ratio provides higher acceleration performance for the half shaft 1 to adapt to the hub 300 in the high-speed, low-torque no-load condition.

[0054] Refer again Figure 1As shown, in some embodiments, the reducer unit 3 further includes a shifting assembly 54, which is connected to the annular groove 514 of the shifting member 51 and is used to drive the shifting assembly 54 to move along the axial direction of the mounting member 33 between the first transmission member 31 and the fixing member 52. Specifically, the shifting assembly 54 may be a shift fork.

[0055] The reducer unit 3 of this application integrates the turbine 311 and the gear ring formed by the cylindrical toothed hole 3113 into one unit. The drive unit 2 drives the turbine 311 via the worm gear 21, while the cylindrical toothed hole 3113 drives the planetary gear 321, realizing power transmission between the inner and outer circumferential surfaces of the turbine 311. The integration of the turbine 311 and the gear ring reduces weight and cost, effectively reducing the layout space and the number of parts. The turbine bracket 312 is connected to the turbine 311 by distributed first bolts 34, and both ends are respectively fitted with tapered roller bearings to the first housing 5, resulting in a compact structure. The first planetary gear carrier 331 and the second planetary gear carrier 332 are connected by distributed second bolts 36, and both ends are respectively fitted with two sets of needle roller bearings to the turbine 311 and the turbine bracket 312 to withstand axial and radial forces, effectively reducing axial and radial installation dimensions. The shifting component 51 enables the reducer unit to output power with different speed ratios. When the shifting component 51 is connected to the worm gear 311, the worm gear 21 of the worm gear 311 is a single-stage reduction, which is used for full-load conditions. When the shifting component 51 is connected to the fixed component 52, the worm gear 21 of the worm gear 311 is reduced in speed and accelerated by the planetary gear system, which is used for no-load conditions, thus meeting the usage requirements of different working conditions.

[0056] In the embodiments disclosed in this application, the output shafts of the two sets of drive units 2 can rotate at the same speed, and the two sets of reducer units 3 transmit the torque output by the two sets of drive units 2 to the wheel hubs 300, so that the two wheel hubs 300 operate at the same speed. This includes: both wheel hubs 300 can output the same high reduction ratio to adapt to low-speed, high-torque full-load conditions; they can also output the same high acceleration performance to adapt to high-speed, low-torque unload conditions, and to adapt to straight-line driving and different road conditions. In addition, the two sets of drive units 2 can be controlled by a controller to make the output shafts of the two sets of drive units 2 rotate at different speeds, and then transmit different torques to the wheel hubs 300 through their respective reducer units 3, so that the two wheel hubs 300 operate at different speeds, to adapt to turning conditions.

[0057] See Figure 10As shown, the brake unit 4 includes a fixing component 60, a friction pad assembly 70, and a braking component 80. The fixing component 60, friction pad assembly 70, and braking component 80 are disposed within the second housing 6, and the hub 300 is connected between the second housing 6 and the half-shaft 1. The fixing component 60, friction pad assembly 70, and braking component 80 are all disposed on the outer periphery of the half-shaft 1, which serves as the power input end for the entire brake unit 2. A shaft head 11 is fitted onto the half-shaft 1, and the fixing component 60 is mounted on the half-shaft 1 via the shaft head 11. The shaft head 11 provides support for the fixing component 60, which is stationary relative to the half-shaft 1 and is used to mount the second friction pads 72. The friction pad assembly 70 includes multiple first friction pads 71 ​​and multiple second friction pads 72. The first friction pads 71 ​​are fitted onto the half-shaft 1 and rotate with it; the second friction pads 72 are connected to the fixing component 60 and cooperate with the first friction pads 71 ​​to brake the half-shaft 1. The braking assembly 80 is connected between the second friction pad 72 and the fixing assembly 60. The friction pad assembly 70 has a braking state and an initial state. The braking assembly 80 is used to switch the friction pad assembly 70 between the initial state and the braking state in order to brake and release the brake on the half shaft 1.

[0058] refer to Figure 10 , Figure 11 As shown, the half-shaft 1 is provided with a fourth splined shaft 103, and the first friction plate 71 is provided with a fourth splined hole. The fourth splined hole mates with the fourth splined shaft 103 to connect the first friction plate 71 to the half-shaft 1. By placing the first friction plate 71 on the output end of the reducer unit 3, i.e., on the half-shaft 1, compared to the previous arrangement where the two sets of friction plates were respectively set on the wheel hub and the axle housing, the braking torque required when the first friction plate 71 and the second friction plate 72 are pressed against each other is greatly reduced after the power of the drive unit 2 is reduced by the reducer unit 3. This effectively reduces the wear force on the two sets of friction plates, thereby reducing the wear of the two sets of friction plates and other connecting parts, and improving the reliability of braking.

[0059] Combination Figure 10 , 12 - Figure 14 As shown, the fixing assembly 60 includes a gear ring 61 and a gear ring bracket 62. The gear ring 61 has a third threaded hole 611, and the gear ring bracket 62 has an eighth through hole 621. The eighth through hole 621 and the third threaded hole 611 are connected by a fourth bolt 63 to achieve the connection between the gear ring 61 and the gear ring bracket 62. The gear ring bracket 62 is used to mount the gear ring 61, and the gear ring 61 is used to mount the second friction plate 72. The gear ring 61 and the gear ring bracket 62 remain stationary relative to the half-shaft 1, so that the second friction plate 72 also remains stationary when not braking.

[0060] The inner circumferential surface of the gear ring 61 is provided with a first toothed hole 612, which is used to install the second friction plate 72, thereby connecting the friction plate with the gear ring 61.

[0061] A nut 64 and a cylindrical pin 65 are provided on the side of the gear ring bracket 62 away from the gear ring 61. The fourth threaded hole of the nut 64 is connected to the first thread diameter 111 of the shaft head 11. One end of the shaft diameter of the cylindrical pin 65 is connected to the nut 64, and the other end of the shaft diameter of the cylindrical pin 65 is connected to the blind hole 622 of the gear ring bracket 62. The gear ring bracket 62 is provided with a fifth spline hole 623, and the shaft head 11 is provided with a fifth spline shaft 112. The fifth spline hole 623 and the fifth spline shaft 112 cooperate to achieve the connection between the gear ring bracket 62 and the shaft head 11 through the fifth spline hole 623, the fifth spline shaft 112, and the cylindrical pin 65.

[0062] A retaining ring 66 is provided on the side of the gear ring bracket 62 near the gear ring 61. The shaft head 11 is provided with a first annular groove 113, and the retaining ring 66 cooperates with the first annular groove 113 to axially limit the gear ring bracket 62.

[0063] The first friction plate 71 and the second friction plate 72 have an initial state and a braking state. When the first friction plate 71 and the second friction plate 72 are in the initial state, the first friction plate 71 and the second friction plate 72 are arranged alternately, and the half shaft 1 can rotate. When the first friction plate 71 and the second friction plate 72 are in the braking state, the first friction plate 71 and the second friction plate 72 press against each other to generate braking friction force, so that the half shaft 1 stops rotating.

[0064] The braking assembly 80 includes a braking element 81 and an elastic element 82. One end of the braking element 81 is connected to the gear ring 61, and the end face of the other end contacts and engages with the second friction plate 72. The braking element 81 has a first position and a second position, and the braking element 81 can move between the first position and the second position along the axial direction of the gear ring 61. When the braking element 81 moves to the first position, it is used to compress the first friction plate 71 and the second friction plate 72 to a braking state, so that friction is generated between them, thus applying braking to the half shaft 1. When the braking element 81 moves to the second position, it is used to release the first friction plate 71 and the second friction plate 72 to their initial state, so that the interval between them does not affect each other, thus releasing the braking of the half shaft 1. The elastic element 82 is connected between the gear ring support 62 and the braking element 81, and is used to compress the braking element 81, so that the braking element 81 moves from the second position to the first position.

[0065] A chamber 84 is formed between the brake element 81 and the gear ring 61. A first channel 613 is provided on the gear ring 61, and a second channel 624 is provided on the gear ring support 62. The first channel 613 connects the chamber 84 and the second channel 624, and the second channel 624 communicates with the external space. The first channel 613 and the second channel 624 form a flow channel through which brake fluid flows to the chamber 84. The brake fluid is supplied by an external hydraulic system. As the chamber 84 fills with brake fluid, it can move the brake element 81 from a first position to a second position, preventing the first friction pad 71 and the second friction pad 72 from pressing against each other. In the braking state, brake fluid does not circulate within chamber 84. The elastic element 82 releases its elastic force to push the brake element 81, thereby compressing the first friction pad 71 and the second friction pad 72. In the initial state, brake fluid circulates within chamber 84. The brake element 81, with the aid of the brake fluid, overcomes the elastic force of the elastic element 82, allowing it to move away from the first and second friction pads 71 ​​and 72. This overcomes the compressive force exerted by the elastic element 82 on the first and second friction pads 71 ​​and 72 through the brake element 81. Specifically, the brake element 81 can be a piston.

[0066] One end of the brake element 81 engages with the ninth through hole 614 on the gear ring 61. The brake element 81 is able to move axially along the gear ring 61 within the ninth through hole 614. The ninth through hole 614 is used to limit the first position and the second position of the brake element 81 and guide the brake element 81 to move between the first position and the second position.

[0067] One end of the elastic element 82 mates with the tenth through hole 625 on the gear ring bracket 62, and the other end mates with the eleventh through hole on the brake element 81, thereby installing the elastic element 82 between the gear ring bracket 62 and the brake element 81. Specifically, the elastic element 82 can be a disc spring.

[0068] In other embodiments, the elastic element 82 may be a cylindrical helical spring.

[0069] In other embodiments, a third channel 114 is provided inside the shaft head 11 and a fourth channel 626 is provided inside the gear ring bracket 62. The first channel 613, the second channel 624, the third channel 114 and the fourth channel 626 can also form a brake fluid flow channel 83. An oil hole 115 is provided on the shaft head 11, which serves as the input end of the flow channel 83 for injecting brake fluid into the third channel 114. An oil pipe 85 is provided between the shaft head 11 and the gear ring 61. Specifically, a fifth threaded hole 116 is provided at the end of the third channel 114 away from the oil hole 115. One end of the oil pipe 85 is connected to the fifth threaded hole 116 of the shaft head 11, so that the oil pipe 85 is connected to the third channel 114. A sixth threaded hole 627 is provided on the gear ring support 62. The oil pipe 85 passes through the fourth channel 626 in the gear ring support 62. The other end of the oil pipe 85 is connected to the sixth threaded hole 627 of the gear ring support 62. The sixth threaded hole 627 is correspondingly provided with the second channel 624, so that the first channel 613, the second channel 624, the third channel 114 and the fourth channel 626 are connected, so that the brake fluid can flow from the channels in the shaft head 11, the gear ring support 62 and the gear ring 61 into the chamber 84.

[0070] In other embodiments, the oil pipe 85, the third channel 114, and the fourth channel 626 may be omitted, and the flow channel 83 may extend radially through the gear ring support 62 to connect the shaft head 11 and the gear ring 61. It is understood that any flow channel 83 that enables brake fluid to flow from the shaft head 11 to the chamber 84 or from the gear ring support 62 to the chamber 84 can be considered as one embodiment of this application, and its implementation is not limited.

[0071] A sealing ring 86 is provided between the brake component 81 and the gear ring 61. The shaft diameter of the sealing ring 86 mates with the twelfth through hole of the gear ring 61, the end face of the sealing ring 86 mates with the sixth end face 615 of the gear ring 61, and the thirteenth through hole of the sealing ring 86 mates with the shaft diameter of the brake component 81, thus realizing the installation of the sealing ring 86. A second annular groove is provided on the shaft diameter of the brake component 81, and a first O-ring is installed inside the second annular groove to seal the gap between the brake component 81 and the sealing ring 86; a third annular groove is provided on the shaft diameter of the sealing ring 86, and a second O-ring is installed inside the third annular groove to seal the gap between the gear ring 61 and the sealing ring 86; the sealing ring 86 is sleeved on the brake component 81, and together with the first O-ring and the second O-ring, isolates the chamber 84 to prevent the brake fluid inside the chamber 84 from leaking into the external space.

[0072] In some embodiments, the second housing 6 is connected to the hub 300 by a fifth bolt 90. The bearing of the hub 300 is connected to the shaft diameter 117 of the axle head 11. The half-shaft 1 is provided with a fourteenth through hole 102, and the second housing 6 is provided with a seventh threaded hole. The fourteenth through hole 102 and the seventh threaded hole are connected by a sixth bolt 91 to realize the connection between the second housing 6 and the half-shaft 1. The power of the half-shaft 1 can be transmitted to the second housing 6, thereby causing the hub 300 to rotate through the second housing 6.

[0073] In the initial state (vehicle in motion), brake fluid is injected into the flow channel 83 through the oil hole 115. The brake fluid enters the chamber 84 and overcomes the elastic force of the elastic element 82, pushing the brake element 81 away from the second friction pad 72. This prevents the brake element 81 from pressing against the first and second friction pads 71 ​​and 72, thus creating a gap between the first and second friction pads 71 ​​and returning to the initial state. At this point, the half-shaft 1 can rotate freely. The driving force of the drive unit 2 is transmitted to the half-shaft 1 through the reducer unit 3, causing the half-shaft 1 to rotate. The rotation of the half-shaft 1 drives the second housing 6 to rotate, ultimately causing the wheel hub 300 to rotate with the second housing 6, thus realizing the transmission of the power chain. In the braking state (vehicle braking state), by operating the vehicle's hydraulic system, the brake fluid in the chamber 84 is returned to the flow channel 83 and back into the hydraulic system. Under the compression of the elastic member 82, the brake member 81 moves from the second position to the first position, compressing the first friction plate 71 and the second friction plate 72. Under the compression of the brake member 81, the first friction plate 71 and the second friction plate 72 generate friction and lock each other, making the half shaft 1 unable to rotate. As a result, the second housing 6 also stops rotating, and finally the wheel hub 300 stops rotating, thus achieving braking of the wheel hub 300.

[0074] In the brake unit 4 of this application, by directly connecting the first friction plate 71 to the half-shaft 1, and since the first friction plate 71 is directly placed at the power output end of the reducer unit 2, the braking force required for the second friction plate 72 to press against the first friction plate 71 is reduced, thereby reducing wear between the two sets of friction plates and ensuring the reliability of braking by the brake unit 4. By providing a flow channel 83 in the shaft head 11, the gear ring bracket 62, and the gear ring 61, brake fluid can flow through the flow channel 83 to the chamber 84 or return to the hydraulic system, combining with the brake element 81 and the elastic element 82 to brake and release the half-shaft 1. By integrating the gear ring 61 and the shaft head 11 into one unit using the gear ring bracket 62, the fit is more compact, effectively reducing the weight of the entire brake unit 4.

[0075] One embodiment of this application provides a vehicle that includes a two-speed drive axle system.

[0076] In the drive axle assembly 100 of this application, the brake unit 4 is placed on the outside of the wheel hub 300, making full use of the space on the outside of the wheel hub 300 to provide space for the reducer unit 3. The brake unit 4 is placed in an open space, which has good heat dissipation performance. The brake unit 4 is a wet brake, which can provide greater braking torque and closed braking function to avoid the external environment from affecting the braking function. The axle housing 200 adopts an I-beam structure, which can reduce the overall weight of the system more than a rectangular beam.

[0077] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0078] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A dual speed drive axle system, characterized by, The drive axle assembly comprises two groups of driving axle assemblies connected with each other, and the output ends of each group of the driving axle assemblies are connected with corresponding wheel hubs respectively. a half shaft; a driving unit for driving the output end; a reducer unit sleeved on the half shaft, the reducer unit being arranged between the driving unit and the wheel hub and being used for transmitting the driving force of the driving unit to the wheel hub to rotate the wheel hub; and a brake unit sleeved on the half shaft, the brake unit being arranged between the reducer unit and the wheel hub and being used for braking the wheel hub; wherein the output ends of the two groups of the driving axle assemblies can output the same rotational speed or different rotational speeds. The reducer unit comprises a housing and a transmission assembly, the transmission assembly comprising a first transmission member, a second transmission member and a mounting member, the first transmission member being connected with the housing, the first transmission member being further connected between the driving unit and the second transmission member and being used for transmitting the driving force of the driving unit to the second transmission member, the first transmission member being sleeved on the mounting member, and the second transmission member being mounted on the first transmission member by means of the mounting member. The reducer unit further comprises a shift assembly, the shift assembly being sleeved on the mounting member and being movable along the axial direction of the mounting member, the mounting member having a first state and a second state. In the first state, the shift assembly is connected between the first transmission member and the mounting member, so that the mounting member rotates coaxially with the first transmission member, and the first transmission member and the power output assembly have a first transmission ratio therebetween. In the second state, the shift assembly is connected with the housing, so that the mounting member is stationary relative to the first transmission member, and the first transmission member and the power output assembly have a second transmission ratio therebetween, the second transmission ratio being different from the first transmission ratio. The shift assembly comprises a shift member, the shift member being provided with first teeth on the end face close to the first transmission member, and the first transmission member being provided with second teeth on the end face close to the shift member. In the first state, the first teeth can cooperate with the second teeth to transmit the power of the first transmission member to the mounting member. The housing is provided with a fixing member on the inner wall close to the shift assembly, the fixing member being provided with third teeth on the end face close to the shift assembly, and the shift member being provided with fourth teeth on the end face close to the fixing member. In the second state, the third teeth can cooperate with the fourth teeth to fix the mounting member.

2. The dual-speed drive axle system of claim 1, wherein, The brake unit comprises a fixing assembly and a friction plate assembly, the fixing assembly being connected with the half shaft, the friction plate assembly comprising a plurality of first friction plates and a plurality of second friction plates, all the first friction plates being sleeved on the half shaft to rotate with the half shaft, all the second friction plates being connected with the fixing assembly, and the first friction plates and the second friction plates being alternately and spacedly arranged.

3. The dual-speed drive axle system of claim 2, wherein, The brake unit further comprises a brake assembly connected between the fixed assembly and the second friction plate, the brake assembly being capable of acting on the second friction plate to press the friction plate assembly.

4. The dual-speed drive axle system of claim 2, wherein, The half shaft is provided with a spline shaft, and the first friction plate is connected with the half shaft by means of the spline shaft.

5. The dual-speed drive axle system of claim 2, wherein, The fixed assembly comprises a ring gear and a ring gear support connected between the ring gear and the half shaft, and an inner circumferential surface of the ring gear is provided with a first tooth hole, and the second friction plate is connected with the ring gear by means of the first tooth hole.

6. A vehicle characterized by comprising: The vehicle comprises the double-speed drive axle system according to any one of claims 1-5.

Images