Automobile dual drive axle

Abstract

The application relates to a double drive axle of an automobile, which comprises a middle axle assembly, a motor, a double-speed reducer, an inter-axle differential and a driven part; the motor can drive the double-speed reducer to rotate around a first axis, the double-speed reducer can drive the inter-axle differential to rotate around a second axis, the inter-axle differential can drive the driven part to rotate around a third axis, and the double-speed reducer and the driven part are arranged on the two sides of the inter-axle differential along a first direction; and a rear axle assembly and a transmission shaft, the middle axle assembly is connected to the rear axle assembly through the transmission shaft; wherein the double-speed reducer, the inter-axle differential and the driven part are all configured as cylindrical gear structures; the first axis, the second axis and the third axis are parallel to each other, and the first direction is perpendicular to the first axis. The cylindrical gear structure makes the structure layout of the double drive axle of the automobile compact, reduces the consumption of the axial force of the double drive axle of the automobile and improves the transmission efficiency.

Description

Technical Field

[0001] This application relates to the field of automotive axles, and in particular to a dual-drive axle for automobiles. Background Technology

[0002] The axle of a vehicle is responsible for load-bearing, movement, braking, torque amplification, and the transmission and distribution of torque to the left and right wheels. Compared to ordinary commercial vehicles, heavy-duty commercial vehicles need to transmit greater torque, so a more powerful engine is required. This places higher demands on the transmission system, and the drive axle plays a crucial role in the transmission system.

[0003] Traditional heavy-duty commercial vehicles often employ dual-drive axles, combining a mid-axle drive with a rear-axle drive system. These dual-drive axles typically utilize a bevel gear pair structure to achieve speed reduction, differential speed control, and power output to the driveshaft. This type of dual-drive axle is complex, costly, space-consuming, and has low transmission efficiency. Summary of the Invention

[0004] Based on this, this application provides a dual-drive axle for automobiles to simplify the structure, reduce costs, reduce space occupation, and improve transmission efficiency.

[0005] A dual-drive axle for automobiles includes: a middle axle assembly comprising a motor, a two-speed reducer, an inter-axle differential, and a driven member; the motor is capable of driving the two-speed reducer to rotate about a first axis, the two-speed reducer is capable of driving the inter-axle differential to rotate about a second axis, the inter-axle differential is capable of driving the driven member to rotate about a third axis, and the two-speed reducer and the driven member are disposed on both sides of the inter-axle differential along a first direction; a rear axle assembly and a drive shaft, the middle axle assembly being connected to the rear axle assembly via the drive shaft; wherein the two-speed reducer, the inter-axle differential, and the driven member are all configured as cylindrical gear structures; the first axis, the second axis, and the third axis are parallel to each other, and the first direction is perpendicular to the first axis.

[0006] The axle assembly is integrated, arranging the dual-speed reducer, shaft differential, and driven components along the first direction. This makes the transmission mechanism of the tandem drive axle more compact, facilitating weight reduction and lightweight design. It also lowers the cost of the tandem drive axle, promoting mass production and practical application. The use of a cylindrical gear structure further enhances the compact layout of the tandem drive axle. Compared to bevel gear meshing, cylindrical gears do not generate axial force during engagement, eliminating the need for additional radial force to balance torque. This reduces axial force consumption and improves transmission efficiency.

[0007] In one embodiment, the dual-speed reducer includes a transmission assembly and a driving cylindrical gear. The transmission assembly includes a first transmission unit and a second transmission unit with different transmission ratios. Both the first and second transmission units are configured as cylindrical gear structures and are located at opposite ends of the driving cylindrical gear along a second direction. The driving cylindrical gear is capable of rotating about a first axis under the drive of the first and second transmission units. The second direction is parallel to the first axis.

[0008] In one embodiment, the dual-speed reducer further includes a shifting component and an input shaft. The input shaft can rotate around a first axis under the drive of a motor. The shifting component is sleeved on the input shaft and can be movably engaged with the input shaft in a second direction. During the movement of the shifting component in the second direction, the shifting component can be connected to a first transmission unit or a second transmission unit.

[0009] In one embodiment, the inter-shaft differential includes a driven cylindrical gear that meshes with a driving cylindrical gear in a first direction, and the driven cylindrical gear is capable of rotating about a second axis under the drive of the driving cylindrical gear.

[0010] In one embodiment, the number of teeth on the driving cylindrical gear is less than the number of teeth on the driven cylindrical gear.

[0011] In one embodiment, the middle axle assembly includes a drive bevel gear, and the inter-shaft differential also includes a gear ring assembly, which includes a first gear ring and a second gear ring. The first gear ring meshes with the driven member along a first direction, and the second gear ring is driven to the drive bevel gear. The second gear ring can drive the drive bevel gear to rotate around a second axis.

[0012] In one embodiment, the inter-shaft differential further includes a planetary gear set, which includes a first planetary gear and a second planetary gear. The first planetary gear and the second planetary gear are respectively disposed on the driven cylindrical gear along a second direction, which is parallel to the second axis. Both the first planetary gear and the second planetary gear are configured as cylindrical gears. The first planetary gear meshes between the first gear ring and the second planetary gear, and the second planetary gear meshes with the second gear ring. The first planetary gear can drive the first gear ring to rotate around the second axis, and the second planetary gear can drive the second gear ring to rotate around the second axis.

[0013] In one embodiment, a first transmission member and a second transmission member are respectively provided on both sides of the first planetary gear on the second axis. The first transmission member is used to engage the first gear ring, and the second transmission member is used to engage the second planetary gear.

[0014] In one embodiment, a third transmission member is provided on one side of the second planetary gear on the first axis, and the third transmission member meshes between the second transmission member and the second gear ring.

[0015] In one embodiment, the middle axle assembly further includes an output shaft, one end of which is connected to a driven member on a third axis, and the other end is connected to a drive shaft to output the power of the driven member to the rear axle assembly via the drive shaft. Attached Figure Description

[0016] Figure 1 This is a cross-sectional view of an electric dual-drive axle assembly in some embodiments of this application.

[0017] Figure 2 This is a cross-sectional view of a dual-speed reducer in some embodiments of this application.

[0018] Figure 3 This is a cross-sectional view of the inter-shaft differential connecting to the first driving bevel gear in some embodiments of this application.

[0019] Figure 4 This is an exploded view of the inter-shaft differential connecting to the first driving bevel gear in some embodiments of this application.

[0020] Figure 5 This is a cross-sectional view of the follower connected to the output shaft in some embodiments of this application. Detailed Implementation

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] The drive axle of an automobile is located at the end of the vehicle's powertrain. It transmits power from the power system and distributes it appropriately to the different drive wheels. It also bears the vertical, longitudinal, and lateral forces acting between the road surface and the vehicle frame or body. In heavy-duty vehicles, to ensure stability during operation, a dual drive axle structure is often used. This involves adding a middle axle assembly 100 connected to the rear axle assembly 200. The middle axle assembly 100 and the rear axle assembly 200 together form a dual drive axle 1000 to withstand and transmit larger torques and maintain appropriate shaft torque between the drive axles.

[0028] See Figure 1 , Figure 1 A cross-sectional view of a dual-drive axle 1000 for automobiles according to some embodiments of this application is shown. In some embodiments, the dual-drive axle 1000 includes a middle axle assembly 100, a driveshaft 300, and a rear axle assembly 200. The middle axle assembly 100 is connected to the rear axle assembly 200 via the driveshaft 300 to realize power transmission to the drive wheels.

[0029] The middle axle assembly 100 is used to transmit the forces in all directions between the vehicle frame and the middle axle drive wheels, as well as the bending moments and torques generated therefrom. It is usually located in the middle of the vehicle. In this application, the middle axle assembly 100 is the driving axle, and the rear axle assembly 200 is the driven axle.

[0030] In some embodiments, the middle bridge assembly 100 includes a motor 110, a dual-speed reducer 120, an inter-axle differential 130, a first driving bevel gear 140, and a driven member 150. The motor 110 can drive the dual-speed reducer 120 to rotate about a first axis X1, the dual-speed reducer 120 can drive the inter-axle differential 130 to rotate about a second axis X2, the inter-axle differential 130 can drive the driven member 150 to rotate about a third axis X3, and the inter-axle differential 130 can be connected in a transmission manner. The first driving bevel gear 140, the inter-shaft differential 130 and the first driving bevel gear 140 are arranged along the third axis X3, the dual-speed reducer 120 and the driven member 150 are arranged on both sides of the inter-shaft differential 130 along the first direction S1, wherein the dual-speed reducer 120, the inter-shaft differential 130 and the driven member 150 are all configured as cylindrical gear structures; the first axis X1, the second axis X2 and the third axis X3 are parallel to each other, and the first direction S1 is perpendicular to the first axis X1.

[0031] The integrated design of the middle axle assembly 100 makes the transmission mechanism of the dual drive axle 1000 more compact, which facilitates the reduction of the weight of the dual drive axle 1000, achieving a lightweight design and reducing the cost of the dual drive axle 1000, which is conducive to mass production and practical application.

[0032] The use of cylindrical gears makes the layout of the dual drive axle of the car compact. Compared with the method of bevel gear meshing, this setting reduces the consumption of axial force in the dual drive axle of the car and improves the transmission efficiency.

[0033] It should be noted that the first axis, the second axis, and the third axis can be set in the same spatial plane or in different spatial planes.

[0034] The motor 110 is used as the power input for the vehicle's drive axle, generating power to drive the vehicle. Typically, the motor 110 is used to convert electrical energy into mechanical energy, and features a wide speed range, large starting torque, high backup power, high efficiency, and high reliability.

[0035] The dual-speed reducer 120 provides power to the dual-drive axle 1000 of the vehicle on one hand, and enables the dual-drive axle 1000 to have a suitable output speed on the other hand. The rotation of the inter-axle differential 130 drives the driven member 150 and the output shaft 160 to rotate, providing driving force to the rear axle assembly 200, and drives the first drive bevel gear 140 to rotate, providing power to the drive wheels of the middle axle.

[0036] The dual-speed reducer 120 provided in the embodiments of this application will be described in detail below.

[0037] See Figure 2 , Figure 2 A schematic diagram of a dual-speed reducer 120 according to some embodiments of this application is shown. In some embodiments, the dual-speed reducer 120 includes an input shaft 121, a drive spur gear 122, a transmission assembly, and a shifting element 125. The dual-speed reducer 120 reduces the rotational speed through the transmission ratio between the transmission assemblies and transmits torque to an inter-shaft differential 130.

[0038] Input shaft 121 is connected to motor 110 and is used to input power from motor 110. Under the driving force of motor 110, input shaft 121 can rotate around the first axis X1. Specifically, input shaft 121 is a splined shaft, and motor 110 has a splined hole. Input shaft 121 is connected to motor 110 through the splined shaft and splined hole. Generally, splined connections distribute force evenly, can withstand large loads, and have good guiding properties, which is beneficial for the transmission of power from motor 110.

[0039] The transmission assembly transmits power from the input shaft 121 to drive the drive cylindrical gear 122 to rotate around the first axis X1. The transmission assembly includes a first transmission unit 123 and a second transmission unit 124. Both the first transmission unit 123 and the second transmission unit 124 are configured as cylindrical gears and are located at opposite ends of the drive cylindrical gear 122 along a second direction S2 parallel to the first axis X1. The first transmission unit 123 and the second transmission unit 124 have different transmission ratios. The second direction S2 is perpendicular to the first direction S1. The transmission assembly first reduces speed through the drive cylindrical gear 122, and then further reduces speed through the inter-shaft differential 130 via the drive cylindrical gear 122, achieving a good deceleration effect. Different transmission ratios allow the dual-speed reducer 120 to have different deceleration gears. By switching between deceleration gears under different road conditions, a suitable deceleration effect can be obtained, ensuring the continuity of power during driving and adapting to different road conditions.

[0040] The shift component 125 is sleeved on the input shaft 121. The center of the shift component 125 is provided with a spline hole. The input shaft 121 is a spline shaft. The shift component 125 is sleeved on the input shaft 121 through the spline hole connected to the spline shaft. The spline connection ensures smooth power transmission between the input shaft 121 and the shift component 125.

[0041] The shifting component 125 can move and engage with the input shaft 121 along the second direction S2 under the action of an external force. During the movement along the second direction S2, the shifting component 125 has a first state and a second state. In the first state, the shifting component 125 is driven to the first transmission unit 123, causing the input shaft 121 to drive the first transmission unit 123 to rotate around the first axis X1. At this time, there is a first transmission ratio between the input shaft 121 and the driving cylindrical gear 122. In the second state, the shifting component 125 is driven to the second transmission unit 124, causing the input shaft 121 to drive the second transmission unit 124 to rotate around the first axis X1. At this time, there is a second transmission ratio between the input shaft 121 and the driving cylindrical gear 122.

[0042] In a feasible embodiment, the first transmission ratio is greater than the second transmission ratio. When the speed is low and the load is heavy, the shifting component is switched to the first state so that the input shaft 121 and the driving cylindrical gear 122 have the first transmission ratio. When the speed is high and the load is light, the shifting component 125 is switched to the second state so that the input shaft 121 and the driving cylindrical gear 122 have the second transmission ratio.

[0043] In some embodiments, the first transmission unit 123 is disposed at one end of the driving cylindrical gear 122 on the first axis X1 near the motor 110. The first transmission unit 123 includes a first reduction sun gear 1231, a first reduction planetary gear 1232, and a first reduction ring gear 1233. In a first state, the first reduction sun gear 1231 can be connected to the shifting member 125. The first reduction sun gear 1231 meshes with the first reduction planetary gear 1232, and the first reduction planetary gear 1232 meshes between the first reduction sun gear 1231 and the first reduction ring gear 1233.

[0044] The first reduction sun gear 1231 has a splined hole at its center along the first axis X1, and part of the shift component 125 is configured as a splined shaft. The first reduction sun gear 1231 can achieve a transmission connection with the shift component 125 through the splined shaft and splined hole. The splined connection ensures smooth power transmission between the shift component 125 and the first reduction sun gear 1231.

[0045] In some embodiments, the second transmission unit 124 is disposed at the end of the driving cylindrical gear 122 on the first axis X1 away from the motor 110, and the second transmission unit 124 and the first transmission unit 123 are arranged opposite to each other along the first axis X1. The second transmission unit 124 includes a second reduction sun gear 1241, a second reduction planet gear 1242, and a second reduction ring gear 1243. In a second state, the second reduction sun gear 1241 can drive the shift member 125, the second reduction sun gear 1241 meshes with the second reduction planet gear 1242, and the second reduction planet gear 1242 meshes between the second reduction sun gear 1241 and the second reduction ring gear 1243.

[0046] The second reduction sun gear 1241 has a splined hole at its center along the second axis X2, and part of the shift member 125 is configured as a splined shaft. The second reduction sun gear 1241 can achieve a transmission connection with the shift member 125 through the splined shaft and splined hole. The splined connection ensures smooth power transmission between the shift member 125 and the second reduction sun gear 1241.

[0047] In some embodiments, the first transmission unit 123 further includes a first reduction planetary carrier 1234, the second transmission unit 124 further includes a second reduction planetary carrier 1244, and the transmission assembly further includes a planetary gear shaft 126. One end of the planetary gear shaft 126 is connected to the first reduction planetary carrier 1234, and the other end is connected to the second reduction planetary carrier 1244 after passing through the first reduction planetary gear 1232, the driving spur gear 122, and the second reduction planetary gear 1242. The planetary gear shaft 126 fixes the first reduction planetary gear 1232 between the first reduction planetary carrier 1234 and the driving spur gear 122, and the second reduction planetary gear 1242 is fixed between the second reduction planetary carrier 1244 and the driving spur gear 122. When the first reduction planetary gear 1232 or the second reduction planetary gear 1242 rotates, it can drive the first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 to rotate, thereby driving the rotation of the driving spur gear 122. The number of planetary gear shafts 126 is the same as the number of the first reduction planetary gears 1232 and the second reduction planetary gears 1242.

[0048] The first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 are provided with circumferential distribution holes, and the shaft diameters at both ends of the planetary gear shaft 126 are matched with the diameters of the distribution holes. To reduce wear between the planetary gear shaft 126 and the first reduction planetary gear 1232, the driving spur gear 122, and the second reduction planetary gear 1242, bearings are provided between the planetary gear shaft 126 and each of these components. The inner diameter of the bearing matches the shaft diameter at the middle of the planetary gear shaft 126, and the outer diameter of the bearing matches the bore diameters of the first reduction planetary gear 1232, the driving spur gear 122, and the second reduction planetary gear 1242, respectively.

[0049] The first transmission unit 123 is provided with a first reduction gear ring 1233, a first reduction planetary carrier 1234, a first reduction sun gear 1231 and a first reduction planetary gear 1232 in sequence along the first axis X1 away from the motor 110. The second transmission unit 124 is provided with a second reduction sun gear 1241 and a second reduction planetary gear 1242, a second reduction planetary carrier 1244 and a second reduction gear ring 1243 in sequence along the first axis X1 away from the motor 110.

[0050] In some embodiments, the dual-speed reducer 120 further includes a housing (not shown), a first reduction gear ring 1233 fixedly connected to the housing, and a second reduction gear ring 1243 fixedly connected to the housing. The fixing of the first reduction ring gear 1233 causes the first reduction planetary gear 1232 to rotate, which in turn drives the first reduction planetary carrier 1234 to rotate. The fixing of the second reduction ring gear 1243 causes the second reduction planetary gear 1242 to rotate, which in turn drives the second reduction planetary carrier 1244 to rotate. At this time, the first transmission unit 123 takes the first reduction sun gear 1231 as the power input and the first reduction planetary carrier 1234 as the power output. The second transmission unit 124 takes the second reduction sun gear 1241 as the power input and the second reduction planetary carrier 1244 as the power output. The first transmission ratio of the first transmission unit 123 is the ratio of the number of teeth of the first reduction ring gear 1233 to the number of teeth of the first reduction sun gear 1231 plus one. The second transmission ratio of the second transmission unit 124 is the ratio of the number of teeth of the second reduction ring gear 1243 to the number of teeth of the second reduction sun gear 1241 plus one.

[0051] The specific working principle of the dual-speed reducer 120 is as follows: In the first state, the shifting component 125 is connected to the first reduction sun gear 1231, which drives the first reduction planetary gear 1232 to rotate. The first reduction planetary gear 1232 drives the first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 to rotate. The first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 drive the driving cylindrical gear 122 to rotate along the first axis X1. In the second state, the shifting component 125 is connected to the second reduction sun gear 1241, which drives the second reduction planetary gear 1242 to rotate. The second reduction planetary gear 1242 drives the first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 to rotate. The first reduction planetary carrier 1234 and the second reduction planetary carrier 1244 drive the driving cylindrical gear 122 to rotate along the first axis X1. By varying the connection relationship of the shifting component 125 under different states, different transmission ratios are achieved between the input shaft 121 and the driving cylindrical gear 122, resulting in different deceleration effects suitable for various road conditions. This dual-speed reducer 120 achieves good deceleration performance and has a compact structure, saving space.

[0052] The inter-axle differential 130 is used to eliminate the slippage of the drive wheels of the front axle assembly and the rear axle assembly 200, allowing the middle axle assembly 100 and the rear axle assembly 200 to have different input angular velocities. At the same time, the inter-axle differential 130 distributes power to the driven member 150 and the first driving bevel gear 140, realizing the power distribution and differential between the middle axle assembly 100 and the rear axle assembly 200. There is no need to set up a separate transfer case, reducing the weight of the vehicle's dual drive axle 1000.

[0053] The inter-axle differential 130 provided in the embodiments of this application will be described in detail below.

[0054] See Figure 3 and Figure 4 , Figure 3 and Figure 4 A schematic diagram of the inter-shaft differential 130 connected to the first drive bevel gear 140 in some embodiments of this application is shown.

[0055] In some embodiments, the inter-axle differential 130 includes a driven cylindrical gear 131, a planetary carrier assembly 132, a ring gear assembly 133, and a planetary gear set 134. The power output from the dual-speed reducer 120 is sequentially transmitted to the first output component and the second output component via the driven cylindrical gear 131, the planetary carrier assembly 132, the planetary gear set 134, and the ring gear assembly 133. Both the ring gear assembly 133 and the planetary gear set 134 adopt a cylindrical gear structure, and each cylindrical gear is arranged along the second axis X2, avoiding the inter-axle force component caused by bevel gears, and also avoiding the increase of inter-axle arrangement space, making the internal structure of the inter-axle differential 130 more compact and improving the reliability of the inter-axle differential 130.

[0056] Combination Figure 1 The driven member 150 is configured as the first output member, the first driving bevel gear 140 is configured as the second output member, and the inter-shaft differential 130 distributes power to the first output member and the second output member, thereby realizing the power distribution between the middle axle assembly 100 and the rear axle assembly 200.

[0057] Driven cylindrical gear 131 can rotate around the second axis X2 under the action of dual-speed reducer 120, combined with Figure 1 and Figure 2 The driven cylindrical gear 131 meshes with the driving cylindrical gear 122 to transmit power and torque. Using the driving cylindrical gear 122 to drive the driven cylindrical gear 131 reduces the radial bending moment of the gear pair. The driving cylindrical gear 122 meshes with the driven cylindrical gear 131 along the first direction S1, making the structure of the automotive double drive axle 1000 compact.

[0058] In some embodiments, the number of teeth of the driving cylindrical gear 122 is less than the number of teeth of the driven cylindrical gear 131, so that the transmission ratio between the dual-speed reducer 120 and the inter-shaft differential 130 is greater than 1, thereby the inter-shaft differential 130 also has a reduction function.

[0059] See Figure 3 and Figure 4 The planetary carrier assembly 132 is connected to the driven cylindrical gear 131 along the second axis X2 for transmitting power to the driven cylindrical gear 131. The planetary carrier assembly 132 provides a mounting position for the planetary gear set 134, and transmits power from the driven cylindrical gear 131 to the planetary gear set 134 through the planetary carrier assembly 132.

[0060] In some embodiments, the planetary carrier assembly 132 includes a first planetary carrier 1321 and a second planetary carrier 1322. The first planetary carrier 1321 and the second planetary carrier 1322 are respectively disposed at both ends of the driven cylindrical gear 131 on the second axis X2. The first planetary carrier 1321 connects the driven cylindrical gear 131 and the second planetary carrier 1322 along the second axis X2. Power transmission is achieved by connecting the driven cylindrical gear 131 and the second planetary carrier 1322 through the first planetary carrier 1321. At the same time, being disposed at both ends of the driven cylindrical gear 131 on the second axis X2 allows the planetary gear set 134 to be connected to the driven cylindrical gear 131.

[0061] In a specific embodiment, the driven cylindrical gear 131 has a splined hole at its center, and the first planetary carrier 1321 has a splined shaft at its center. The splined shaft and the splined hole are arranged along the second axis X2 and are located on the same axis. The first planetary carrier 1321 is connected to the driven cylindrical gear 131 through the splined shaft and splined hole. The splined connection makes the first planetary carrier 1321 bear force evenly and has good guiding properties, which is beneficial to the power transmission of the driven cylindrical gear 131.

[0062] To fix the relative position of the driven cylindrical gear 131 and the first planetary carrier 1321, the inter-shaft differential 130 is provided with a retaining ring 135. The retaining ring 135 is disposed on the splined shaft on the side of the first planetary carrier 1321 that passes through the splined hole, thereby achieving axial positioning of the driven cylindrical gear 131.

[0063] The first planetary carrier 1321 and the second planetary carrier 1322 are connected by fasteners 136. The first planetary carrier 1321 has connecting holes on the second axis X2 for the fasteners 136 to pass through. At least part of the connecting holes are located in the splined shaft. The fasteners 136 pass sequentially through the first planetary carrier 1321 and the second planetary carrier 1322, achieving a fixed connection between them. Specifically, the fasteners 136 are bolts, with a bolt shaft diameter matching the connecting holes of the first planetary carrier 1321. The second planetary carrier 1322 has threaded holes matching the thread diameter of the bolts, achieving a threaded connection between the first planetary carrier 1321 and the second planetary carrier 1322. The threaded connection structure is simple, easy to install and disassemble, and facilitates the installation, inspection, and maintenance of the inter-shaft differential 130.

[0064] See Figure 1 and Figure 4The ring gear set 133 is used to output the power transmitted by the planetary gear set 134 to the driven member 150 and the first driving bevel gear 140 respectively, realizing the power distribution of the dual-speed reducer 120 to the middle axle assembly 100 and the rear axle assembly 200. The ring gear set 133 also enables the planetary gear set 134 to revolve around the ring gear set 133, so that the planetary gear set 134 can transmit power to the ring gear set 133, realizing the power transmission within the inter-shaft differential 130.

[0065] In some embodiments, the gear ring assembly 133 includes a first gear ring 1331 and a second gear ring 1332, which are disposed at opposite ends of the planetary carrier assembly 132 in the second direction S2. The first gear ring 1331 is connected to the driven member 150, and the second gear ring 1332 is connected to the first driving bevel gear 140. The outer gear ring of the first gear ring 1331 meshes with the driven member 150, and the inner gear ring of the first gear ring 1331 meshes with the planetary gear set 134. The second gear ring 1332 is an inner gear ring, causing the planetary gear set 134 to move around the first gear ring 1331 and the second gear ring 1332. Further, the inner walls of the first gear ring 1331 and the second gear ring 1332 are provided with circumferentially distributed cylindrical teeth for meshing with the planetary gear set 134, which has a cylindrical gear structure.

[0066] Specifically, in this embodiment, the first ring gear 1331 is disposed on the first planetary carrier 1321 at one end opposite to the driven cylindrical gear 131 in the second direction S2, and the second ring gear 1332 is disposed on the second planetary carrier 1322 at one end opposite to the driven cylindrical gear 131 in the second direction S2. The first planetary carrier 1321 is connected to and housed within the first ring gear 1331, and the second planetary carrier 1322 is connected to and housed within the second ring gear 1332.

[0067] To reduce wear between the first gear ring 1331 and the first planetary carrier 1321, and between the second gear ring 1332 and the second planetary carrier 1322, the first gear ring 1331 and the first planetary carrier 1321 are connected by bearings, and the second gear ring 1332 and the second planetary carrier 1322 are connected by bearings. The bearing arrangement results in low sliding resistance and low power consumption between the gear ring assembly 133 and the planetary carrier assembly 132.

[0068] The center of the second gear ring 1332 is provided with a spline hole at one end on the second axis X2 away from the driven cylindrical gear 131. The first driving bevel gear 140 is at least partially configured as a spline shaft on the second axis X2. The transmission connection between the second gear ring 1332 and the first driving bevel gear 140 is realized through the spline shaft and the spline hole. The second gear ring 1332 can drive the first driving bevel gear 140 to rotate around the second axis X2 to ensure stable power transmission. The power is transmitted to the drive wheel of the middle axle assembly 100 through the first driving bevel gear.

[0069] To fix the relative position of the second gear ring 1332 and the first driving bevel gear 140, the second gear ring 1332 and the second driving bevel gear 210 are also connected by a fastener 137. The center of the first driving bevel gear 140 is provided with a connecting hole on the second axis X2 for the fastener 137 to pass through. The fastener 137 passes through the connecting hole and connects to the threaded hole of the second gear ring 1332, realizing the connection and fixation of the second gear ring 1332 and the first driving bevel gear 140. Specifically, the fastener 137 is a bolt, and the bolt's shaft diameter matches the diameter of the connecting hole of the first driving bevel gear 140. The threaded connection structure is simple, easy to disassemble and assemble, and convenient for installation and subsequent inspection and maintenance.

[0070] See Figure 3 and Figure 4 The planetary gear set 134 is used to transmit power from the planet carrier set 132 to the ring gear set 133. The planet carrier set 132 can drive the planetary gear set 134 to rotate, and the planetary gear set 134 can drive the ring gear set 133 to rotate.

[0071] In some embodiments, the planetary gear set 134 includes a first planetary gear 1341 and a second planetary gear 1342. The first planetary gear 1341 and the second planetary gear 1342 are respectively disposed along a second direction S2 through the driven cylindrical gear 131. The second direction S2 is parallel to the second axis X2. Both the first planetary gear 1341 and the second planetary gear 1342 are cylindrical gears. The first planetary gear 1341 meshes between the first ring gear 1331 and the second planetary gear 1342. Specifically, one end of the first planetary gear 1341 in the second direction S2 meshes with the first ring gear 1331, and the other end of the first planetary gear 1341 in the second direction S2 meshes with the second planetary gear 1342 and the second ring gear 1332. The second planetary gear 1342 meshes with the second ring gear 1332. The first planetary gear 1341 can drive the first ring gear 1331 to rotate and output power to the driven member 150, and the second planetary gear 1342 can drive the second ring gear 1332 to rotate and output power to the first driving bevel gear 140.

[0072] In some embodiments, the first planetary carrier 1321 and the second planetary carrier 1322 are circumferentially spaced with evenly distributed holes. A first planetary gear 1341 passes through these holes and connects to the first planetary carrier 1321 and the second planetary carrier 1322 along a second axis X2. A second planetary gear 1342 also passes through these holes and connects to the first planetary carrier 1321 and the second planetary carrier 1322 along the second axis X2. The evenly distributed holes allow the planetary gear set 134 to pass through, thus connecting the planetary gear set 134 to the planetary carrier set 132. The arrangement of the evenly distributed holes is based on the distribution of the planetary gear set 134. The connection between the planetary gear set 134 and the planetary carrier set 132 is achieved through the evenly distributed holes, enabling the planetary carrier set 132 to drive the planetary gear set 134 to rotate.

[0073] The planetary gear set 134 allows the power of the planetary carrier set 132 to be distributed to the first ring gear 1331 and the second ring gear 1332, enabling the inter-axle differential 130 to achieve power distribution. At the same time, the different rotational states of the planetary gear set 134 enable the inter-axle differential 130 to perform differential functions for the front axle assembly and the rear axle assembly 200.

[0074] The first planetary gear 1341 meshes with the first ring gear 1331, and the second planetary gear 1342 meshes with the second ring gear 1332. When the first output component 160 and the second output component 140 rotate at the same speed, the first planetary gear 1341 revolves around the first ring gear 1331, and the second planetary gear 1342 revolves around the second ring gear 1332. When the first output component 160 and the second output component 140 rotate at different speeds, the first planetary gear 1341 and the second planetary gear 1342 rotate in different directions while revolving around each other, so that the first ring gear 1331 and the second ring gear 1332 rotate at different speeds, thereby eliminating the slippage phenomenon of each axle drive wheel and realizing the differential function of the inter-axle differential 130.

[0075] In some embodiments, a first transmission member 1341a and a second transmission member 1341b are provided on both sides of the first planetary gear 1341 on the second axis X2. Both the first transmission member 1341a and the second transmission member 1341b are cylindrical gears. The first transmission member 1341a and the second transmission member 1341b are respectively disposed at both ends of the driven cylindrical gear 131 in the second direction S2. The first transmission member 1341a is used to mesh with the first gear ring 1331, and the second transmission member 1341b is used to mesh with the second planetary gear 1342.

[0076] The first planetary gear 1341 meshes with the first gear ring 1331 and the second planetary gear 1342 through the first transmission member 1341a and the second transmission member 1341b, respectively, so as to realize the power transmission of the first planetary gear 1341 to the first gear ring 1331, and the second planetary gear 1342 to the second gear ring 1332, thereby realizing the power transmission of the planetary gear set 134 to the gear ring set 133, and then realizing the power distribution of the inter-shaft differential 130 to the driven member 150 and the first driving bevel gear 140.

[0077] In some embodiments, to connect the first transmission member 1341a and the second transmission member 1341b, the first planetary gear 1341 further includes a planetary gear shaft 1341c. The planetary gear shaft 1341c passes through the first transmission member 1341a, the second transmission member 1341b, and the driven cylindrical gear 131 along the second axis X2. The two ends of the planetary gear shaft 1341c on the second axis X2 pass through evenly distributed holes and connect to the first planetary carrier 1321 and the second planetary carrier 1322. Specifically, the two ends of the planetary gear shaft 1341c on the second axis X2 are respectively connected to the first planetary carrier 1321 and the second planetary carrier 1322. The shaft diameters at both ends of the planetary gear shaft 1341c match the diameters of the evenly distributed holes in the first planetary carrier 1321 and the second planetary carrier 1322, and the shaft diameter at the middle of the planetary gear shaft 1341c matches the diameters of the holes in the first transmission member 1341a and the second transmission member 1341b. The planetary gear shaft 1341c connects the first planetary gear 1341 and the planetary carrier assembly 132, so that the power of the planetary carrier assembly 132 can be transmitted to the first planetary gear 1341, driving the first planetary gear 1341 to rotate in the first gear ring 1331.

[0078] In some embodiments, the first planetary gear 1341 further includes a bearing 1341d, which passes through the planetary gear shaft 1341c and is disposed along the second axis X2 between the first transmission member 1341a and the second transmission member 1341b. The driven cylindrical gear 131 is connected to the first planetary gear 1341 via the bearing 1341d. The bearing 1341d reduces wear on the driven cylindrical gear 131 from the planetary gear shaft 1341c, thereby reducing power loss in the inter-shaft differential 130. The outer diameter of the bearing 1341d matches the diameter of the meshing hole of the driven cylindrical gear 131, and the inner diameter matches the shaft diameter at the middle of the planetary gear shaft 1341cd. The bearing 1341d is a needle roller bearing, which has low frictional resistance, low power consumption, high mechanical efficiency, low wear, and long service life. In other embodiments, the bearing 1341d can also be a ball bearing, roller bearing, etc.

[0079] In some embodiments, a third transmission member 1342a is provided on one side of the second planetary gear 1342 on the second axis X2. The third transmission member 1342a is disposed at one end of the second planetary gear 1342 on the second axis X2 and is used to mesh with the first planetary gear 1341 and the second ring gear 1332. The second planetary gear 1342 meshes with the cylindrical tooth holes of the second ring gear 1332 through the third transmission member 1342a, thereby transmitting power to the second ring gear 1332 and then to the second output member 140. The third transmission member 1342a meshes with the second transmission member 1341b at one end of the first planetary gear 1341. When the rotational speeds of the first ring gear 1331 and the second ring gear 1332 are inconsistent, the first planetary gear 1341 and the second planetary gear 1342 can rotate around different preset directions, realizing the differential function of the inter-shaft differential 130. It should be noted that the first transmission component 1341a, the second transmission component 1341b, and the third transmission component 1342a are set according to actual needs, and the specifications such as the number of teeth and the tooth pitch can be the same or different.

[0080] Furthermore, in some embodiments, to achieve the connection between the second planetary gear 1342 and the planetary carrier assembly 132, the second planetary gear 1342 further includes a planetary gear shaft 1342b. The planetary gear shaft 1342b passes through a third transmission member 1342a and a driven cylindrical gear 131 along the second axis X2. The two opposite ends of the planetary gear shaft 1342b on the second axis X2 are connected to the planetary carrier assembly 132. Specifically, the two opposite ends of the planetary gear shaft 1342b on the second axis X2 are respectively connected to the first planetary carrier 1321 and the second planetary carrier 1322. The shaft diameters at both ends of the planetary gear shaft 1342b match the size of the evenly distributed holes in the first planetary carrier 1321 and the second planetary carrier 1322, and the shaft diameter at the middle of the planetary gear shaft 1342b matches the diameter of the hole in the third transmission member 1342a. The planetary gear shaft 1342b connects the second planetary gear 1342 with the first planetary carrier 1321 and the second planetary carrier 1322, so that the power of the planetary carrier assembly 132 can be transmitted to the second planetary gear 1342, driving the second planetary gear 1342 to rotate in the second gear ring 1332.

[0081] See Figure 1 and Figure 4In some embodiments, when the driven member 150 and the first driving bevel gear 140 output, the first planetary gear 1341 and the second planetary gear 1342 have a first rotation state and a second rotation state. In the first rotation state, the driven member 150 and the first driving bevel gear 140 have the same speed, the first gear ring 1331 and the second gear ring 1332 rotate at the same speed, the first planetary gear 1341 revolves around the first gear ring 1331 and the second gear ring 1332, and the second planetary gear 1342 revolves around the second gear ring 1332. In the second rotation state, the driven member 150 and the first driving bevel gear 140 have different speeds, the first gear ring 1331 and the second gear ring 1332 rotate at different speeds, the first planetary gear 1341 revolves around the first gear ring 1331 and the second gear ring 1332 while rotating on its own axis in a preset direction, and the second planetary gear 1342 revolves around the second gear ring 1332 while rotating on its own axis in a direction opposite to the preset direction.

[0082] Specifically, the first state is the state when the car is running normally, there is no speed difference between the first ring gear 1331 and the second ring gear 1332, the first planetary gear 1341 revolves around the first ring gear 1331, and the second planetary gear 1342 revolves around the second ring gear 1332.

[0083] The second state is the state of the car when it is turning or slipping on the road. There is a speed difference between the first ring gear 1331 and the second ring gear 1332. The first planetary gear 1341 revolves around the first ring gear 1331 and rotates on its own axis in a preset direction. The second planetary gear 1342 revolves around the second ring gear 1332 and rotates on its own axis in a direction opposite to the preset direction. The rotation of the first planetary gear 1341 and the second planetary gear 1342 drives the first ring gear 1331 and the second ring gear 1332 to rotate in opposite directions, thereby realizing the differential function of the inter-axle differential 130. In a feasible embodiment, the first gear ring 1331 rotates in the forward direction, the first planetary gear 1341 meshing with the first gear ring 1331 rotates in the forward direction, the second planetary gear 1342 meshing with the first gear ring 1331 rotates in the reverse direction, and the second gear ring 1332 meshing with the second planetary gear 1342 rotates in the reverse direction. While the first gear ring 1331 and the second gear ring 1332 are rotating in the forward direction, the first planetary gear 1341 and the second planetary gear 1342 rotate on their own, causing the first gear ring 1331 and the second gear ring 1342 to have opposite directional forces, thereby achieving a speed difference between the first gear ring 1331 and the second gear ring 1332.

[0084] See Figure 1 and Figure 5The driven member 150 engages with the first gear ring 1331 to transmit power to the inter-shaft differential 130, and is also connected to the output shaft 160, through which power is transmitted to the rear axle assembly 200. The driven member 150 is a cylindrical gear structure, capable of rotating around the third axis X3 under the drive of the first gear ring 1331. A splined hole is provided at the center of the driven member 150 on the third axis X3. The output shaft 160 is at least partially configured as a splined shaft, and the driven member 150 achieves a transmission connection with the output shaft 160 through the combination of the splined shaft and the splined hole.

[0085] In some embodiments, the middle axle assembly further includes an output shaft 160 and a first inter-wheel reducer 170. One end of the output shaft 160 on the third axis X3 is drive-connected to a driven member 150, and the other end is connected to a drive shaft 300, for outputting power from the driven member 150 to the rear axle assembly 200 via the drive shaft 300. The output shaft 160 is equipped with a flange structure, which is bolted to the drive shaft 300 to transmit power generated by the driven member 150 to the drive shaft 300. The shaft diameter of the output shaft 160 matches the dimensions of the adjusting ring and the oil seal.

[0086] The first driving bevel gear 140 connects to the second gear ring 1332 on one hand, and meshes with the driven bevel gear of the first inter-wheel differential 170 on the other hand, transmitting the power of the second gear ring 1332 to the first inter-wheel differential 170. The first inter-wheel differential 170 is used to enable the drive wheels of the middle axle to rotate at different speeds.

[0087] The rear axle assembly 200 is used to transmit forces in all directions between the vehicle frame and the rear drive wheels, as well as the resulting bending moments and torques, and is typically evenly distributed at the rear end of the vehicle. The rear axle assembly 200 includes a second inter-wheel differential 220 and a second drive bevel gear 210.

[0088] The second driving bevel gear 210 is equipped with a flange structure and is bolted to the drive shaft 300 via the flange structure. The second driving bevel gear 210 transmits power from the drive shaft 300 to the driven bevel gear of the second inter-wheel differential 220 through meshing. The second inter-wheel differential 220 is used to enable the rear drive wheels to rotate at different speeds.

[0089] In actual use, the power generated by the motor 110 drives the input shaft 121 to rotate, which in turn drives the shifting component 125 to rotate. When the vehicle is traveling at low speed with a heavy load, the shifting component 125 drives the first transmission unit 123 to rotate, which in turn drives the driving spur gear 122 to rotate. When the vehicle is traveling at high speed with a light load, the shifting component 125 drives the second transmission unit 124 to rotate, which in turn drives the driving spur gear 122 to rotate. The driving spur gear 122 then drives the driven spur gear 131 to rotate, which in turn drives the first planetary carrier 1321 and the second planetary carrier 1321 to rotate. When the first planetary carrier 1321 and the second planetary carrier 1322 rotate, the first planetary gear 1341 rotates around the first ring gear 1331 and the second planetary gear 1342 rotates around the second ring gear 1332. The rotation of the first ring gear 1331 drives the driven member 150 to rotate, the rotation of the driven member 150 drives the output shaft 160 to rotate, and the rotation of the output shaft 160 drives the transmission shaft 300 to rotate, thereby transmitting power to the rear axle assembly 200 and the drive wheel of the rear axle assembly 200. The rotation of the second ring gear 1332 drives the first drive bevel gear 140 to rotate, thereby transmitting power to the drive wheel of the middle axle assembly 100.

[0090] When the car turns or slips, the first ring gear 1331 and the second ring gear 1332 generate a speed difference, and the first planetary gear 1341 and the second planetary gear 1342 rotate in opposite directions to match the speed difference generated by the first ring gear 1331 and the second ring gear 1332, thereby eliminating the slippage of the drive wheels of the middle axle assembly 100 and the rear axle assembly 200, and making it possible for the middle axle assembly 100 and the rear axle assembly 200 to have different input angular velocities.

[0091] The dual-drive axle 1000 of this application reduces space and weight by employing a reducer with a dual-speed planetary gear system; it also reduces axial space by using an inter-axle differential 130 with a cylindrical gear pair structure, while providing limited-slip functionality and reducing the need for a differential lock. The overall compact layout helps reduce the weight of the dual-drive axle 1000, and the driven member 150 provides suitable torque to the rear axle assembly 200, enabling smooth driving under various road conditions and enhancing the applicability of the dual-drive axle 1000.

[0092] 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.

[0093] 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-drive axle for automobiles, characterized in that, The vehicle's dual-drive axle includes: The middle axle assembly includes a motor, a dual-speed reducer, an inter-axle differential, a driven member, an output shaft, and a first inter-wheel reducer; the motor is capable of driving the dual-speed reducer to rotate about a first axis, the dual-speed reducer is capable of driving the inter-axle differential to rotate about a second axis, the inter-axle differential is capable of driving the driven member to rotate about a third axis, and the dual-speed reducer and the driven member are disposed on both sides of the inter-axle differential along a first direction; and The rear axle assembly and drive shaft, wherein one end of the output shaft on the third axis is capable of drivingly connecting the driven member, and the other end is connected to the drive shaft, so as to output the power of the driven member to the rear axle assembly via the drive shaft; The dual-speed reducer, the inter-shaft differential, and the driven member are all configured as cylindrical gear structures. The first axis, the second axis, and the third axis are parallel to each other, and the first direction is perpendicular to the first axis. The middle axle assembly further includes a first driving bevel gear, and the inter-shaft differential further includes a gear ring assembly, which includes a first gear ring and a second gear ring. The first gear ring meshes with the driven member along the first direction, and the second gear ring is driven to the first driving bevel gear, and the first driving bevel gear is driven to the first wheel reducer. The dual-speed reducer includes a transmission assembly and a driving cylindrical gear. The transmission assembly includes a first transmission unit and a second transmission unit with different transmission ratios. Both the first transmission unit and the second transmission unit are configured as cylindrical gear structures and are located at both ends of the driving cylindrical gear along the second direction, respectively; the driving cylindrical gear can rotate around the first axis under the drive of the first transmission unit and the second transmission unit. The second direction is parallel to the first axis; The first transmission unit includes a first reduction sun gear, a first reduction planet gear, and a first reduction ring gear. The first reduction sun gear meshes with the first reduction planet gear, and the first reduction planet gear meshes between the first reduction sun gear and the first reduction ring gear. The second transmission unit includes a second reduction sun gear, a second reduction planet gear, and a second reduction ring gear. The second reduction sun gear meshes with the second reduction planet gear, and the second reduction planet gear meshes between the second reduction sun gear and the second reduction ring gear. The first transmission unit further includes a first reduction planetary carrier, the second transmission unit further includes a second reduction planetary carrier, and the transmission assembly further includes a planetary gear shaft. One end of the planetary gear shaft is connected to the first reduction planetary carrier, and the other end is connected to the second reduction planetary carrier after passing through the first reduction planetary gear, the driving cylindrical gear, and the second reduction planetary gear.

2. The dual-drive axle for automobiles according to claim 1, characterized in that, The dual-speed reducer also includes a shifting component and an input shaft. The input shaft can rotate around the first axis under the drive of the motor. The shifting component is sleeved on the input shaft and can move and cooperate with the input shaft along the second direction. During the movement of the shifting component along the second direction, the shifting component can be driveably connected to the first transmission unit or the second transmission unit.

3. The dual-drive axle for automobiles according to claim 1, characterized in that, The inter-shaft differential includes a driven cylindrical gear that meshes with the driving cylindrical gear along the first direction, and the driven cylindrical gear is capable of rotating about the second axis under the drive of the driving cylindrical gear.

4. The dual-drive axle for automobiles according to claim 3, characterized in that, The number of teeth on the driving cylindrical gear is less than the number of teeth on the driven cylindrical gear.

5. The dual-drive axle for automobiles according to claim 3, characterized in that, The inter-shaft differential also includes a planetary gear set, which includes a first planetary gear and a second planetary gear. The first planetary gear and the second planetary gear are respectively disposed on the driven cylindrical gear along the second direction, which is parallel to the second axis. Both the first planetary gear and the second planetary gear are configured as cylindrical gears. The first planetary gear meshes between the first gear ring and the second planetary gear, and the second planetary gear meshes with the second gear ring. The first planetary gear can drive the first gear ring to rotate around the second axis, and the second planetary gear can drive the second gear ring to rotate around the second axis.

6. The dual-drive axle for automobiles according to claim 5, characterized in that, The first planetary gear has a first transmission component and a second transmission component respectively provided on both sides of the second axis. The first transmission component is used to engage the first gear ring, and the second transmission component is used to engage the second planetary gear.

7. The dual-drive axle for automobiles according to claim 6, characterized in that, The second planetary gear has a third transmission component on one side of the first axis, and the third transmission component meshes between the second transmission component and the second gear ring.

8. The dual-drive axle for automobiles according to claim 1, characterized in that, The output shaft is equipped with a flange structure, and the output shaft is bolted to the drive shaft through the flange structure.

9. The dual-drive axle for automobiles according to claim 1, characterized in that, The rear axle assembly includes a second inter-wheel differential and a second driving bevel gear. The second driving bevel gear is provided with a flange structure and is bolted to the drive shaft through the flange structure. The second driving bevel gear transmits power from the drive shaft to the second inter-wheel differential by meshing with the driven bevel gear of the second inter-wheel differential.

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