Integrated shift structure function axle housing

Abstract

The application belongs to the field of electric drive axle of commercial vehicle, and discloses an integrated gear shifting structure function axle housing, which comprises an axle housing body. The axle housing body adopts an integrated casting forming structure, and the up-lifting support, the down-lifting support, the auxiliary gearbox gear shifting mounting structure and the power take-off mounting structure are integrally cast with the axle housing body to form an overall structure. The up-lifting support and the down-lifting support are symmetrically arranged on the outer side of the axle housing body and form an overall stress structure with the axle housing body to jointly bear the force and torque transmitted by the suspension system. Thickened walls and reinforcing ribs are arranged on the axle housing body in the large load area to improve the local rigidity and carrying capacity. The key transition of the axle housing body adopts a circular arc chamfer to disperse stress concentration and improve fatigue strength. The technical problems of the existing split structure of the commercial vehicle drive axle housing, such as a large number of parts, a long assembly process, large welding deformation, low positioning accuracy, stress concentration, weak carrying capacity, large weight and high cost, are solved.

Description

Technical Field

[0001] This invention relates to the field of electric drive axle technology for commercial vehicles, specifically to an integrated shifting structure functional axle housing. Background Technology

[0002] The drive axle is a core load-bearing component of the vehicle's transmission system, primarily responsible for transmitting power, bearing loads, and supporting the vehicle body. As the commercial vehicle industry moves towards lightweight design, high reliability, and low cost, higher demands are being placed on the structural design of drive axles.

[0003] Existing commercial vehicle drive axle housings mostly adopt a split welded or cast assembly structure. Specifically, the upper and lower push-up brackets, as connecting components of the suspension system, are usually independent stamped or cast parts, fixed to the outside of the axle housing body by welding or bolting. The auxiliary gearbox shift mount, as the mounting base for the gearbox shift mechanism, and the power take-off mount, as the mounting support for the power take-off assembly, are both independent cast or welded parts, assembled to the axle housing body by welding or bolting. This split structure has the following technical problems: First, the number of parts is large and the assembly process is complex. The independent upper push bracket, lower push bracket, auxiliary gearbox shift mounting base and power take-off mounting base all need to be manufactured separately and then assembled with the axle housing body by welding or bolting, resulting in a large number of parts, long assembly process and low production efficiency.

[0004] Secondly, welding processes lead to unstable quality. In split structures, the connection between individual parts and the axle housing body is largely achieved through welding. The heat input during welding can easily cause changes in the microstructure and mechanical properties of the base metal, resulting in residual welding stress and welding deformation, which affects the dimensional accuracy and fatigue strength of the product.

[0005] Third, multiple connection joints lead to stress concentration. The welded or bolted joints between independent parts and the axle housing body create numerous stress concentration points. Under cyclic loads during vehicle operation, these points are prone to failure modes such as weld cracking and bolt loosening, affecting the overall vehicle reliability and service life.

[0006] Fourth, structural rigidity and load-bearing capacity are limited. In a split structure, the components are connected by welding or bolts to transmit force, resulting in a discontinuous force transmission path and weaker mechanical performance compared to an integral structure. The rigidity and load-bearing capacity of the axle housing under bending, torsional, and impact loads are limited, making it difficult to meet the usage requirements of heavy-duty commercial vehicles.

[0007] Fifth, the weight and cost are relatively high. The processing, manufacturing, welding, assembly, and fastener use of individual parts all increase material consumption and processing costs. At the same time, the modular structure leads to material accumulation and redundant design, making it difficult to further reduce weight.

[0008] Sixth, the auxiliary gearbox, as a separate module, has a relatively long dimensional chain. The assembly precision between the split axle housing and the auxiliary gearbox shifting mechanism depends on the machining precision and assembly process of each connecting surface, making it difficult to guarantee high coaxiality and high positioning precision, which affects the shifting feel and shifting reliability.

[0009] Therefore, in order to solve the above problems, an integrated shift structure functional bridge housing is proposed. Summary of the Invention

[0010] The purpose of this invention is to solve the technical problems of existing commercial vehicle drive axle housing split structures, such as a large number of parts, long assembly process, large welding deformation, low positioning accuracy, stress concentration, weak load-bearing capacity, large weight, and high cost, and to provide an axle housing with integrated shifting structure function.

[0011] To achieve the above objectives, the present invention provides the following technical solution: The technical solution provided by this invention is: An integrated axle housing with a shift mechanism includes a housing body. The housing body is a one-piece cast structure, where the upper pusher bracket, lower pusher bracket, auxiliary gearbox shift mounting structure, and PTO mounting structure are cast together with the housing body in a single process, forming an integral structure. The upper and lower pusher brackets are symmetrically arranged on the outer side of the housing body, forming an integrated load-bearing structure that shares the forces and moments transmitted by the suspension system. Thickened walls and reinforcing ribs are incorporated in high-load areas of the housing body to improve local rigidity and load-bearing capacity. Chamfered edges are used at key transition points of the housing body to disperse stress concentration and improve fatigue strength.

[0012] Furthermore, the auxiliary gearbox shifting mounting structure includes an integrally formed shift fork shaft mounting seat, a limiting boss, and a positioning mounting surface. The shift fork shaft mounting seat is used to install the shift fork shaft, which is equipped with a shift fork. The limiting boss is used to limit the axial travel of the shift fork shaft, and the positioning mounting surface is provided with a shift mechanism mounting hole for fixing the shift mechanism. Through integrated design, the shifting mounting structure and the axle housing body form a continuous force transmission path, improving the installation accuracy and reliability of the shift mechanism.

[0013] Furthermore, the power take-off (PTO) mounting structure includes an integrally formed PTO mounting surface, a bolt hole system, and a locating stop. The PTO mounting surface is a machined plane to ensure the positioning accuracy of the PTO installation. The bolt hole system is distributed along the periphery of the PTO mounting surface and is used to fix the PTO housing with bolts. The locating stop is located in the central area of ​​the PTO mounting surface for radial positioning of the PTO housing, ensuring the coaxiality of the PTO and the axle housing.

[0014] Furthermore, the axle housing body has an integrally formed vehicle speed sensor mounting position. The vehicle speed sensor mounting position includes a sensor mounting hole and a positioning surface, located on the axle housing body near the output end, and is used to install the vehicle speed sensor to collect vehicle speed signals.

[0015] Furthermore, an integrated differential lock mounting position is integrally formed on the axle housing body. The integrated differential lock mounting position includes a differential lock mounting hole and a locking mechanism positioning surface, located on the side of the axle housing body, and is used to install the differential lock control mechanism to realize the locking and unlocking functions of the differential lock.

[0016] Furthermore, the axle housing body has an integrally formed anti-skid sensor mounting position. The anti-skid sensor mounting position includes a sensor mounting hole and a signal acquisition positioning surface, located on the axle housing body near the wheel hub end, and is used to install the anti-skid sensor to monitor the wheel slippage status.

[0017] Furthermore, the main reducer bearing support structure is integrally formed on the axle housing body. This support structure includes a bearing mounting seat and a reinforcing wall, with the bearing mounting seat connected to the axle housing body via the reinforcing wall. The bearing mounting seat is used to mount the main reducer bearing and bear the load transmitted by the main reducer. The reinforcing wall improves the rigidity and load-bearing capacity of the bearing mounting area.

[0018] Furthermore, the thickened walls are disposed in the leaf spring seat area and the axle sleeve root area of ​​the axle housing body. The leaf spring seat area bears the vertical and longitudinal loads transmitted by the suspension system, while the axle sleeve root area bears the torque and bending moment transmitted from the axle. The thickened wall design improves the load-bearing capacity of these high-stress areas.

[0019] Furthermore, the reinforcing ribs are distributed along the longitudinal and circumferential directions of the axle shell body. The longitudinal reinforcing ribs improve the longitudinal rigidity and bending resistance of the axle shell, while the circumferential reinforcing ribs improve the circumferential rigidity and torsional resistance. The reinforcing ribs, in conjunction with the thickened walls, optimize material distribution, achieving a balance between lightweight and high rigidity.

[0020] Furthermore, the upper push bracket is provided with an upper thrust rod connection hole, and the lower push bracket is provided with a lower thrust rod connection hole. The upper and lower thrust rod connection holes are used to connect with the thrust rod of the suspension system to transmit suspension loads. The connections between the upper push bracket and the axle housing body, and between the lower push bracket and the axle housing body, are both provided with rounded chamfers to disperse stress concentration and improve fatigue strength.

[0021] Furthermore, the upper pusher bracket, lower pusher bracket, auxiliary gearbox shifting mounting structure, and power take-off mounting structure are all integrally formed with the axle housing body through a casting process, creating a seamless, boltless load-bearing transmission path. This integrated structure eliminates the welded and bolted joints found in traditional split structures, avoiding failure modes such as weld cracking and bolt loosening, thus improving structural reliability and lifespan.

[0022] The beneficial effects of this technical solution are: (1) Through integrated casting molding design, the upper push bracket, lower push bracket, auxiliary gearbox shifting installation structure and power take-off installation structure are integrated with the axle housing body into an integral structure, eliminating independent brackets, mounting seats and fasteners, reducing material stacking and the number of parts, achieving lightweight design and reducing product weight.

[0023] (2) By reducing the number of parts and assembly processes, welding and assembly steps are eliminated, processing costs and labor costs are reduced, production efficiency is improved, and cost optimization is achieved.

[0024] (3) Through integrated continuous structural design, the stress distribution is uniform and continuous, stress concentration points are eliminated, and the bending, torsion and impact resistance of the bridge shell is significantly improved to meet the needs of heavy-duty commercial vehicles.

[0025] (4) Through the high positioning accuracy design of the integrated molding, the gear shifting installation structure, the power take-off installation structure and the axle housing body maintain a precise positional relationship, avoid the influence of welding deformation on the assembly accuracy, improve the coaxiality of the auxiliary gearbox shifting and power take-off assembly, and improve the shifting feel and assembly quality.

[0026] (5) By designing an overall load-bearing force transmission path without welding or bolts, failure modes such as weld cracking and bolt loosening are eliminated, thereby improving structural reliability and durability and reducing maintenance costs. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of an integrated molded structure for a functional axle housing with an integrated shifting structure proposed in this invention. Figure 2 This is a schematic diagram of the integrated auxiliary gearbox shifting installation structure of the integrated shifting structure functional axle housing proposed in this invention; Figure 3 This is one of the structural schematic diagrams of an integrated power take-off mounting structure for an integrated shifting structure axle housing proposed in this invention. Figure 4 This is the second schematic diagram of an integrated power take-off mounting structure for an integrated shifting structure axle housing proposed in this invention.

[0028] The corresponding labels in the attached diagram are named as follows: 1. Shift fork shaft mounting base; 2. Shift fork shaft; 3. Shift fork; 4. Shift mechanism mounting hole; 5. Power take-off mounting position; 6. Vehicle speed sensor mounting position; 7. Integrated differential lock mounting position; 8. Anti-slip sensor mounting position; 9. Upward push bracket; 10. Downward push bracket. Detailed Implementation

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0030] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms "a," "the," and "the" as used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0031] To better understand the above technical solution, the following will provide a detailed explanation of the above technical solution in conjunction with specific implementation methods.

[0032] Example 1: Please see Figure 1-4 The present invention provides a technical solution: an integral structure of an integrated bridge housing body. In some embodiments of this application, an axle housing with an integrated shifting structure is provided, including an axle housing body. The axle housing body is an integrally cast structure, in which the upper push bracket 9, the lower push bracket 10, the auxiliary gearbox shifting mounting structure, and the power take-off mounting structure 5 are cast together with the axle housing body in one step during the casting process to form an integral structure.

[0033] In practice, the axle housing is manufactured using casting, preferably ductile iron or aluminum alloy casting, but other suitable casting materials and processes can also be used. Casting allows for the one-time molding of complex shapes, avoiding machining and welding processes. Ductile iron possesses excellent comprehensive mechanical properties, including high tensile strength, good toughness, and strong wear resistance, making it suitable for heavy-duty commercial vehicle axle housings. Aluminum alloy casting has low density and corrosion resistance, facilitating lightweight design; however, the appropriate aluminum alloy grade and heat treatment state must be selected based on load-bearing requirements.

[0034] The overall shape of the axle housing is determined by the layout of the drive axle and transmission requirements. It is typically a hollow cylindrical structure, including the central main reducer mounting area, the half-shaft sleeve areas at both ends, and transition areas connecting these areas. The interior of the axle housing forms a cavity to accommodate transmission components such as the main reducer and differential. Various functional structures are installed on the outer wall of the axle housing, including an upper push bracket 9, a lower push bracket 10, a secondary gearbox shifting mounting structure, a power take-off (PTO) mounting structure 5, and sensor mounting positions.

[0035] By adopting the above technical solution, the integrated cast bridge housing integrates multiple functional structures into a whole, avoiding the technical problems of large number of parts, long assembly process and large welding deformation in the split structure, and achieving the purpose of structural simplification, weight reduction and cost optimization.

[0036] Example 2: Please see Figure 1-4 The present invention provides a technical solution: an integrated molding of an upper push bracket and a lower push bracket. In some preferred embodiments of this application, an upper push bracket 9 and a lower push bracket 10 are integrally formed on the axle housing body. The upper push bracket 9 and the lower push bracket 10 are symmetrically arranged on the outer side of the axle housing body to form an integral load-bearing structure.

[0037] In practical implementation, the upper push bracket 9 and the lower push bracket 10 are connecting components between the commercial vehicle suspension system and the drive axle, used to transmit the forces and torques applied to the axle housing by the suspension system. The upper push bracket 9 and the lower push bracket 10 are typically installed in pairs, located above and below the axle housing body respectively, and connected to the upper and lower thrust rods of the suspension system. The upper and lower thrust rods are hinged to the upper push bracket 9 and the lower push bracket 10 through thrust rod connection holes, transferring the load of the suspension system to the axle housing body.

[0038] The connections between the upper pusher bracket 9 and the lower pusher bracket 10 and the axle housing body are designed with rounded chamfers. These rounded chamfers disperse stress concentration, reduce stress peaks, and improve fatigue strength. The radius of the rounded chamfer is determined based on the wall thickness and structural requirements, typically ranging from 0.5 to 2 times the wall thickness. The thicknesses of the upper pusher bracket 9 and the lower pusher bracket 10 are designed in harmony with the axle housing body to ensure the continuity and reliability of the force transmission path.

[0039] The symmetrical arrangement of the upper push bracket 9 and lower push bracket 10 on the outer side of the axle housing body allows the suspension load to be symmetrically transferred to the axle housing body through the upper push bracket 9 and lower push bracket 10, forming a balanced stress state. This symmetrical arrangement helps to improve the torsional stiffness and bending stiffness of the axle housing, and reduces torsional and bending deformation. During vehicle operation, the suspension system will bear vertical loads, longitudinal loads, and lateral loads. The symmetrically arranged upper push bracket 9 and lower push bracket 10 can effectively distribute these loads and improve the overall load-bearing capacity of the axle housing.

[0040] After the upper pusher bracket 9 and the lower pusher bracket 10 are integrally formed with the axle housing body, a continuous monolithic structure is created. This monolithic structure eliminates the welded or bolted joints between the upper pusher bracket 9 and the axle housing body, and between the lower pusher bracket 10 and the axle housing body, found in traditional split structures, thus avoiding failure modes such as weld cracking and bolt loosening. The integrated structure has a continuous force transmission path, superior mechanical properties compared to welded or bolted structures, and can withstand greater loads, improving structural reliability and service life.

[0041] By adopting the above technical solution, the integrated molding design of the upper push bracket 9 and the lower push bracket 10 with the axle housing body integrates the suspension connection function into the overall structure of the axle housing, achieving the technical effects of structural simplification, increased rigidity, and improved reliability.

[0042] Example 3: Please see Figure 1-4 The present invention provides a technical solution: an integrated auxiliary gearbox shifting installation structure. In some preferred embodiments of this application, a secondary gearbox shifting mounting structure is integrally formed on the axle housing body. The secondary gearbox shifting mounting structure includes an integrally formed shift fork shaft mounting seat 1, a limiting boss, and a positioning mounting surface.

[0043] In practical implementation, the shift fork shaft mounting base 1 serves as the mounting base for the shift fork shaft 2. The shift fork shaft mounting base 1 is located on the side of the axle housing body and mates with the shift fork shaft 2. The shift fork shaft 2 is a slender shaft-shaped part, installed within the shift fork shaft mounting base 1, and capable of axial movement. One end of the shift fork shaft 2 is connected to the shift lever in the cab, and the other end is equipped with a shift fork 3. The shift fork 3 meshes with the synchronizer or shift gear in the auxiliary gearbox, and the axial movement of the shift fork shaft 2 drives the synchronizer or shift gear to perform shifting operations.

[0044] The shift fork 3 is mounted on the shift fork shaft 2. The shift fork 3 is fork-shaped, with one end fitted onto and fixed to the shift fork shaft 2, and the other end engaging with the shift ring groove of the auxiliary gearbox synchronizer or shift gear. When the shift fork 3 moves axially along with the shift fork shaft 2, it pushes the synchronizer or shift gear to move axially, thus achieving gear shifting. The precision of the engagement between the shift fork 3 and the synchronizer or shift gear directly affects the shifting feel and reliability.

[0045] A limiting boss is located near the shift fork shaft mounting base 1. The limiting boss restricts the axial travel of the shift fork shaft 2, preventing excessive movement that could damage the shifting mechanism or cause incomplete shifting. The position of the limiting boss is determined based on the shifting travel requirements; typically, two bosses are provided, one to limit the extreme positions of forward and the other to reverse gears. The clearance between the limiting boss and the end of the shift fork shaft 2 is determined based on thermal expansion and manufacturing tolerances, ensuring smooth movement of the shift fork shaft 2 throughout its entire travel range.

[0046] The positioning mounting surface is located near the shift fork shaft mounting seat 1. The positioning mounting surface has shift mechanism mounting holes 4. These holes 4 are used to fix other components of the shift mechanism, such as the shift mechanism housing, shift mechanism spring, and shift mechanism shift blocks. The positional accuracy of the shift mechanism mounting holes 4 is high, affecting the assembly accuracy and shifting performance of the shift mechanism. The positional relationship between the positioning mounting surface and the shift fork shaft mounting seat 1 is ensured during the casting process in a single molding step, guaranteeing assembly accuracy.

[0047] With the auxiliary gearbox shifting mounting structure integrated with the axle housing body, a continuous force transmission path is formed between the two. When a shifting operation generates a reaction force, the force is transmitted through the shift fork 3 and the shift fork shaft 2 to the shift fork shaft mounting seat 1, and then to the axle housing body. This integrated structure effectively disperses and transmits these forces, avoiding stress concentration and structural deformation, and improving the installation accuracy and reliability of the shifting mechanism.

[0048] By adopting the above technical solution, the integrated design of the auxiliary gearbox shifting mounting structure and the axle housing body integrates the shifting function into the overall structure of the axle housing, eliminating the connection joint between the shifting mounting seat and the axle housing in the split structure, and improving the installation accuracy and force transmission reliability of the shifting mechanism.

[0049] Example 4: Please see Figure 1-4 The present invention provides a technical solution: an integrated power take-off (PTO) mounting structure. In some preferred embodiments of this application, a power take-off (PTO) mounting structure 5 is integrally formed on the axle housing body. The PTO mounting structure 5 includes an integrally formed PTO mounting surface, a bolt hole system, and a positioning stop.

[0050] In practical implementation, the power take-off (PTO) mounting surface is a machined plane. High flatness and roughness requirements are needed for the PTO mounting surface to ensure the positioning accuracy and sealing performance of the PTO housing after installation. The area of ​​the PTO mounting surface is determined based on the PTO's dimensions and installation requirements, typically 1.2 to 1.5 times the projected area of ​​the PTO housing, leaving space for bolt holes and locating stops. The PTO mounting surface requires machining after casting to achieve the required flatness and roughness.

[0051] The bolt holes are distributed around the perimeter of the PTO mounting surface. These bolt holes are used to secure the PTO housing with bolts. The number and location of the bolt holes are determined by the PTO's connection requirements, typically no fewer than four, symmetrically distributed to ensure a stable installation of the PTO housing. The size and precision of the bolt holes are determined by the bolt specifications, which are usually M8 to M12 hexagonal bolts or socket head cap screws. The relative positional accuracy between the bolt holes and the locating stop is critical, affecting the assembly precision of the PTO.

[0052] The locating stop is located in the center area of ​​the PTO mounting surface. The locating stop is used for radial positioning of the PTO housing, ensuring the coaxiality of the PTO and the axle housing. The locating stop is typically a circular boss or groove structure, with the diameter of the boss or groove matching the corresponding structure on the PTO housing, and the clearance controlled within the range of 0.05 to 0.15 mm. The relative positional accuracy between the locating stop and the bolt holes requires high precision to ensure the coaxiality and relative positional relationship between the PTO and the main reducer after installation.

[0053] With the PTO mounting structure 5 integrated with the axle housing body, the PTO mounting surface and the axle housing body form a continuous structure. This integrated structure eliminates the connection joint between the PTO mounting base and the axle housing in traditional split structures, improving the rigidity and load-bearing capacity of the PTO mounting area. When the PTO operates, the forces and torques generated are transmitted to the axle housing body through the mounting surface. The integrated structure effectively disperses stress, preventing stress concentration and structural deformation.

[0054] A power take-off (PTO) is used to draw power from the transmission system to provide power to other auxiliary equipment. Common PTO types include side PTOs, rear PTOs, and front PTOs. The location of the PTO mounting structure 5 is determined based on the PTO type and transmission system layout, and needs to be designed in coordination with components such as the main reducer and drive shaft.

[0055] By adopting the above technical solution, the integrated design of the power take-off mounting structure 5 and the axle housing body integrates the power take-off mounting function into the overall axle housing structure, which improves the installation accuracy and structural rigidity of the power take-off, simplifies the assembly process, and reduces costs.

[0056] Example 5: Please see Figure 1-4 The present invention provides a technical solution: a high-rigidity structural design with thickened walls and reinforcing ribs. In some preferred embodiments of this application, the axle housing body is provided with thickened walls and reinforcing ribs in high-load areas. The thickened walls are provided in the leaf spring seat area and the root area of ​​the axle sleeve of the axle housing body, and the reinforcing ribs are distributed along the longitudinal and circumferential directions of the axle housing body.

[0057] In practical implementation, the leaf spring seat area is the connection point between the axle housing and the leaf spring suspension system. The leaf spring seat bears the vertical, longitudinal, and lateral loads transmitted by the suspension system, making it a critical stress area of ​​the axle housing. The leaf spring seat area is reinforced with thickened walls to improve local rigidity and load-bearing capacity. The thickness of the thickened wall is typically 1.5 to 3 times the basic wall thickness of the axle housing, with the specific thickness determined based on load requirements and material properties. The leaf spring seat area usually also has mounting holes for inserting bolts or pins to connect the leaf springs.

[0058] The root region of the axle sleeve is where the axle housing body connects to the axle sleeve. The axle sleeve supports the axle and wheel hub bearings, bearing the road reaction force and transmission torque transmitted by the wheels. The root region of the axle sleeve is a stress concentration area, requiring a thickened wall to improve load-bearing capacity. The thickened wall extends from the root of the axle sleeve into the axle housing body, forming a gradual wall thickness transition to avoid stress concentration caused by abrupt changes in wall thickness.

[0059] Stiffeners are rib-like protrusions installed on the outer or inner wall of the axle housing to improve local rigidity and load-bearing capacity. The design of stiffeners follows an optimized distribution principle, spreading along the longitudinal and circumferential directions of the axle housing to form a grid-like structure. Longitudinal stiffeners improve the longitudinal rigidity and bending resistance of the axle housing, resisting bending deformation caused by longitudinal loads. Circumferential stiffeners improve the circumferential rigidity and torsional resistance of the axle housing, resisting torsional deformation caused by torque.

[0060] The connection between the stiffener and the axle shell body adopts a rounded transition design to avoid stress concentration. The height of the stiffener is typically 0.5 to 1.5 times the basic wall thickness of the axle shell body, with the specific height determined based on stiffness requirements and structural space. The spacing of the stiffeners is determined based on load distribution and stiffness requirements, typically ranging from 50 to 150 mm.

[0061] The design, combining thickened walls and reinforcing ribs, optimizes material distribution and achieves a balance between lightweight and high rigidity. Thickened walls are used in areas with high load-bearing requirements, while reinforcing ribs are used in areas to improve overall rigidity. Through topology and dimensional optimization, the optimal layout of the thickened walls and reinforcing ribs is determined, minimizing weight while meeting strength and rigidity requirements.

[0062] By adopting the above technical solution, the high-rigidity structural design with thickened walls and reinforcing ribs improves the load-bearing capacity and overall rigidity of the axle shell by setting thickened walls and arranging reinforcing ribs in key areas, meeting the usage requirements of heavy-duty commercial vehicles and achieving a balance between lightweight and high rigidity.

[0063] Example 6: Please see Figure 1-4 The present invention provides a technical solution: a transition design for dispersing stress at rounded chamfers. In some preferred embodiments of this application, rounded chamfers are used at key transition points of the bridge housing body to disperse stress. Rounded chamfers are provided at the connections between the upper push bracket 9 and the bridge housing body, and between the lower push bracket 10 and the bridge housing body.

[0064] In the specific implementation process, the key transition areas of the axle housing body include, but are not limited to, the following areas: the connection transition area between the upper push bracket 9 and the axle housing body, the connection transition area between the lower push bracket 10 and the axle housing body, the connection transition area between the shift fork shaft mounting seat 1 and the axle housing body, the connection transition area between the power take-off mounting surface and the axle housing body, the transition area between the leaf spring seat area and the axle housing body, the transition area between the half-shaft sleeve and the axle housing body, the transition area between the thickened wall and the basic wall thickness, and the connection area between the reinforcing rib and the axle housing body wall panel, etc.

[0065] A rounded chamfer is a rounded corner installed at structural transitions. Rounded chamfers eliminate sharp right angles or acute angles, preventing stress concentration. The stress concentration factor is related to the radius of curvature at the transition; the larger the radius of curvature, the smaller the stress concentration factor. The radius of the rounded chamfer is determined based on the wall thickness and structural requirements, typically 0.5 to 2 times the wall thickness. For areas with high stress, the radius can be appropriately increased to reduce stress concentration.

[0066] The design of the rounded chamfer also considers the feasibility of the casting process. During casting, molten metal needs to fill the mold cavity and cool and solidify. Sharp transition structures can easily cause difficulties in filling the molten metal and uneven cooling, affecting the quality of the casting. Rounded chamfers facilitate the flow and filling of molten metal, reduce casting defects, and improve the quality of the casting.

[0067] In the specific implementation process, the following rounded chamfer design schemes can be adopted: for transition areas with smaller wall thickness, a rounded chamfer with a radius of 0.5 to 1 times the wall thickness is adopted; for transition areas with larger wall thickness, a rounded chamfer with a radius of 1 to 2 times the wall thickness is adopted; for high-stress areas, a larger rounded radius or a multi-level rounded transition design is adopted.

[0068] By adopting the above technical solution, the transition design of the rounded chamfer to disperse stress eliminates stress concentration, improves fatigue strength, and improves casting processability and casting quality by setting the rounded chamfer at the key transition point.

[0069] Example 7: Please see Figure 1-4 The present invention provides a technical solution: integrated sensor mounting location In some preferred embodiments of this application, the axle housing body has an integrally formed vehicle speed sensor mounting position 6, an integrated differential lock mounting position 7, and an anti-skid sensor mounting position 8.

[0070] In practical implementation, the vehicle speed sensor mounting position 6 includes a sensor mounting hole and a positioning surface. The vehicle speed sensor mounting position 6 is located on the axle housing body near the output end. The vehicle speed sensor measures vehicle speed signals, providing input signals for the vehicle's anti-lock braking system, electronic stability control system, cruise control system, etc. The size and accuracy of the sensor mounting hole are determined according to the specifications of the vehicle speed sensor, and the positioning surface is used for axial positioning of the sensor. The vehicle speed sensor is typically a magnetoelectric or Hall effect sensor, and it is necessary to ensure that the gap between the sensor and the signal generating device is within the specified range.

[0071] The integrated differential lock mounting position 7 includes a differential lock mounting hole and a locking mechanism positioning surface. The integrated differential lock mounting position 7 is located on the side of the axle housing body. The differential lock is used to lock the differential, causing the left and right wheels to rotate at the same speed, improving the vehicle's passability on slippery roads or off-road conditions. The integrated differential lock mounting structure is integrated with the axle housing body, simplifying the assembly process and improving installation accuracy and reliability. The differential lock mounting hole is for inserting the drive shaft or control shaft of the differential lock, and the locking mechanism positioning surface is for mounting the positioning elements of the locking mechanism.

[0072] The anti-slip sensor mounting position 8 includes a sensor mounting hole and a signal acquisition positioning surface. The anti-slip sensor mounting position 8 is located on the axle housing body near the wheel hub. The anti-slip sensor monitors the wheel slippage state, providing wheel speed signals to the vehicle's anti-lock braking system and electronic stability control system. The anti-slip sensor is typically a wheel speed sensor, mounted near the wheel hub. The sensor mounting hole is used to mount the sensor's mounting bracket, and the signal acquisition positioning surface is used to position the sensor relative to the signal generating device.

[0073] With the sensor mounting positions integrated into the bridge housing body, the sensor mounting accuracy is guaranteed by the casting precision, avoiding assembly errors between the sensor bracket and the bridge housing in a split structure. The relative positions of the sensor mounting positions and the bridge housing body are determined in one molding process, resulting in high positional accuracy, no risk of loosening, and high reliability.

[0074] By adopting the above technical solution, the integrated design of the sensor installation position and the bridge housing body integrates various sensor installation functions into the overall structure of the bridge housing, which simplifies the assembly process and improves installation accuracy and reliability.

[0075] Example 8: Please see Figure 1-4 The present invention provides a technical solution: a main gearbox main reducer bearing support structure. In some preferred embodiments of this application, a main gearbox main reducer bearing seat support structure is integrally formed on the axle housing body. The main gearbox main reducer bearing seat support structure includes a bearing mounting seat and a reinforcing wall, and the bearing mounting seat is connected to the axle housing body through the reinforcing wall.

[0076] In practical implementation, the main reducer bearing location is where the main reducer bearing is installed. The main reducer bearing supports the input and output shafts of the main reducer and bears the forces and torques transmitted by the gears. The support rigidity of the main reducer bearing directly affects the gear meshing accuracy and noise level; therefore, the bearing mounting area needs to have sufficient rigidity and positioning accuracy.

[0077] Bearing mounts are cylindrical or conical boss structures mounted on the axle housing. The inner diameter of the bearing mount matches the outer diameter of the main reducer bearing, and the outer diameter of the bearing mount connects to the wall plate of the axle housing. The number of bearing mounts is determined by the bearing arrangement of the main reducer, typically two, one supporting the input shaft and the other the output shaft. The dimensional and positional accuracy requirements of the bearing mounts are high, affecting the bearing installation accuracy and operational performance.

[0078] A reinforcing wall is installed between the bearing mounting housing and the axle housing body. The reinforcing wall increases the rigidity of the bearing mounting area and reduces deformation caused by bearing loads. The main reducer bearing housing in the main housing bears a large load, including circumferential, radial, and axial forces transmitted by the gears. The reinforcing wall evenly distributes these loads to the axle housing body, avoiding localized stress concentrations.

[0079] The arrangement of the reinforcing walls is determined based on the load direction and structural requirements. Longitudinal reinforcing walls improve the rigidity of the bearing mount along the drive shaft direction, resisting axial loads; transverse reinforcing walls improve the rigidity of the bearing mount along the direction perpendicular to the drive shaft, resisting radial loads. If necessary, oblique reinforcing walls can be installed to further improve overall rigidity.

[0080] With the main gearbox bearing housing support structure integrated with the axle housing body, the bearing mounting base and the axle housing body form a continuous structure. This integrated structure eliminates the connecting joint between the bearing housing and the axle housing in traditional split structures, avoiding loose connections and deformation, and improving bearing support rigidity and transmission accuracy.

[0081] By adopting the above technical solution, the integrated design of the main gearbox main reducer bearing position support structure and the axle housing body improves the rigidity and positioning accuracy of the bearing installation area, ensuring the accuracy and reliability of gear transmission.

[0082] Example 9: Please see Figure 1-4 The present invention provides a technical solution: design of the thrust rod connection hole. In some preferred embodiments of this application, the upper push bracket 9 is provided with an upper push rod connection hole, and the lower push bracket 10 is provided with a lower push rod connection hole.

[0083] In practical implementation, the upper and lower thrust rod connecting holes are the connection points between the upper push bracket 9 and the lower push bracket 10 and the thrust rod of the suspension system. The upper and lower thrust rod connecting holes are typically through-hole structures, with the hole diameter determined by the diameter of the ball joint of the thrust rod. The ball joint of the thrust rod is supported within the connecting hole by an elastic bushing, achieving a hinged connection.

[0084] The positions of the upper and lower thrust rod connecting holes are determined according to the layout and kinematic requirements of the suspension system. The upper thrust rod connecting hole is usually located at the end or middle of the upper thrust bracket 9, and the lower thrust rod connecting hole is located at the corresponding position on the lower thrust bracket 10. The line connecting the two connecting holes usually forms a certain angle with the axis of the axle housing body, and this angle is determined according to the geometric positioning requirements of the suspension system.

[0085] The relative positional accuracy of the upper and lower thrust rod connecting holes with the axle housing body is critical, affecting the suspension system's positioning parameters such as toe angle, camber angle, and caster angle. An integrated cast structure ensures the positional accuracy of the connecting holes, avoiding the impact of bracket installation errors on suspension positioning found in split structures.

[0086] The inner sides of the upper and lower thrust rod connecting holes are usually equipped with grease fittings or lubrication channels for injecting grease into the hinged parts to maintain flexible hinge movement. These lubrication channels are formed during the casting process or drilled out through machining.

[0087] By adopting the above technical solution, the upper thrust rod connecting hole and the lower thrust rod connecting hole are integrated with the upper push bracket 9 and the lower push bracket 10, which ensures the positional accuracy and hinge performance of the connecting holes and simplifies the assembly process.

[0088] Example 10: Please see Figure 1-4 The present invention provides a technical solution: design of the overall load-bearing force transmission path. In some preferred embodiments of this application, the upper pusher 9, the lower pusher 10, the auxiliary gearbox shifting mounting structure, and the power take-off mounting structure 5 are all formed in one piece with the axle housing body through a casting process, forming an integral load-bearing and force transmission path without welding or bolt connections.

[0089] In practical implementation, the overall load-bearing transmission path refers to the continuous path through which external forces are transmitted from the point of application to the axle housing body. In traditional split axle housings, external forces need to be transmitted from individual components to the axle housing body via welded joints or bolted connections. Welded joints and bolted connections are stress concentration points and potential sources of failure.

[0090] In the integrated casting structure, the upper pusher bracket 9, the lower pusher bracket 10, the auxiliary gearbox shifting mounting structure, and the power take-off mounting structure 5 are continuous metallic integrals with the axle housing body. When external forces are transmitted from these functional structures to the axle housing body, no joints are required; the force flow is continuous, and the stress distribution is uniform. This continuous force transmission path improves the structure's load-bearing capacity and fatigue strength.

[0091] The overall load-bearing force transmission path design follows these principles: the shortest force transmission path principle, the transmission path of external force from the point of application to the bridge shell body should be as short as possible; the direct force transmission principle, avoiding force transmission through multiple turns or indirect means; and the uniform force transmission principle, through structural optimization to make the force evenly distributed during the transmission process and avoid local overload.

[0092] In the actual structure, the suspension load is transmitted from the thrust rod to the upper push bracket 9 and the lower push bracket 10, and then directly to the axle housing body; the shift reaction force is transmitted directly from the shift fork shaft mounting seat 1 to the axle housing body; the power take-off load is transmitted directly from the power take-off mounting surface to the axle housing body; and the main reducer load is transmitted from the bearing mounting seat through the reinforcing wall to the axle housing body. These force transmission paths are determined in one casting process, ensuring continuous paths and stable precision.

[0093] By adopting the above technical solution, the design of an integral load-bearing force transmission path without welding or bolt connections eliminates the stress concentration problem at joints in traditional split structures, thereby improving the load-bearing capacity, rigidity, and reliability of the structure.

[0094] Example 11: Please see Figure 1-4 The present invention provides a technical solution: realization of a one-stop casting process. In some preferred embodiments of this application, the axle housing body and all its functional structures, such as the upper push bracket 9, the lower push bracket 10, the auxiliary gearbox shifting installation structure, and the power take-off installation structure 5, are all formed in one piece by casting.

[0095] In practice, one-stop casting refers to completing the casting of the entire axle housing assembly in a single casting operation, resulting in a casting with all functional structures. This process avoids the post-processing steps of casting each part separately and then welding or bolting them together, as is common in traditional split structures.

[0096] The implementation of a one-stop casting process requires addressing the following technical challenges: First, mold design is crucial. Complex-shaped bridge housing assemblies necessitate the design of appropriate casting molds. These molds are complex in structure, requiring consideration of factors such as parting lines, gating systems, venting systems, and chill placement. Second, the casting process itself is critical. Molten metal must effectively fill the complex cavities and solidify sequentially to avoid casting defects such as shrinkage cavities, porosity, and hot cracking. Third, heat treatment is essential. The heat treatment of an integrated structure must ensure uniform microstructure and stable performance across all regions.

[0097] One-stop casting processes can employ methods such as sand casting, metal mold casting, pressure casting, and centrifugal casting. Sand casting is suitable for larger axle housing assemblies, requires less equipment investment, and is flexible enough to adapt to various shapes; metal mold casting is suitable for mass production, producing castings with high dimensional accuracy and good surface quality; pressure casting is suitable for axle housings made of aluminum alloys, producing castings with dense microstructure and excellent performance; centrifugal casting is suitable for axle housings with annular or cylindrical structures, producing a dense metal microstructure without shrinkage cavities or porosity.

[0098] After casting, functional surfaces are machined as needed, such as precision milling of the power take-off mounting surface, precision turning of the bearing mounting seat, and precision boring of the sensor mounting holes. Machining is only performed on mating surfaces with high functional requirements; other structural dimensions are guaranteed by casting, thus simplifying the process.

[0099] By adopting the above technical solution, the one-stop casting process realizes the one-time molding and manufacturing of the bridge housing assembly, which simplifies the production process and improves production efficiency and product quality.

[0100] Example 12: Please see Figure 1-4 The present invention provides a technical solution: the technical effect of lightweight design. In some preferred embodiments of this application, lightweight bridge housings are achieved through an integrated casting design.

[0101] In practical implementation, lightweight design is a significant technological advantage of integrated bridge housings. Traditional split bridge housings consist of multiple independent parts, which are connected by welding or bolts. These connections require lap joints, bevels, bolt holes, and other structural elements, increasing material consumption and structural weight.

[0102] The integrated bridge housing eliminates the connection structures between components, removing redundant designs such as overlapping edges, bevels, and bolt holes. Simultaneously, through topology and dimensional optimization, material in non-load-bearing areas is eliminated while meeting strength and stiffness requirements, optimizing wall thickness distribution and achieving rational material utilization.

[0103] The integrated structure facilitates the use of advanced lightweight materials and processes. Ductile iron has excellent comprehensive mechanical properties, and weight reduction can be achieved by reducing wall thickness; aluminum alloys have a density only about one-third that of steel, and even greater weight reduction can be achieved by using aluminum alloy casting; magnesium alloys have an even lower density and are suitable for applications with higher weight reduction requirements.

[0104] The technological benefits of lightweight design include: reducing overall vehicle weight, improving fuel economy or the driving range of electric vehicles; reducing unsprung mass, improving ride smoothness and comfort; and reducing material consumption and production costs, achieving energy conservation and emission reduction.

[0105] By adopting the above technical solutions, the lightweight design achieves weight reduction of the axle housing through structural and material optimization, thereby improving the overall performance and economic efficiency of the vehicle.

[0106] Example 13: Please see Figure 1-4 The present invention provides a technical solution for improving reliability and durability. In some preferred embodiments of this application, the reliability and durability of the bridge housing are improved through an integrated design.

[0107] In practical implementation, reliability refers to the axle housing's ability to perform its intended function under specified conditions and within a specified time. Durability refers to the axle housing's ability to maintain its performance during long-term use. Integrated design improves both reliability and durability in the following ways: First, it eliminates welded joints. Traditional split-type bridge housings extensively use welding to connect various components, and welds are the origin of fatigue cracks. The integrated structure eliminates welds, avoiding the failure mode of weld cracking.

[0108] Secondly, it eliminates bolted connections. Traditional split-type bridge housings use bolts to fix various parts, which carries the risk of loosening, especially under vibration loads. The integrated structure eliminates bolted connections, avoiding loosening and failure.

[0109] Third, the stress distribution is uniform. The force flow is continuously transmitted in an integrated structure, resulting in a uniform stress distribution and avoiding stress concentration at joints, which is a major cause of fatigue failure in split structures. Uniform stress distribution prolongs fatigue life.

[0110] Fourth, stable positioning accuracy. The positions of each functional structure in the integrated structure are guaranteed by casting precision, eliminating assembly errors and deformation. The positioning accuracy of the integrated structure remains stable over the long term and will not change due to vibration or load.

[0111] Fifth, it has good corrosion resistance. The integrated structure has no weak points such as welds and lap joints, which avoids the accumulation and penetration of corrosive media in these areas and improves corrosion resistance.

[0112] By adopting the above technical solutions, the integrated design significantly improves the reliability and durability of the bridge housing by eliminating stress concentration at the joints, ensuring stable positioning accuracy, and improving corrosion resistance.

[0113] Example 14: Please see Figure 1-4 The present invention provides a technical solution: simplification of assembly process. In some preferred embodiments of this application, the assembly process of the bridge housing is simplified through an integrated design.

[0114] In practice, the assembly process of a traditional split-type axle housing includes the following steps: individual machining of each part; welding or bolting the upper push bracket 9 to the axle housing body; welding or bolting the lower push bracket 10 to the axle housing body; welding or bolting the auxiliary gearbox shift mounting seat to the axle housing body; welding or bolting the power take-off mounting seat to the axle housing body; inspection and repair of each connection point; heat treatment and surface treatment of the axle housing assembly, etc. The assembly process is complex, involving numerous steps and a long production cycle.

[0115] The assembly process of the integrated bridge housing is simplified to: casting of the bridge housing assembly, inspection and repair of casting defects, machining of functional surfaces, heat treatment and surface treatment, and installation of sensors and accessories. This significantly reduces assembly steps, shortens the process flow, and improves production efficiency.

[0116] The integrated design also simplifies downstream assembly processes. The upper push bracket 9 and lower push bracket 10 are integrally formed with the axle housing, allowing the suspension system's thrust rods to be directly installed into the upper and lower thrust rod connection holes without prior positioning and fixing of the brackets. The auxiliary gearbox shifting mechanism can be directly installed onto the shift fork shaft mounting seat 1, with the positional accuracy of the shifting mechanism mounting hole 4 guaranteed by casting. The power take-off (PTO) can be directly installed onto the PTO mounting surface, with a positioning stop ensuring coaxiality.

[0117] By adopting the above technical solution, the integrated design simplifies the assembly process of the bridge housing itself and the downstream assembly process, improves production efficiency, and reduces assembly costs.

[0118] Example 15: Please see Figure 1-4 The present invention provides a technical solution: structural coordination and system integration. In some preferred embodiments of this application, the integrated design of the axle housing body takes into account structural coordination and system integration with other components in the transmission system.

[0119] In practical implementation, the drive axle is a crucial component of the vehicle's transmission system, requiring coordination with components such as the gearbox, power take-off mounting structure 5, drive shaft, and wheels. The integrated axle housing design fully considers these coordination relationships: Coordination with the transmission: The input end of the axle housing connects to the output end of the transmission, requiring ensuring coaxiality and connection rigidity. An integrated axle housing design allows for unified structural design considerations with the transmission housing, optimizing connection rigidity and sealing performance.

[0120] Coordination with the PTO: The PTO mounting structure 5 is integrated with the axle housing body. The relative positional accuracy of the PTO axis and the main reducer axis is guaranteed by casting, avoiding the influence of the mounting seat positioning error on the coaxiality of the PTO and the main reducer in the split structure.

[0121] Coordination with the driveshaft: Half-shaft sleeves are installed at both ends of the axle housing. The outer end of the half-shaft sleeve connects to the wheel hub bearing, and the inner end connects to the differential half-shaft gear. The integrated design of the half-shaft sleeves ensures high positional accuracy, which is beneficial for the installation and alignment of the driveshaft.

[0122] Coordination with the suspension system: The upper push bracket 9 and the lower push bracket 10 are integrated with the axle housing body. The positional accuracy of the thrust rod connection hole is guaranteed by casting, which is conducive to the control of the positioning parameters and performance of the suspension system.

[0123] The design concept of system integration runs through the entire axle housing design. Through integrated design, disparate parts are integrated into a whole, and independent subsystems are integrated into a coordinated system, achieving the system optimization goals of structural simplification, performance improvement, and cost reduction.

[0124] By adopting the above technical solution, the integrated design takes into account the overall coordination of the transmission system, realizes structural integration and system optimization, and improves the overall performance of the transmission system.

[0125] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A bridge housing with integrated shifting structure function, comprising a bridge housing body, characterized in that, The axle housing body is an integrally cast structure. The axle housing body is integrally formed with an upper push bracket (9), a lower push bracket (10), a sub-gear shifting installation structure and a power take-off installation structure (5). The upper push bracket (9) and the lower push bracket (10) are symmetrically arranged on the outside of the axle housing body to form an integral load-bearing structure. The axle housing body is provided with thickened walls and reinforcing ribs in the high load area. The key transition points of the axle housing body adopt rounded chamfers to disperse stress.

2. The bridge housing according to claim 1, characterized in that, The auxiliary gearbox shifting installation structure includes an integrally formed shift fork shaft mounting seat (1), a limiting boss, and a positioning mounting surface; the shift fork shaft mounting seat (1) is used to install the shift fork shaft (2), the shift fork shaft (2) is provided with a shift fork (3), the limiting boss is used to limit the axial travel of the shift fork shaft (2), and the positioning mounting surface is provided with a shift mechanism mounting hole (4), the shift mechanism mounting hole (4) is used to fix the shift mechanism.

3. The bridge housing according to claim 1, characterized in that, The power take-off mounting structure (5) includes an integrally formed power take-off mounting surface, a bolt hole system, and a positioning stop; the power take-off mounting surface is a machined plane, the bolt hole system is distributed along the periphery of the power take-off mounting surface, and the positioning stop is located in the central area of ​​the power take-off mounting surface for radial positioning of the power take-off housing.

4. The bridge housing according to claim 1, characterized in that, The axle housing body has an integrally formed vehicle speed sensor mounting position (6), which includes a sensor mounting hole and a positioning surface. The vehicle speed sensor mounting position (6) is located on the axle housing body near the output end.

5. The bridge housing according to claim 1, characterized in that, An integrated differential lock mounting position (7) is integrally formed on the axle housing body. The integrated differential lock mounting position (7) includes a differential lock mounting hole and a locking mechanism positioning surface. The integrated differential lock mounting position (7) is located on the side of the axle housing body.

6. The bridge housing according to claim 1, characterized in that, An anti-slip sensor mounting position (8) is integrally formed on the axle housing body. The anti-slip sensor mounting position (8) includes a sensor mounting hole and a signal acquisition positioning surface. The anti-slip sensor mounting position (8) is located on the axle housing body near the wheel hub end.

7. The bridge housing according to claim 1, characterized in that, The axle housing body has an integrally formed main gearbox main reducer bearing seat support structure, which includes a bearing mounting seat and a reinforcing wall. The bearing mounting seat is connected to the axle housing body through the reinforcing wall.

8. The bridge housing according to claim 1, characterized in that, The thickened wall is provided in the leaf spring seat area and the root area of ​​the half-shaft sleeve of the axle housing body, and the reinforcing ribs are distributed along the longitudinal and circumferential directions of the axle housing body.

9. The bridge housing according to claim 1, characterized in that, The upper push bracket (9) is provided with an upper push rod connection hole, and the lower push bracket (10) is provided with a lower push rod connection hole; the connection between the upper push bracket (9) and the bridge housing body, and between the lower push bracket (10) and the bridge housing body, are provided with the arc chamfer.

10. The bridge housing according to any one of claims 1 to 9, characterized in that, The upper push bracket (9), the lower push bracket (10), the auxiliary gearbox shifting installation structure, and the power take-off installation structure (5) are all formed in one piece with the axle housing body through a casting process, forming an integral load-bearing and force transmission path without welding or bolt connection.

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