Front drive axle assembly and control method with wet differential and wet braking function

Abstract

The present application belongs to the technical field of drive axle of harvesting machinery, and discloses a front drive axle assembly with wet differential and wet brake function and a control method. In view of the defects of the front drive axle of large green storage harvesting machinery, such as slippage and sinking of operation, poor brake reliability, uneven lubrication, insufficient load bearing, and lack of intelligent monitoring, the present application adopts an integrated structure, integrates a profiled axle housing, double reduction mechanisms, double brake mechanisms, and a wet differential lock assembly, and is matched with a plurality of sensing and collecting components, a tire inflation channel, and a balanced oil stirring component. The present application improves the heavy load traction capacity through two-stage reduction, completes multi-dimensional working condition sensing through the plurality of sensing and collecting components, and realizes the dual functions of driving brake and automatic parking by means of the wet brake structure. The present application effectively improves the shortcomings of traditional drive axle in terms of escape, brake, heat dissipation and lubrication, has high structural integration and intelligent degree, and can adapt to harsh field heavy load working conditions of large harvesting machinery.

Description

Technical Field

[0001] This invention belongs to the field of harvesting machinery transmission axle technology, and more specifically, relates to a front drive axle assembly and control method with wet differential and wet braking functions. Background Technology

[0002] In recent years, with the rapid development of large-scale agriculture, the application of 20-ton-class large-scale silage combine harvesters has become increasingly widespread. Over 70% of the machine's traction is output through the front drive axle, with the rear axle only providing auxiliary drive. The load-bearing capacity, anti-skid performance, and braking performance of the front axle directly determine the machine's adaptability to extreme working conditions. Conventional two-wheel-drive harvesters distribute power to the front axle only through a basic differential. When operating in muddy paddy fields, soft soil, heavy-load uphill driving, or low-lying waterlogged areas, the single drive wheel is prone to losing traction and slipping, resulting in ineffective power transmission, vehicle stagnation, and severely reduced field operation efficiency.

[0003] Patent document CN105752049A discloses a drive axle with wet braking and a segmented axle housing. The segmented axle housing, combined with wet brakes on both sides, achieves oil-cooled braking. Although this solves the problems of water ingress failure and poor heat dissipation of drum brakes, the solution does not integrate a wet automatic differential lock. There is no locking function to get out of trouble when the wheels slip. The segmented axle housing is prone to shrinkage porosity and stress concentration during casting. It lacks supporting structures such as multi-channel vehicle speed sensing, automatic parking, balanced oil stirring, and automatic tire inflation, and cannot meet the high-strength traction requirements of large-tonnage harvesting machinery.

[0004] Patent document CN117818255A discloses a dual-flow drive steering axle, which adopts mechanical + hydraulic dual-flow confluence transmission to achieve on-the-spot steering and is equipped with a built-in wet brake. However, this solution lacks an automatic differential lock electronic locking mechanism, lacks a three-way independent vehicle speed acquisition sensor module, does not have an integrated high-strength contoured axle housing or a dual-stirring lubrication structure, uses conventional hobbing technology for gear processing, has insufficient torque bearing capacity, lacks an integrated automatic parking brake structure, and lacks supporting automated control hardware, making it difficult to meet the long-term harsh working conditions requirements of a 20-ton heavy-duty silage harvester.

[0005] In summary, there is an urgent need to provide a front drive axle assembly and control method with wet differential and wet braking functions to solve a series of problems in existing harvesting machinery, such as weak slippage and escaping ability of the front axle, low braking integration, lack of automatic parking, poor lubrication and heat dissipation, insufficient load-bearing strength, lack of automated sensing hardware, and poor process reliability. Summary of the Invention

[0006] The technical problem to be solved by this invention is to address the issues mentioned in the background art, such as wheel slippage without a traction mechanism, separate arrangement of braking and parking, uneven lubrication and high temperature of the housing, casting defects in the axle housing, lack of multi-parameter intelligent acquisition, inconvenient tire inflation, easy entry of mud and water into the vent, and insufficient gear torque. This invention achieves the effects of high traction and anti-skid in complex terrain, fully enclosed stable braking, automatic parking, balanced cooling and lubrication, intelligent and automated control of the whole machine, and long service life and high strength load-bearing capacity.

[0007] The technical terms related to this invention are explained as follows: The wet differential lock is a friction plate locking structure that is completely immersed in the axle housing lubricating oil. It can automatically lock the half shaft according to the wheel slippage state and automatically unlock under high speed, steering, and braking conditions, making it suitable for anti-skid and get-out operations in muddy and complex terrain.

[0008] The integrated wet braking system combines a wet driving hydraulic brake with a spring parking brake structure, sharing a sealed oil-cooled cavity. It can simultaneously achieve driving deceleration and automatic parking functions, providing strong braking stability and excellent waterproof and dustproof performance.

[0009] The dual reduction mechanism consists of a central main reduction structure and a wheel-side reduction structure connected in series to form a two-stage reduction transmission chain, which amplifies the output torque step by step, making it suitable for heavy-duty traction conditions of large harvesting machinery.

[0010] The three-channel vehicle speed sensor collects data from the input shaft speed, the vehicle differential speed, and the differential lock gear speed, respectively, providing precise data support for electronic control and intelligent regulation.

[0011] The balanced oil stirring component is an eccentric oil stirring structure built into the wheel side. It rotates synchronously with the gear to stir the lubricating oil, eliminating dead corners and local high temperatures on the wheel side, and achieving uniform lubrication and heat dissipation throughout the entire area.

[0012] The integrated contoured bridge housing is a one-piece cast structure without segmented splicing, avoiding the defects of shrinkage porosity and stress concentration caused by segmented casting, and greatly improving the overall structural strength and sealing performance.

[0013] The copper-plate exhaust valve has a built-in multi-layer copper filter to balance the air pressure inside and outside the axle housing, while preventing mud, water, and dust from entering the oil chamber and protecting the internal transmission and braking components.

[0014] The technical problem to be solved by this invention is achieved by the following technical solution: A front drive axle assembly with wet differential and wet braking functions includes a front drive axle assembly integrally machined, the front drive axle assembly including a contoured axle housing, and a dual reduction mechanism, a dual braking mechanism, and a wet differential lock assembly mounted on the contoured axle housing, wherein: The contoured bridge housing is a one-piece bridge housing on both sides, used to eliminate stress concentration and leakage defects in segmented housings; The dual reduction mechanism includes reduction mechanism I and reduction mechanism II, with the two mechanisms connected in series for progressively amplifying the output torque. The reduction mechanism I is located in the main reduction cavity in the middle of the contoured axle housing. It has an ultra-large diameter main reduction gear built in. The main reduction gear adopts a grinding precision machining process to improve the transmission accuracy. The reduction mechanism I is equipped with a multi-sensor acquisition component. The multi-sensor acquisition component includes three independent vehicle speed sensing interfaces, a temperature sensor, and a gear position sensor. The three vehicle speed sensing interfaces respectively collect differential lock speed, vehicle differential speed, and input shaft speed, and collect axle body temperature, gear position, and multi-dimensional speed data in real time and transmit them to the vehicle electronic control system. The reduction mechanism II is symmetrically arranged in the wheel side cavities at both ends of the contoured axle housing, integrating the tire inflation channel and the equalizing oil stirring component; An inflation channel is located on the outer flange of the reduction mechanism II, which is used to connect the inner cavity of the wheel hub and the inner cavity of the tire inflation chamber to realize online automatic tire inflation. The balanced oil stirring assembly includes two sets of eccentric annular oil stirring discs, which are respectively mounted on the end faces of the left and right wheel side gears. They rotate synchronously with the gears to stir the lubricating oil and achieve balanced lubrication on both wheel sides. The dual braking mechanism includes brake assembly I and brake assembly II, which are respectively matched with independent brake system assembly I and brake system assembly II to realize the dual braking functions of wet service braking and automatic parking. The wet differential lock assembly is equipped with an exhaust valve and friction plate assembly with a copper plate barrier structure. It is used to eliminate wheel slippage by hydraulically locking the half shaft. The exhaust valve prevents mud, water and dust from entering the oil chamber through the copper plate barrier structure.

[0015] This technical solution uses an integrated contoured axle housing as the overall load-bearing base, completely abandoning the splicing structure of traditional segmented axle housings. It eliminates shrinkage defects caused by segmented casting, leakage at splicing seams, and stress concentration during assembly from the structural root, significantly improving the overall bending and torsional load-bearing capacity of the front drive axle. This allows it to stably adapt to the heavy-duty operation requirements of 20-ton class large silage harvesting machinery. Through the combined use of a dual two-stage reduction structure, the central reduction mechanism I completes the first-stage reduction and torque amplification, while the two end reduction mechanisms II complete the second-stage reduction and torque amplification. The two-stage transmission structures work together to effectively amplify the overall machine output torque, solving the problems of insufficient torque and slippage under heavy loads associated with traditional single-stage reduction structures. The multi-sensor acquisition components integrated into reduction mechanism I enable real-time acquisition of multi-point, multi-dimensional operating condition data, breaking the limitations of traditional drive axles that only measure speed and lack operating condition monitoring, providing comprehensive and accurate operating data for the vehicle's intelligent electronic control system. The wheel-side integrated inflation channel and balanced oil agitation component eliminate the need for additional external equipment, resulting in a high degree of structural integration. This enables convenient tire inflation and uniform lubrication and heat dissipation of the wheel-side mechanism, solving the problems of cumbersome tire inflation, localized high temperatures at the wheel-side, and uneven lubrication leading to wear associated with traditional equipment. The dual braking mechanism employs a symmetrical and independent wet oil-cooled structure for Brake Assembly I and Brake Assembly II, integrating service braking and automatic parking functions. Its compact structure and strong braking stability make it suitable for the braking requirements of complex field conditions. The wet differential lock assembly, through a copper sheet dustproof and ventilated structure and a hydraulic friction locking structure, balances air pressure and dust and water resistance, effectively improving the differential lock's service life and slippage recovery capability, comprehensively optimizing the overall operating performance of the front drive axle of large harvesting machinery.

[0016] Furthermore, the front drive axle assembly and control method with wet differential and wet braking functions proposed above according to the present invention may also have the following additional technical features: According to a preferred embodiment of the present invention, the contoured axle housing comprises an input shaft assembly, an intermediate shaft assembly, and a differential lock drive shaft arranged coaxially in a longitudinal manner, wherein: The output end of the input shaft assembly is connected to the input end of the intermediate shaft assembly via a gear meshing structure. The intermediate shaft assembly has an external spline at its output end and a matching internal spline at the input end of the differential lock drive shaft. The input shaft assembly and the intermediate shaft assembly are coaxially connected by spline insertion and meshing. The differential lock drive shaft has a friction plate assembly coaxially mounted on its outer side. The friction plate assembly is composed of inner and outer friction plates, a thrust bearing, a return spring, and a friction plate cage coaxially stacked and assembled. The thrust bearing axially contacts the end face of the friction plate, and the return spring is mounted on the outer ring of the differential lock drive shaft and axially abuts against the friction plate assembly. A counting gear is fixed to the end of the differential lock drive shaft, which rotates synchronously with the drive shaft. The three vehicle speed sensing interfaces of the multi-sensor acquisition component are respectively arranged at the second gear position of the input shaft assembly, the outside of the differential housing, and the side of the counting gear.

[0017] This technical solution employs a coaxial shaft transmission structure to ensure the coaxiality and stability of power transmission. The dual transmission structure, combining gear meshing with spline joints, offers high transmission accuracy and low power loss, capable of withstanding high torque impacts under heavy loads. The friction plate assembly utilizes a multi-layer coaxial stacked assembly structure, coupled with an axial limiting and reset structure using thrust bearings and return springs, ensuring the precision and sensitivity of the differential lock's locking and unlocking actions, preventing jamming and failure. The counting gear rotates synchronously with the drive shaft, providing accurate feedback on the real-time operating status of the differential lock. The three speed sensing interfaces are arranged with corresponding gaps, enabling non-contact speed measurement and eliminating mechanical wear. This allows for long-term stable acquisition of speed data from the input shaft, differential, and differential lock, providing precise data for condition assessment and intelligent control.

[0018] According to a preferred embodiment of the present invention, the reduction mechanism I is assembled in the main reduction cavity in the middle of the conformal axle housing to form a primary main reduction transmission unit, and a large-diameter ground and precision-machined main reduction gear is assembled inside it; the reduction mechanism II is symmetrically assembled in the wheel-side cavities at the left and right ends of the conformal axle housing to form a secondary wheel-side reduction transmission unit, and the primary main reduction transmission unit and the secondary wheel-side reduction transmission unit are connected in series to form a two-stage reduction transmission chain.

[0019] This technical solution utilizes a two-stage reduction structure to transmit power in stages. The primary main reduction unit centrally performs the main reduction and torque amplification operations. The large-diameter, precision-machined main reduction gears feature high tooth surface accuracy, smooth meshing, and high load-bearing strength, effectively withstanding heavy-load impacts and avoiding the problems of low precision, pitting, and tooth breakage associated with traditional hobbing gears. The secondary wheel-side reduction units are symmetrically arranged, evenly distributing power output to the left and right wheels to ensure the stability of the machine during travel and operation. The two-stage reduction transmission chain is rationally matched, with a wide range of reduction ratio adjustment and significant torque amplification, perfectly adapting to the muddy, sloping, and heavy-load operating conditions of large silage harvesting machinery, greatly improving the equipment's traction performance.

[0020] According to a preferred embodiment of the present invention, the brake assembly I and brake assembly II of the dual braking mechanism are completely symmetrical in structure, and each has an independent brake system assembly I and brake system assembly II built in. Both are fully enclosed wet oil-cooled cavity structures, and the brake friction pads are completely housed inside the lubricating oil cavity. The brake piston, disc spring, and handbrake piston are coaxially assembled inside the brake assembly I and brake assembly II. The disc spring is sleeved on the outside of the transition push rod, and the handbrake piston is coaxially arranged with the brake piston. The end of the brake piston is provided with a piston head, which abuts against the friction pad assembly axially to achieve braking compression. The brake assembly is also provided with an adjusting screw, which is screwed in and out by thread to match and adjust the axial position of the transition push rod, thereby adjusting the assembly gap of the brake friction pads.

[0021] This technical solution adopts a symmetrical and independent wet braking structure with brake assembly I and brake assembly II. The brake chamber is fully enclosed, and the brake friction pads are immersed in lubricating oil throughout the process, resulting in excellent heat dissipation. This completely solves the problems of traditional dry brakes, such as easy water ingress, dust accumulation, poor heat dissipation, and high-temperature failure. The coaxially arranged dual-piston structure realizes the separation and independent operation of the driving hydraulic brake and the spring parking brake, while integrating them into a single structure. The layout is compact and reasonable, occupying little space. The threaded fit between the adjusting screw and the transition rod allows for precise fine-tuning of the friction pad clearance, compensating for clearance deviations caused by long-term wear of the friction pads, maintaining stable braking torque over the long term, and significantly reducing the frequency and cost of field maintenance. The preloaded structure of the disc spring ensures that the half-shaft remains stably locked even when the parking brake is de-energized or depressurized, eliminating the risk of slippage on slopes.

[0022] According to a preferred embodiment of the present invention, the wet differential lock assembly includes an oil inlet and an exhaust valve disposed on the side wall of the housing of the reduction mechanism I. The exhaust valve is internally fitted with multiple layers of copper filter sheets to form a copper sheet barrier dustproof and ventilation structure. The friction plate assembly is coaxially mounted on the outside of the differential lock drive shaft and is arranged in accordance with the oil passage of the oil inlet. The return spring is axially assembled with respect to the friction plate assembly.

[0023] This technical solution simplifies the oil circuit and ventilation structure layout by integrating the oil inlet and exhaust valve on the side wall, avoiding the problem of external pipelines being easily damaged by impacts. The barrier structure composed of multiple layers of copper filter sheets effectively prevents impurities such as mud, water, and dust from entering the oil chamber while ensuring normal pressure balance inside and outside the axle housing and releasing thermal expansion pressure. This prevents corrosion and wear of internal gears and friction plates, significantly extending the service life of transmission and braking components. The friction plate assembly is precisely positioned to correspond with the oil circuit, ensuring rapid and uniform hydraulic oil supply response, smooth and reliable locking action, and a return spring that quickly resets after hydraulic pressure relief, ensuring normal recovery of the differential function.

[0024] According to a preferred embodiment of the present invention, the multi-sensor acquisition component includes a three-channel vehicle speed sensing interface, a temperature sensor, and a gear position sensor, wherein: The three vehicle speed sensing interfaces are used to collect the differential lock driveshaft speed, the vehicle differential speed, and the input shaft assembly speed, respectively. Vehicle speed sensing interface I is used to collect the speed of the differential lock drive shaft; Vehicle speed sensing interface II is used to collect the speed of the vehicle differential. Vehicle speed sensing interface III is used to collect the input rotational speed of the input shaft assembly; A temperature sensor is installed inside the lubrication chamber of reduction gear I to collect the real-time temperature of the lubricating oil in the axle housing; The gear position sensor is located at the end of the input shaft assembly and is used to collect the gear position signal of the transmission. The three-way speed sensor interface, temperature sensor, and gear position sensor are all electrically connected to the vehicle's electronic control system to transmit and collect data.

[0025] This technical solution constructs a multi-dimensional, comprehensive working condition perception system. Three-point speed measurement accurately calculates the speed difference between the left and right wheels, precisely determining wheel slippage conditions and avoiding the problems of large errors, false triggers, and missed triggers associated with single speed measurement methods. An oil temperature sensor monitors the lubricating oil's operating temperature in real time, promptly identifying high temperatures in the gearbox and abnormal lubrication faults, achieving overheat protection. A gear position sensor synchronously collects gear position signals, allowing for adaptive adjustment of the differential lock control logic to match different gear conditions, adapting to varying operating speeds and load requirements. All sensor data is transmitted synchronously to the vehicle's electronic control unit in real time, providing comprehensive data support for intelligent equipment control, fault warnings, and working condition adaptation, significantly improving the level of automated operation.

[0026] According to a preferred embodiment of the present invention, the inflation channel is disposed through the outer flange of the deceleration mechanism II, and the two ends of the channel are respectively connected to the inner cavity of the wheel hub and the inner cavity of the tire, forming a through inflation connection structure.

[0027] This technical solution integrates the inflation channel inside the wheel flange, eliminating the need for external inflation pipes and connectors. It boasts high structural integration and robustness, avoiding the problems of external structures being easily damaged by impacts and clogging with mud during field operations. The through-type connecting structure directly connects the wheel hub and the tire cavity, supporting online tire inflation without disassembly. This simplifies the field tire inflation process, improves equipment maintenance convenience, and adapts to the high-frequency, multi-condition operation requirements of agricultural machinery.

[0028] According to a preferred embodiment of the present invention, the balanced oil stirring assembly includes two sets of eccentric annular oil stirring discs. The two sets of oil stirring discs are respectively fixed to the gear end faces of the left and right reduction mechanisms II and are coaxially fixedly connected to the wheel-side gears. The eccentric stirring blades are evenly distributed around the oil stirring discs, and the left and right sets of balanced oil stirring assemblies are arranged independently and symmetrically.

[0029] This technical solution employs a left-right independent symmetrical eccentric oil-stirring structure. The oil-stirring disc rotates synchronously with the wheel-side gear, requiring no additional power drive, thus achieving energy efficiency. The circumferentially evenly distributed eccentric blades continuously agitate the lubricating oil inside the wheel-side cavity, breaking the static accumulation state of the lubricating oil, eliminating lubrication dead zones in the wheel-side gears, bearings, and seals, and achieving uniform lubrication and heat dissipation throughout the entire area. This effectively solves the problems of insufficient local lubrication, local high temperature, and uneven component wear in traditional wheel-side structures, improving the operational stability and service life of the reduction mechanism II.

[0030] In another aspect of the invention, a control method for a front drive axle assembly with wet differential and wet braking functions is also provided.

[0031] A control method for a front drive axle assembly with wet differential and wet braking functions includes the following steps: S1. Multi-parameter synchronous acquisition: Real-time acquisition of input shaft speed, vehicle differential speed, differential lock plate speed, axle housing oil temperature, and gearbox gear signals through multi-sensor acquisition components, and synchronous transmission to the vehicle electronic control unit; S2, Intelligent control of wet differential lock: Based on the real-time speed difference, the wheel slippage condition is identified, and the hydraulic oil is controlled to press the friction plate assembly to lock the differential lock. The differential lock is automatically released and unlocked when the vehicle speed is greater than 15km / h, the vehicle is steering, or the vehicle is braking. S3, Wet service brake control: Adjusts the hydraulic oil supply pressure according to the brake pedal signal to push the brake piston to press the friction pads and achieve linear deceleration braking of the whole vehicle; S4. Automatic parking control: After the vehicle speed returns to zero, the brake hydraulic pressure is cut off, and the handbrake piston is pushed by the preload of the disc spring to lock the half shaft, thereby realizing parking braking.

[0032] This technical solution achieves comprehensive monitoring of equipment operation status through multi-parameter synchronous acquisition. Precise sensor data enables intelligent adaptive control of the differential lock, automatically identifying slippage conditions and locking to extricate the vehicle from difficult situations. It automatically unlocks during high-speed driving, steering, and braking, balancing extrication performance with driving stability. The wet service brake achieves smooth deceleration through linear hydraulic pressure adjustment, providing a soft braking feel and high braking precision. The automatic parking function is automatically triggered after the vehicle comes to a stop, eliminating the risk of rollover on slopes and improving the safety and intelligence of equipment operation.

[0033] According to a preferred embodiment of the present invention, in the multi-parameter synchronous acquisition of S1, the three vehicle speed sensing interfaces, temperature sensor, and gear position sensor synchronously and in conjunction acquire data. The vehicle electronic control system matches the heat dissipation protection strategy according to the lubricating oil temperature signal and adaptively adjusts the differential lock threshold according to the gearbox gear position signal to achieve multi-condition adaptive intelligent control.

[0034] This technical solution achieves adaptive and precise control of operating conditions through multi-sensor linkage data. It matches heat dissipation and protection logic according to oil temperature changes, which can effectively avoid problems such as high-temperature aging and lubricating oil failure. It adjusts the differential lock threshold according to the gear signal, which can adapt to different operating conditions such as low-speed heavy load escape and high-speed stable driving. This makes the equipment control logic more in line with the actual field operation scenario, and greatly improves the equipment adaptability and operational reliability.

[0035] The one or more technical solutions provided by this invention have the following advantages compared with the prior art: (1) The present invention adopts an integrated contoured bridge shell with a double two-stage deceleration structure, which avoids the casting defects and stress concentration problems of traditional segmented bridge shells. The overall load-bearing strength is greatly improved, and the two-stage deceleration structure effectively amplifies the output torque, perfectly adapting to the heavy-load complex working conditions of 20-ton large silage harvesting machinery. The traction performance and structural stability are significantly better than the existing technology.

[0036] (2) This invention integrates a wet automatic differential lock and a wet braking structure that integrates driving and parking. Combined with a multi-dimensional intelligent sensing and acquisition system, it can achieve automatic anti-skid escape, smooth wet braking, automatic parking, intelligent monitoring of working conditions and adaptive control. It solves the problems of weak slip escape ability, poor braking stability, lack of intelligent sensing and complicated operation of traditional equipment, and greatly improves equipment automation and operational safety.

[0037] (3) The present invention integrates balanced oil stirring, copper sheet dust prevention and ventilation, and wheel side automatic inflation structure to achieve uniform lubrication and heat dissipation throughout the entire area, dust and water protection of the cavity and convenient tire inflation, effectively reducing equipment wear and failure probability, extending equipment service life, reducing field maintenance costs, and adapting to long-term harsh field operation environment. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0039] Figure 2 This is one of the structural schematic diagrams of the reduction mechanism I.

[0040] Figure 3 This is the second schematic diagram of the structure of speed reduction mechanism I.

[0041] Figure 4 This is the third schematic diagram of the structure of speed reduction mechanism I.

[0042] Figure 5 This is the fourth structural schematic diagram of the reduction mechanism I.

[0043] Figure 6 This is a schematic diagram of the internal structure of the brake assembly.

[0044] Figure 7 This is a schematic diagram of the overall internal structure of the present invention.

[0045] Figure 8 This is a schematic diagram of the oil stirring plate.

[0046] In the diagram: 1. Contour axle housing; 2. Reduction mechanism I; 21. Vehicle speed sensor interface I; 22. Vehicle speed sensor interface II; 23. Vehicle speed sensor interface III; 24. Exhaust valve; 25. Oil inlet; 26. Input shaft assembly; 27. Intermediate shaft assembly; 28. Differential lock drive shaft; 29. ​​Friction pad assembly; 210. Braking system assembly II; 211. Braking system assembly I; 3. Brake assembly I; 31. Adjusting screw; 32. Transition push rod; 33. Disc spring; 34. Handbrake piston; 35. Brake piston; 36. Piston head; 4. Brake assembly II; 5. Reduction mechanism II; 51. Air charging channel; 52. Oil stirring disc; 6. Wheel hub. Detailed Implementation

[0047] Example 1: This embodiment discloses the load-bearing base and power transmission shaft system structure of the present invention, which serves as the overall assembly basis for the present invention and corresponds to the overall load-bearing and power transmission functions of the drive axle. (See attached...) Figure 1 Appendix Figure 7 And a detailed explanation of all corresponding figure labels. For example... Figure 1 , Figure 7 As shown, the drive axle assembly load-bearing structure of the present invention is a contoured axle shell 1. The contoured axle shell 1 is manufactured by integral casting molding process, and is a single-piece shell structure without segments or splices. It completely abandons the splicing and assembly structure of traditional segmented axle shells. The shell has a uniform overall wall thickness and the structure is contoured to fit the assembly contour of each internal mechanism. The shell has a regular central main reduction cavity and symmetrical wheel side cavities. At the same time, it has built-in molded brake oil passages, sensor wiring grooves and air inlet channels 51. It eliminates the casting shrinkage defects, splice gap leakage and assembly stress concentration of traditional segmented axle shells from the structural source, greatly improves the overall bending and torsional load-bearing performance of the axle shell, and stably adapts to the heavy-load operation requirements of 20-ton large silage harvesting machinery under all working conditions.

[0048] like Figure 7As shown, the input shaft assembly 26, intermediate shaft assembly 27, and differential lock drive shaft 28 are arranged coaxially longitudinally along the length of the axle housing 1. These three shafts are coaxially aligned, forming the longitudinal transmission axis of the axle housing, ensuring coaxial accuracy and transmission stability of power transmission. The input shaft assembly 26 is the power input end, and its output end is integrally machined with a transmission gear structure. This gear, through a precise meshing structure, meshes with the input gear of the intermediate shaft assembly 27, enabling smooth power transmission from the input shaft assembly 26 to the intermediate shaft assembly 27. The outer ring of the output end of the intermediate shaft assembly 27 is integrally machined into an external spline structure, and the inner ring of the input end of the differential lock drive shaft 28 is machined into a matching internal spline structure. The intermediate shaft assembly 27 and the differential lock drive shaft 28 are precisely engaged through the internal and external splines to achieve coaxial fixed connection and synchronous rotation of the two shafts. The spline meshing transmission structure has a large transmission torque, high coaxiality, can withstand impact loads under heavy load conditions, and has no power transmission backlash.

[0049] Continue to refer to Figure 7 The differential lock drive shaft 28 has a friction plate assembly 29 coaxially mounted on its outer ring. The friction plate assembly 29 is a multi-layered assembly structure, specifically composed of multiple sets of inner and outer friction plates, an annular thrust bearing, an annular return spring, and a friction plate cage, all coaxially stacked from top to bottom and from the outside to the inside. The thrust bearing is axially and tightly fitted against the end face of the friction plate assembly 29 to withstand axial pressure and reduce rotational friction. The return spring is annularly fitted inside the annular groove of the outer ring of the differential lock drive shaft 28, with its axial end face always abutting against the inner end face of the friction plate assembly 29, providing axial return force for the friction plate assembly 29. A counting gear is bolted to the tail end of the differential lock drive shaft 28. The counting gear is strictly coaxially arranged with the differential lock drive shaft 28 and rotates synchronously at high speed with it, providing a reference trigger structure for speed acquisition.

[0050] In this embodiment, the three sets of vehicle speed sensing interfaces of the multi-sensor acquisition component adopt a gap-based non-contact layout structure. The gap of vehicle speed sensing interface III 23 corresponds to the outer side of the second gear structure position of the input shaft assembly 26, and is used to collect the real-time input speed of the input shaft assembly 26. The gap of vehicle speed sensing interface II 22 corresponds to the outer position of the differential housing, and is used to collect the real-time differential speed of the whole vehicle. The gap of vehicle speed sensing interface I 21 corresponds to the side position of the counting tooth plate at the end of the differential lock drive shaft 28, accurately corresponding to the tooth groove of the counting tooth plate, and collecting the real-time rotation speed of the differential lock without contact. All three sets of sensing interfaces maintain a uniform and small gap with the corresponding speed measuring components, with no mechanical contact wear, and strong long-term operational stability.

[0051] Example 2: This embodiment discloses the specific assembly structure, hierarchical relationship, and transmission coordination method of the dual reduction mechanism, corresponding to the heavy-load reduction and torque increase function of the drive axle, in conjunction with the appendix. Figure 2 Appendix Figure 3 Appendix Figure 4 Appendix Figure 5 Appendix Figure 7 Detailed explanation follows. The dual reduction mechanism of this invention consists of a two-stage series transmission structure. Reduction mechanism I2, located in the middle of the axle housing, is the primary main reduction transmission unit, while reduction mechanisms II5, located at the left and right ends, are secondary wheel-side reduction transmission units. The two reduction units are coaxially connected in series, forming a complete two-stage reduction transmission chain, achieving progressively reduced power and increased torque.

[0052] like Figure 2 , Figure 3 , Figure 7 As shown, the reduction mechanism I2 is located inside the main reduction cavity in the middle of the contoured axle housing 1. As a primary main reduction transmission unit, it is the overall reduction and torque-increasing structure of the machine. The reduction mechanism I2 integrates an extra-large diameter main reduction gear, which is machined using high-precision grinding technology. Compared to traditional hobbing gears, the tooth surface flatness and meshing accuracy are significantly improved, and the tooth root strength is higher, effectively avoiding gear pitting, wear, and tooth breakage under heavy load conditions. It can withstand the extreme traction torque of a 20-ton harvesting machine. The reduction mechanism I2 adopts a closed cavity design. An oil inlet 25 and an exhaust valve 24 are opened on the side wall of the cavity, connecting the inside and outside. The oil inlet 25 is a hydraulic oil circuit interface, used to provide hydraulic power medium to the inner wet differential lock assembly. The exhaust valve 24 is a cavity air pressure balance structure, connected to the internal cavity oil circuit and oil chamber, realizing adaptive air pressure balance within the cavity.

[0053] like Figure 4 , Figure 5 , Figure 7 As shown, reduction mechanisms II5 are symmetrically assembled inside the wheel-side cavities at both ends of the contoured axle housing 1. The two sets of reduction mechanisms II5 have identical structures, dimensions, and assembly methods, and are symmetrically distributed at both ends of the axle housing, serving as secondary wheel-side reduction transmission units. After the reduction mechanism I2 corresponding to the primary main reduction transmission unit outputs power, the power is synchronously transmitted to the reduction mechanisms II5 corresponding to the two sets of secondary wheel-side reduction transmission units via half-shafts. The equipment achieves multi-stage amplification of output torque through two stages of progressive reduction, effectively solving the defects of insufficient torque, slippage under heavy load, and weak traction in traditional single-stage reduction drive axles. The two-stage reduction mechanisms are connected in series, with a reasonable reduction ratio, smooth power transmission, and no impact or jamming, making it suitable for extreme working conditions such as muddy fields, slopes, and heavy-load traction.

[0054] Example 3: This embodiment discloses the specific assembly structure, component mating relationships, and clearance adjustment structure of the dual braking mechanism, corresponding to the dual braking functions of wet service brake and automatic parking brake, in conjunction with the appendix. Figure 6 Appendix Figure 7 The invention provides a detailed description of all braking components. The dual braking mechanism consists of brake assemblies I3 and II4 arranged symmetrically on the left and right sides. The two sets of brake assemblies are completely symmetrical in structure, independently assembled, and do not interfere with each other. They are respectively matched with independent braking system assemblies I211 and II210, realizing independent braking control of the left and right wheels, and achieving higher braking synchronization and precision.

[0055] like Figure 6 , Figure 7 As shown, both brake system assemblies II210 and I211 adopt a fully enclosed wet oil-cooled cavity structure. The entire cavity is sealed and molded, and the friction pad assembly 29 is completely housed inside the cavity lubricating oil, ensuring full immersion for lubrication and heat dissipation. This completely solves the problems of traditional dry brakes, such as outdoor placement, easy water and dust accumulation, poor heat dissipation at high temperatures, and brake failure. Inside the cavities of brake assemblies I3 and II4, the adjusting screw 31, transition rod 32, disc spring 33, handbrake piston 34, and brake piston 35 are coaxially and sequentially assembled. All components are strictly coaxially arranged to ensure the axial accuracy of braking action.

[0056] The specific assembly and fitting relationship is as follows: The adjusting screw 31 is screwed into the threaded hole at the bottom of the brake cavity. The threaded end of the adjusting screw 31 is precisely threaded into the threaded hole at the bottom of the transition rod 32. By screwing the adjusting screw 31 in and out in the forward and reverse directions, the axial extension and retraction position of the transition rod 32 is precisely adjusted, thereby achieving precise fine-tuning of the brake friction pad assembly clearance, compensating for clearance deviations caused by friction pad wear over a long period, and continuously ensuring stable braking torque. The disc spring 33 is coaxially mounted on the outer rod of the transition rod 32. The two ends of the disc spring 33 axially abut against the cavity limiting end face and the handbrake piston 34 end face, respectively, continuously providing axial preload force to the handbrake piston 34. The handbrake piston 34 is coaxially mounted inside the brake piston 35, and the two are axially fitted together. The outer end of the brake piston 35 is integrally formed with a piston head 36. The outer end face of the piston head 36 is axially tightly abutted against the friction plate assembly 29. Under hydraulic oil supply, the hydraulic oil pushes the brake piston 35 to move axially, and presses the friction plate assembly 29 through the piston head 36 to achieve wet service braking. Under hydraulic depressurization and vehicle stationary conditions, the disc spring 33 releases its preload, pushing the handbrake piston 34 and the brake piston 35 to axially press against the friction plate to achieve mechanical automatic parking brake.

[0057] Example 4: This embodiment discloses the hydraulic circuit structure, dustproof and ventilation structure, and locking assembly structure of the wet differential lock assembly, corresponding to the vehicle's anti-skid and off-road functions and the cavity's dustproof and waterproof functions, in conjunction with the attached... Figure 2 Appendix Figure 7 Refine the structural fit relationships. For example... Figure 2 , Figure 7 As shown, the wet differential lock assembly is integrated inside the reduction mechanism I2 cavity and includes three parts: a hydraulic oil inlet structure, a copper plate blocking venting structure, and a friction locking structure. The oil inlet 25 is located through the side wall of the reduction mechanism I2 housing and serves as the only channel for hydraulic oil to enter the cavity. The oil passage inside the oil inlet 25 directly corresponds to the assembly area of ​​the friction plate assembly 29, ensuring that the hydraulic oil accurately acts on the friction plate assembly 29 and provides hydraulic power for the locking action.

[0058] The exhaust valve 24 is integrated and installed on the upper side wall of the reduction gear I2 housing, corresponding vertically to the oil inlet 25. Multiple layers of copper filter sheets are embedded inside the exhaust valve 24, with these independent copper filter sheets stacked parallel to each other within the valve's inner cavity, forming a dense copper sheet barrier for dust prevention and ventilation. This ensures airflow and pressure balance during temperature changes in the drive axle, preventing negative or positive pressure from causing leakage. Simultaneously, the dense, breathable, and water-resistant copper sheets effectively prevent impurities such as mud, dust, and weed debris from entering the axle housing oil cavity through the exhaust valve 24, preventing corrosion, wear, and jamming of internal gears, friction plates, bearings, and other precision components, significantly extending the service life of the axle's internal components.

[0059] The friction plate assembly 29 is coaxially mounted on the outer shaft of the differential lock drive shaft 28, precisely aligned with the oil outlet of the oil inlet 25 to ensure that the hydraulic oil pressure is evenly applied to the end face of the friction plate assembly 29. The return spring is axially aligned with the inner side of the friction plate assembly 29. When hydraulic pressure is applied for locking, the friction plate assembly 29 axially compresses the return spring to achieve a close locking action. When hydraulic pressure is released for unlocking, the return spring releases its elasticity to push the friction plate assembly 29 to quickly return to its axial position, releasing the locking state of the left and right half shafts and restoring the normal differential rotation function. The locking and unlocking actions are sensitive and without jamming.

[0060] Example 5: This embodiment discloses the specific arrangement, acquisition objects, and assembly method of the multi-sensor acquisition components, corresponding to the intelligent perception and data acquisition functions of the whole vehicle under multiple working conditions, in conjunction with the appendix. Figure 2 Appendix Figure 7The entire sensor component is fully covered. The multi-sensor acquisition component of this invention consists of vehicle speed sensing interface I 21, vehicle speed sensing interface II 22, vehicle speed sensing interface III 23, temperature sensor, and gear position sensor. All sensing components are located at corresponding positions on the reduction mechanism I 2 and input shaft assembly 26, and all are electrically connected to the vehicle's electronic control system to achieve real-time data transmission.

[0061] like Figure 2 , Figure 7 As shown, the three sets of vehicle speed sensing interfaces have clearly defined functions and independent locations: Vehicle speed sensing interface I 21 is located on the side of the counting gear on the differential lock drive shaft 28, with the clearance corresponding to the gear tooth groove, specifically for collecting the real-time rotational speed of the differential lock drive shaft 28; Vehicle speed sensing interface II 22 is located on the outside of the differential housing, aligned with the differential rotation reference point, to collect the real-time differential operating speed of the entire vehicle; Vehicle speed sensing interface III 23 is located on the outside of the second gear structure of the input shaft assembly 26, accurately collecting the real-time input speed of the input shaft assembly 26. All three sets of vehicle speed sensing interfaces adopt a non-contact clearance assembly structure, with no mechanical contact wear, suitable for high-speed, heavy-load, and high-frequency operating conditions.

[0062] The temperature sensor is sealed and fixedly installed inside the lubrication chamber of the reduction mechanism I2, completely immersed in the axle housing lubricating oil. It accurately collects the working temperature of the lubricating oil inside the axle housing in real time, and monitors the lubrication and heat dissipation status of the chamber in real time, providing data support for the overall high-temperature protection and heat dissipation control. The gear position sensor is located at the end of the input shaft assembly 26, corresponding to the gearbox gear position structure, and collects the real-time gear position signal of the gearbox, providing gear position data for differential lock threshold adaptive adjustment and operating condition matching. The three sets of vehicle speed sensing interfaces, temperature sensor, and gear position sensor are synchronously linked to collect data, covering the driving axle operating conditions from multiple dimensions, completely solving the problems of traditional driving axles with single speed measurement, no operating condition monitoring, and lack of intelligence.

[0063] Example 6: This embodiment discloses the forming position, through structure, and docking relationship of the tire inflation channel 51, corresponding to the tire inflation function without disassembly, in conjunction with the attached... Figure 7 Refine structural features. For example... Figure 7 As shown, the inflation channel 51 directly penetrates the interior of the outer flange of the deceleration mechanism II5 located on both sides. It is a flange-integrated through-channel structure, which eliminates the need for additional welding and assembly of external pipelines. The structure has high integration and strong integrity, effectively avoiding the problems of deformation, breakage, and mud accumulation blockage caused by bumps during field operations of traditional external inflation pipelines.

[0064] The inflation channel 51 is a straight, through-hole structure. One end of the channel opens to connect with the inner cavity of the wheel hub 6, and the other end opens directly to connect with the tire inflation cavity, forming a complete through-hole inflation connection structure from the wheel hub 6 to the inflation channel 51 to the tire. Tire inflation can be completed directly through the inflation channel 51 without disassembling the tire or separating the wheel hub 6 from the tire, simplifying tire maintenance procedures for large harvesting machinery in the field, improving equipment usability, and adapting to the high-frequency, multi-scenario field operation needs of agricultural machinery. Two sets of inflation channels 51 are symmetrically arranged on the left and right sides of the reduction mechanism II5, enabling independent online inflation of the left and right tires simultaneously, resulting in a symmetrical structure and unified function.

[0065] Example 7: This embodiment discloses the external structure, assembly position, and rotational fit of the equalizing oil stirring component, corresponding to the wheel-side full-area equal lubrication and heat dissipation function, in conjunction with the attached... Figure 8 Refine the structural features of the eccentric oil stirring mechanism. For example... Figure 8 As shown, the balanced oil stirring assembly of the present invention includes two sets of eccentric annular oil stirring discs 52 with completely identical structures. The two sets of oil stirring discs 52 are independently set at the center of the gear end face of the reduction mechanism II5 on the left and right sides, and are strictly coaxially fixedly connected with the wheel-side reduction gear. They rotate synchronously and at the same speed as the wheel-side gear, without the need for additional power drive, and are energy-saving, efficient and compact in structure.

[0066] The oil stirring disc 52 has an eccentric ring structure with multiple sets of integrated eccentric stirring blades evenly distributed around its circumference. These blades are arranged at an angle, resulting in a wider stirring coverage and stronger stirring force compared to conventional ring-shaped flat disc structures. The left and right sets of oil stirring discs 52 are independently and symmetrically arranged, corresponding to the stirring of lubricating oil in the left and right wheel-side cavities, respectively. During operation, the eccentric blades, rotating with the gears, continuously agitate the lubricating oil inside the wheel-side cavities, breaking the static accumulation and localized stagnation of lubricating oil. This comprehensively covers all moving parts such as wheel-side gears, bearings, and seals, completely eliminating lubrication dead zones in traditional wheel-side structures. This achieves uniform lubrication and synchronous heat dissipation across the entire wheel-side mechanism, effectively improving problems such as localized high temperatures, uneven lubrication, and severe unilateral wear of components, significantly enhancing the operational stability and service life of the reduction mechanism II.

[0067] In summary, this invention, through the coordinated operation of seven major structures—an integrated contoured axle housing 1, a dual two-stage reduction mechanism, a dual braking mechanism, a wet differential lock assembly, a multi-sensor acquisition component, a tire inflation channel 51, and a balanced oil stirring component—solves a series of technical defects in existing harvesting machinery, such as weak slippage and scrambling ability of the front drive axle, poor braking stability, uneven lubrication and heat dissipation, insufficient load-bearing strength, low level of intelligence, and inconvenient maintenance. It features high structural integration, strong adaptability to working conditions, and excellent durability, fully meeting the requirements of 20-ton-class large silage harvesting machinery for harsh field heavy-load operations.

[0068] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the technical solutions of the present invention, and are not intended to limit the specific implementation of the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the claims of the present invention should be included within the protection scope of the claims of the present invention.

Claims

1. A front drive axle assembly with wet differential and wet braking functions, characterized in that, The assembly includes a front drive axle assembly manufactured as a single piece, comprising a contoured axle housing (1), and a dual reduction gear mechanism, a dual braking mechanism, and a wet differential lock assembly mounted on the contoured axle housing (1), wherein: The contoured bridge shell (1) is a one-piece bridge shell for left and right sides, used to eliminate stress concentration and leakage defects in segmented shells; The dual reduction mechanism includes reduction mechanism I (2) and reduction mechanism II (5), which are connected in series to amplify the output torque step by step. The reduction mechanism Ⅰ(2) is located in the main reduction cavity in the middle of the contoured bridge housing (1), and has a built-in ultra-large diameter main reduction gear. The main reduction gear adopts the grinding precision machining process to improve the transmission accuracy. The reduction mechanism Ⅰ(2) is equipped with a multi-sensor acquisition component. The multi-sensor acquisition component includes three independent vehicle speed sensing interfaces, a temperature sensor, and a gear position sensor. The three vehicle speed sensing interfaces respectively collect differential lock speed, vehicle differential speed, and input shaft speed, and collect axle body temperature, gear position, and multi-dimensional speed data in real time and transmit them to the vehicle electronic control system. The deceleration mechanism II (5) is symmetrically arranged in the wheel side cavity at both ends of the contoured axle housing (1), integrating the tire inflation channel (51) and the equalizing oil stirring assembly; The inflation channel (51) is located on the outer flange of the deceleration mechanism II (5) and is used to connect the inner cavity of the wheel hub (6) with the tire inflation cavity to realize online automatic tire inflation; The balanced oil stirring assembly includes two sets of eccentric annular oil stirring discs (52), which are respectively mounted on the end faces of the left and right wheel side gears. They rotate synchronously with the gears to stir the lubricating oil and achieve balanced lubrication on both wheel sides. The dual braking mechanism includes brake assembly I (3) and brake assembly II (4), which are respectively matched with independent braking system assembly I (211) and braking system assembly II (210) to realize the dual braking functions of wet service braking and automatic parking. The wet differential lock assembly is equipped with an exhaust valve (24) with a copper plate barrier structure and a friction plate assembly, which is used to eliminate wheel slippage by hydraulically locking the half shaft. The exhaust valve (24) prevents mud, water and dust from entering the oil chamber through the copper plate barrier structure.

2. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The contoured axle housing (1) has an input shaft assembly (26), an intermediate shaft assembly (27), and a differential lock drive shaft (28) arranged coaxially in the longitudinal direction, wherein: The input shaft assembly (26) has its output end connected to the input end of the intermediate shaft assembly (27) via a gear meshing structure; The intermediate shaft assembly (27) has an external spline at its output end and a matching internal spline at the input end of the differential lock drive shaft (28). The input shaft assembly (26) and the intermediate shaft assembly (27) are coaxially connected by spline insertion and meshing. The differential lock drive shaft (28) has a friction plate assembly (29) coaxially mounted on its outer side. The friction plate assembly (29) is composed of inner and outer friction plates, a thrust bearing, a return spring, and a friction plate retainer coaxially stacked and assembled. The thrust bearing is axially attached to the end face of the friction plate, and the return spring is mounted on the outer ring of the differential lock drive shaft (28) and axially abuts against the friction plate assembly (29). A counting gear is fixed at the end of the differential lock drive shaft (28) and rotates synchronously with the drive shaft. The three speed sensing interfaces of the multi-sensor acquisition component are respectively arranged at the second gear position of the input shaft assembly (26), the outside of the differential housing, and the side of the counting gear.

3. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The reduction mechanism I (2) is assembled in the main reduction cavity in the middle of the contoured bridge housing (1) to form a first-level main reduction transmission unit. The main reduction gear with large diameter grinding and precision machining is assembled inside it. The reduction mechanism II is symmetrically assembled in the wheel side cavities at the left and right ends of the contoured bridge housing (1) to form a second-level wheel side reduction transmission unit. The first-level main reduction transmission unit and the second-level wheel side reduction transmission unit are connected in series to form a two-level reduction transmission chain.

4. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The brake assembly I (3) and brake assembly II (4) of the dual braking mechanism are completely symmetrical in structure. They are respectively built into independent brake system assemblies I (211) and II (210), both of which are fully enclosed wet oil-cooled cavity structures. The brake friction pads are completely housed inside the lubricating oil cavity. The brake piston (35), butterfly spring (33), and handbrake piston (34) are coaxially assembled inside the brake assembly I (3) and brake assembly II (4). The butterfly spring (33) is fitted on the outside of the transition rod (32). The handbrake piston (34) and brake piston (35) are coaxially arranged. The end of the brake piston (35) is provided with a piston head (36). The piston head (36) and the friction pad assembly (29) are axially abutted to achieve braking and clamping. The brake assembly is also provided with an adjusting screw (31). The adjusting screw (31) is screwed in and out by the thread to match and adjust the axial position of the transition rod (32) to realize the adjustment of the brake friction pad assembly gap.

5. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The wet differential lock assembly includes an oil inlet (25) and an exhaust valve (24) located on the side wall of the housing of the reduction mechanism I (2). The exhaust valve (24) has multiple layers of copper filter sheets embedded inside to form a copper sheet barrier dustproof and ventilation structure. The friction plate assembly (29) is coaxially mounted on the outside of the differential lock drive shaft (28) and is arranged in accordance with the oil passage of the oil inlet (25). The return spring is axially assembled with the friction plate assembly (29).

6. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The multi-sensor acquisition component includes three vehicle speed sensing interfaces, a temperature sensor, and a gear position sensor, wherein: The three vehicle speed sensing interfaces are used to collect the speed of the differential lock drive shaft (28), the speed of the vehicle differential, and the speed of the input shaft assembly (26), respectively. Vehicle speed sensing interface I (21) is used to collect the rotational speed of the differential lock drive shaft (28); Vehicle speed sensing interface II (22) is used to collect the speed of the vehicle differential; Vehicle speed sensing interface Ⅲ (23) is used to collect the input rotational speed of the input shaft assembly (26); A temperature sensor is installed inside the lubricating oil chamber of the reduction mechanism I(2) to collect the real-time temperature of the lubricating oil in the axle housing. A gear position sensor is located at the end of the input shaft assembly (26) and is used to collect gear position signals from the gearbox. The three-way speed sensor interface, temperature sensor, and gear position sensor are all electrically connected to the vehicle's electronic control system to transmit and collect data.

7. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The inflation channel (51) is installed through the outer flange of the deceleration mechanism II (5), and the two ends of the channel are respectively connected to the inner cavity of the wheel hub (6) and the inner cavity of the tire, forming a through inflation connection structure.

8. The front drive axle assembly with wet differential and wet braking functions as described in claim 1, characterized in that: The balanced oil stirring assembly includes two sets of eccentric annular oil stirring discs (52). The two sets of oil stirring discs (52) are respectively fixed to the gear end faces of the left and right reduction mechanisms II (5) and coaxially fixedly connected with the wheel-side gears. The oil stirring discs (52) have eccentric stirring blades evenly distributed around their circumference. The left and right sets of balanced oil stirring assemblies are arranged independently and symmetrically.

9. A control method for a front drive axle assembly with wet differential and wet braking functions, employing the front drive axle assembly with wet differential and wet braking functions as described in any one of claims 1-8, characterized in that: Includes the following steps: S1. Multi-parameter synchronous acquisition: Real-time acquisition of input shaft speed, vehicle differential speed, differential lock plate speed, axle housing oil temperature, and gearbox gear signals through multi-sensor acquisition components, and synchronous transmission to the vehicle electronic control unit; S2, Intelligent control of wet differential lock: Based on the real-time speed difference, identify wheel slippage conditions, control hydraulic oil to press the friction plate assembly (29) to achieve differential lock locking, and automatically release pressure and unlock when the vehicle speed is greater than 15km / h, the vehicle is steering, or the vehicle is braking. S3, Wet service brake control: Adjust the hydraulic oil supply pressure according to the brake pedal signal to push the brake piston (35) to press the friction pad to achieve linear deceleration braking of the whole vehicle; S4. Automatic parking control: After the vehicle speed returns to zero, the brake hydraulic pressure is cut off, and the handbrake piston (34) is pushed by the pre-tightening force of the butterfly spring (33) to lock the half shaft, thereby realizing parking brake.

10. The control method for a front drive axle assembly with wet differential and wet braking functions as described in claim 9, characterized in that: In the multi-parameter synchronous acquisition of S1, three vehicle speed sensing interfaces, temperature sensors, and gear position sensors synchronously collect data. The vehicle electronic control system matches the heat dissipation protection strategy according to the lubricating oil temperature signal and adaptively adjusts the differential lock threshold according to the gearbox gear position signal to achieve multi-condition adaptive intelligent control.

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