Braking mechanism, drive axle assembly and vehicle

Abstract

The application discloses a brake mechanism, a drive axle assembly and a vehicle, the brake mechanism is used for the drive axle assembly, the drive axle assembly has a gear shaft, and the brake mechanism comprises a friction assembly, the friction assembly comprises a steel sheet and a friction sheet arranged in the axial direction of the gear shaft, the friction sheet and the steel sheet are sleeved on the gear shaft, the friction sheet rotates relative to the gear shaft, and the steel sheet is fixed relative to the gear shaft in the circumferential direction of the gear shaft. According to the brake mechanism, when the vehicle is running, the steel sheet rotates with the rotation of the gear shaft, the friction sheet is static, the surface of the steel sheet is smoother than the surface of the friction sheet, the oil stirring energy loss of the steel sheet is smaller than that of the friction sheet when the steel sheet rotates, the oil stirring energy loss is reduced, and the energy consumption in the driving process is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a braking mechanism, a drive axle assembly, and a vehicle. Background Technology

[0002] Currently, in the braking mechanism of the drive axle structure, when braking, the friction pads and steel plates are squeezed together. The braking force is transmitted to the gear shaft through the rotation of the friction pads, and finally to the reducer and wheels to achieve vehicle braking. However, due to the rough surface of the friction pads and the presence of guide grooves, the energy loss from churning the oil is relatively large during high-speed rotation, resulting in high energy consumption. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes a braking mechanism that reduces the energy loss of oil churning and reduces energy consumption during driving.

[0004] The present invention also proposes a drive axle assembly including the above-described braking mechanism.

[0005] The present invention also proposes a vehicle including the aforementioned drive axle assembly.

[0006] According to an embodiment of the present invention, a braking mechanism is used for a drive axle assembly having a gear shaft. The braking mechanism includes a friction assembly comprising a steel plate and a friction plate arranged in the axial direction of the gear shaft. The friction plate and the steel plate are sleeved on the gear shaft. The friction plate rotates relative to the gear shaft, and the steel plate and the gear shaft are fixed relative to each other in the circumferential direction of the gear shaft.

[0007] According to the braking mechanism of the present invention, steel plates and friction plates are arranged axially on the gear shaft. The friction plates and steel plates are sleeved on the gear shaft. The friction plates rotate relative to the gear shaft, while the steel plates are fixed relative to the gear shaft in the circumferential direction. This allows the steel plates to rotate with the rotation of the gear shaft while the friction plates remain stationary during vehicle operation. The surface of the steel plates is smoother than that of the friction plates, resulting in less energy loss during oil churning when the steel plates rotate compared to when the friction plates rotate. This reduces the energy loss during oil churning and thus lowers energy consumption during driving.

[0008] In some embodiments of the present invention, there are multiple steel sheets and multiple friction plates, and the multiple friction plates and multiple steel sheets are arranged alternately in the axial direction of the gear shaft.

[0009] In some embodiments of the present invention, a first elastic element is provided between any two adjacent friction plates for driving the two friction plates to move away from each other.

[0010] In some embodiments of the present invention, the braking mechanism further includes: a base, the base being sleeved on the gear shaft, the friction pad being movably disposed on the base along the axial direction of the gear shaft and fixed relative to the base along the circumferential direction of the gear shaft.

[0011] In some embodiments of the present invention, the braking mechanism further includes: a stop plate, the stop plate being sleeved outside the gear shaft and fixed relative to the base, and the friction assembly being disposed between the stop plate and the base along the axial direction of the gear shaft.

[0012] In some embodiments of the present invention, the braking mechanism further includes a positioning pin, which passes through the stop plate and the friction plate.

[0013] In some embodiments of the present invention, the locating pins are a plurality of pins spaced apart along the circumferential direction of the friction pad.

[0014] In some embodiments of the present invention, the outer peripheral wall of the friction plate has a first limiting protrusion, the outer peripheral wall of the stop plate has a second limiting protrusion, and the base has a limiting groove. The first limiting protrusion and the second limiting protrusion are located in the limiting groove. Along the axial direction of the gear shaft, the first limiting protrusion is located between the second limiting protrusion and the inner wall of the limiting groove.

[0015] In some embodiments of the present invention, the limiting grooves are a plurality of grooves spaced apart along the circumferential direction of the base, and the first limiting protrusion and the second limiting protrusion are both a plurality of grooves that cooperate with the plurality of limiting grooves.

[0016] In some embodiments of the present invention, the stop plate and the friction plate are both located inside the base, the limiting groove is provided on the inner peripheral wall of the base, and the limiting groove is open on one side along the axial direction of the gear shaft.

[0017] In some embodiments of the present invention, the base has a plurality of limiting ribs on one side along the axial direction of the gear shaft, the plurality of limiting ribs are spaced apart along the circumferential direction of the base, and the limiting groove is defined between any two adjacent limiting ribs.

[0018] In some embodiments of the present invention, the base is further provided with an oil passage groove, the oil passage groove and the limiting groove are disposed opposite to each other in the axial direction of the gear shaft, and the oil passage groove penetrates the base in the radial direction of the base.

[0019] In some embodiments of the present invention, the braking mechanism further includes: a first piston, which is movably disposed within the base and sleeved outside the gear shaft along the axial direction of the gear shaft, the first piston being disposed on one side of the friction assembly along the axial direction of the gear shaft, and the first piston being used to drive the friction plate and the steel plate to adhere together.

[0020] In some embodiments of the present invention, the base has a first oil passage, the opening of which is located on the inner peripheral wall of the base and is disposed opposite to the first piston, for driving the first piston to move toward the friction assembly.

[0021] In some embodiments of the present invention, the braking mechanism further includes a second elastic element connected to the first piston and the base, for driving the first piston to move in a direction away from the friction assembly.

[0022] In some embodiments of the present invention, the braking mechanism further includes: an elastic element bracket, wherein the elastic element bracket is disposed inside the base and one end passes through the first piston and is connected to the base, and a second elastic element is sleeved outside the elastic element bracket, wherein the two ends of the second elastic element abut against the first piston and the end of the elastic element bracket opposite to the base, respectively.

[0023] In some embodiments of the present invention, the base has an exhaust channel that communicates with the first oil passage.

[0024] In some embodiments of the present invention, the outer peripheral wall of the base has an oil passage communicating with the first oil passage and an exhaust port communicating with the exhaust passage, and the line connecting the center of the oil passage and the center of the exhaust port is parallel to the axis of the gear shaft.

[0025] In some embodiments of the present invention, the braking mechanism further includes: a second piston, which is movably disposed within the base and sleeved outside the gear shaft along the axial direction of the gear shaft, at least a portion of the first piston is located between the second piston and the friction assembly, and the second piston is used to drive the first piston to move toward the friction assembly.

[0026] In some embodiments of the present invention, the base is provided with a second oil passage, the opening of the second oil passage on the base being disposed opposite to the second piston, for driving the second piston to move in a direction away from the first piston.

[0027] In some embodiments of the present invention, the braking mechanism further includes a third elastic element disposed between the second piston and the base, for driving the second piston to move toward the first piston.

[0028] In some embodiments of the present invention, a stop protrusion is provided on the end face of the first piston facing the friction assembly. The stop protrusion extends in the circumferential direction of the gear shaft and is spaced apart from both the inner and outer peripheral walls of the first piston.

[0029] In some embodiments of the present invention, the base includes a first base and a second base, the first base and the second base being arranged and connected in the axial direction of the gear shaft, the friction assembly being disposed on the first base, and the second base having an extension on the side facing the first base, the extension being disposed inside the first base.

[0030] According to an embodiment of the present invention, a drive axle assembly includes: a motor assembly including a motor shaft; two axle housings respectively disposed on opposite sides of the motor assembly and connected to the motor assembly; a differential disposed in one of the axle housings and drivenly connected to the motor shaft; two gear shafts respectively disposed in the two axle housings and drivenly connected to the differential; two reducer assemblies respectively disposed on the side of the two axle housings opposite to the motor assembly and connected to the axle housings; and two braking mechanisms respectively disposed in the two axle housings.

[0031] According to the drive axle assembly of the present invention, by setting the above-mentioned braking mechanism, the steel plate and friction plate are arranged in the axial direction of the gear shaft, the friction plate and the steel plate are sleeved on the gear shaft, the friction plate rotates relative to the gear shaft, and the steel plate is fixed relative to the gear shaft in the circumferential direction of the gear shaft, so that when the vehicle is driving, the steel plate will rotate with the rotation of the gear shaft, while the friction plate is stationary. The surface of the steel plate is smoother than the surface of the friction plate, and the oil churning energy loss when the steel plate rotates is smaller than the oil churning energy loss when the friction plate rotates, thereby reducing the oil churning energy loss and thus reducing the energy consumption during driving.

[0032] The vehicle according to an embodiment of the present invention includes the drive axle assembly described above.

[0033] According to an embodiment of the present invention, the vehicle is equipped with the aforementioned drive axle assembly and braking mechanism. Steel plates and friction plates are arranged axially on the gear shaft, and the friction plates and steel plates are sleeved on the gear shaft. The friction plates rotate relative to the gear shaft, while the steel plates are fixed relative to the gear shaft in the circumferential direction. This allows the steel plates to rotate with the gear shaft while the friction plates remain stationary during vehicle operation. The surface of the steel plates is smoother than that of the friction plates, resulting in less energy loss during oil churning compared to that during friction plate rotation. This reduces oil churning energy loss and consequently lowers energy consumption during driving.

[0034] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0035] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0036] Figure 1 This is a perspective view of the drive axle assembly according to an embodiment of the present invention;

[0037] Figure 2 This is a cross-sectional view of the drive axle assembly according to an embodiment of the present invention;

[0038] Figure 3 yes Figure 2 Enlarged view of point A in the middle;

[0039] Figure 4 This is an exploded view of the braking mechanism according to an embodiment of the present invention;

[0040] Figure 5 This is a perspective view of a braking mechanism according to an embodiment of the present invention;

[0041] Figure 6 This is a cross-sectional view of the braking mechanism according to an embodiment of the present invention;

[0042] Figure 7 yes Figure 6 Enlarged view of point B in the middle;

[0043] Figure 8 This is a perspective view of the first piston of the braking mechanism according to an embodiment of the present invention;

[0044] Figure 9 This is a perspective view of the base of the braking mechanism according to an embodiment of the present invention, wherein the second base is not shown, and the base has a limiting rib.

[0045] Figure label:

[0046] 100. Drive axle assembly;

[0047] 10. Braking mechanism;

[0048] 1. Friction assembly; 11. Steel sheet; 12. Friction pad; 121. First limiting protrusion; 13. First elastic element;

[0049] 2. Base; 21. First base; 22. Second base; 221. Extension; 23. Limiting groove; 24. Limiting rib; 25. Oil passage groove; 26. First oil passage; 261. Oil port; 262. Plug; 27. Second oil passage; 28. Exhaust passage; 281. Exhaust port; 29. ​​Fixing pin;

[0050] 31. Stop plate; 311. Second limit protrusion; 32. Positioning pin;

[0051] 4. First piston; 41. Stop protrusion;

[0052] 5. Second piston;

[0053] 61. Elastic support; 62. Second elastic element; 63. Third elastic element;

[0054] 20. Gear shaft;

[0055] 30. Motor assembly; 301. Motor shaft; 302. Through shaft;

[0056] 40. Axle housing; 401. Chassis mounting port; 402. Mast hook;

[0057] 50. Differential;

[0058] 60. Reducer assembly; 601. Driven gear; 602. Sun gear; 603. Planetary gear; 604. Planetary gear shaft; 605. Gear ring; 606. Planetary carrier assembly. Detailed Implementation

[0059] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0060] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0061] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0062] The following is for reference. Figures 1-9 A braking mechanism 10 according to an embodiment of the present invention is described.

[0063] like Figures 1-9 As shown, the braking mechanism 10 according to an embodiment of the present invention includes: a friction assembly 1.

[0064] For details, please refer to Figures 3-9 The drive axle assembly 100 has a gear shaft 20, and a braking mechanism 10 is used in the drive axle assembly 100. The friction assembly 1 includes a steel plate 11 and a friction plate 12 arranged in the axial direction of the gear shaft 20. The friction plate 11 and the steel plate 12 are sleeved on the gear shaft 20. The friction plate 12 rotates relative to the gear shaft 20, and the steel plate 11 is fixed relative to the gear shaft 20 in the circumferential direction. It should be noted that the steel plate 11 and the gear shaft 20 can be fixed relative to each other by means of splines. For example, in this invention, the inner peripheral wall of the steel plate 11 has an internal spline, and the outer peripheral wall of the gear shaft 20 has an external spline.

[0065] Understandably, since the friction plate 12 rotates relative to the gear shaft 20, and the steel plate 11 is relatively fixed relative to the gear shaft 20 in the circumferential direction of the gear shaft 20, when the vehicle is moving, the steel plate 11 and the friction plate 12 are separated. The steel plate 11 will rotate with the rotation of the gear shaft 20, while the friction plate 12 is stationary (but rotates relative to the gear shaft 20). When the vehicle brakes, the friction plate 12 and the steel plate 11 abut against each other and rub against each other, thereby causing the rotational speed of the steel plate 11 to continuously decrease, thus achieving a continuous decrease in the rotational speed of the gear shaft 20 and realizing braking.

[0066] Because the surface of the steel plate 11 is smoother than that of the friction plate 12, the energy loss from churning the oil when the steel plate 11 rotates is smaller than that when the friction plate 12 rotates. Therefore, by replacing the friction plate 12 with the steel plate 11, energy consumption during driving can be reduced while braking is achieved. Furthermore, since the rigidity of the steel plate 11 is generally greater than that of the friction plate 12, the steel plate 11 has better resistance to bending when rotating, thus making the friction assembly 1 more durable.

[0067] According to the braking mechanism 10 of the present invention, a steel plate 11 and a friction plate 12 are arranged in the axial direction of a gear shaft 20. The friction plate 12 and the steel plate 11 are sleeved on the gear shaft 20. The friction plate 12 rotates relative to the gear shaft 20, while the steel plate 11 is fixed relative to the gear shaft 20 in the circumferential direction. This allows the steel plate 11 to rotate with the rotation of the gear shaft 20 while the friction plate 12 remains stationary. The surface of the steel plate 11 is smoother than the surface of the friction plate 12. The oil churning energy loss when the steel plate 11 rotates is smaller than that when the friction plate 12 rotates, thereby reducing the oil churning energy loss and thus reducing energy consumption during driving.

[0068] In some embodiments of the present invention, such as Figure 4 As shown, there are multiple steel plates 11 and multiple friction plates 12, with the friction plates 12 and steel plates 11 arranged alternately in the axial direction of the gear shaft 20. Thus, the multiple steel plates 11 rub against each other with the multiple friction plates 12, and at the same time, at least some of the steel plates 11 have both end faces rubbing against the friction plates 12 in the axial direction of the gear shaft 20, making vehicle braking more reliable. For example, in... Figure 4 In the example shown, there are two steel plates 11 and three friction plates 12. However, the present invention is not limited to this. The number of steel plates 11 and friction plates 12 can be more, such as 4, 5, 6, etc.

[0069] In some embodiments of the present invention, such as Figure 4 , Figure 6 and Figure 7As shown, a first elastic element 13 is provided between any two adjacent friction plates 12 to drive the two friction plates 12 to move away from each other. It can be understood that when the vehicle brakes, the two friction plates 12 move towards each other, thereby pressing the steel plate 11. At this time, the first elastic element 13 contracts, allowing the steel plate 11 to rub against the friction plates 12, thus achieving the braking effect. When the vehicle releases the brakes, the first elastic element 13 can drive the two friction plates 12 to move away from each other, thereby separating the steel plate 11 from the friction plates 12, thus releasing the vehicle brakes and avoiding affecting the normal driving of the vehicle.

[0070] Furthermore, such as Figure 4 , Figure 6 and Figure 7 As shown, the first elastic element 13 between any two adjacent friction plates 12 is a plurality of elements spaced apart along the circumferential direction of the gear shaft 20, thereby making the movement of the two friction plates 12 more stable and reliable.

[0071] In some embodiments of the present invention, such as Figures 4-7 and Figure 9 As shown, the braking mechanism 10 further includes a base 2, which is sleeved on the gear shaft 20. Friction plates 12 are movably disposed on the base 2 along the axial direction of the gear shaft 20 and fixed relative to the base 2 along the circumferential direction of the gear shaft 20. It should be noted that the drive axle assembly 100 also includes an axle housing 40, and the base 2 and the axle housing 40 are connected and fixed by fixing pins 29. Multiple fixing pins 29 are spaced apart along the circumferential direction of the drive shaft, thereby improving the connection reliability between the base 2 and the axle housing 40.

[0072] It is understandable that by movably mounting the friction plate 12 on the base 2 along the axial direction of the gear shaft 20 and fixing it relative to the base 2 along the circumferential direction of the gear shaft 20, the friction plate 12 can be prevented from rotating with the gear shaft 20, thereby further reducing the energy loss of oil stirring and reducing energy consumption.

[0073] In some embodiments of the present invention, such as Figure 4 As shown, the braking mechanism 10 further includes a stop plate 31, which is sleeved on the outside of the gear shaft 20 and fixed relative to the base 2. Along the axial direction of the gear shaft 20, the friction assembly 1 is disposed between the stop plate 31 and the base 2. It can be understood that the stop plate 31 can block the friction assembly 1 and prevent the friction assembly 1 from detaching from the base 2.

[0074] The side of the stop plate 31 facing the friction base 2 can be limited by the friction assembly 1, for example, in... Figure 4 and Figure 6In the example shown, the friction plate 12 is driven to move toward the stop plate 31 by the first elastic element 13, thereby limiting the stop plate 31. The side of the stop plate 31 facing away from the friction assembly 1 can be stopped and limited by the bridge housing 40, as shown. Figure 2 and Figure 3 As shown.

[0075] In some embodiments of the present invention, such as Figures 4-6 As shown, the braking mechanism 10 also includes a positioning pin 32, which passes through the stop plate 31 and the friction plate 12. It is understood that the positioning pin 32 enables the connection and positioning between the stop plate 31 and the friction plate 12, preventing them from disengaging and ensuring the reliability of the braking mechanism 10, thus improving driving safety.

[0076] Furthermore, such as Figures 4-6 As shown, the first elastic element 13 is sleeved on the outside of the positioning pin 32. Thus, the positioning pin 32 can also serve as a guide for the first elastic element 13, allowing the deformation of the first elastic element 13 to be along the axial direction of the gear shaft 20.

[0077] In some embodiments of the present invention, such as Figures 4-6 As shown, the locating pins 32 are a plurality of pins spaced apart along the circumferential direction of the friction plate 12. This further prevents the stop plate 31 and the friction plate 12 from separating from each other, further ensuring the reliability of the braking mechanism 10 and improving driving safety.

[0078] For example in Figures 4-6 In the example shown, there are 8 locating pins 32, but the present invention is not limited to this. The number of locating pins 32 can also be other numbers, such as 3, 4, 9 or 10.

[0079] In some embodiments of the present invention, such as Figure 4 , Figure 5 and Figure 9 As shown, the outer peripheral wall of the friction plate 12 has a first limiting protrusion 121, the outer peripheral wall of the stop plate 31 has a second limiting protrusion 311, and the base 2 has a limiting groove 23. The first limiting protrusion 121 and the second limiting protrusion 311 are located in the limiting groove 23. Along the axial direction of the gear shaft 20, the first limiting protrusion 121 is located between the second limiting protrusion 311 and the inner wall of the limiting groove 23.

[0080] This achieves relative fixation of the friction plate 12, the stop plate 31, and the base 2 in the circumferential direction, thereby enabling the gear shaft 20 to rotate relative to the friction plate 12 and the stop plate 31. This keeps the friction plate 12 stationary during driving, thereby reducing the energy loss from churning oil and thus reducing energy consumption during driving.

[0081] Furthermore, such as Figures 4-7 As shown, there are multiple steel plates 11 and multiple friction plates 12. The multiple friction plates 12 and multiple steel plates 11 are arranged alternately in the axial direction of the gear shaft 20. Each friction plate 12 has a first limiting protrusion 121 on its outer peripheral wall, and a first elastic element 13 is provided between the first limiting protrusions 121 of any two adjacent friction plates 12. Meanwhile, as... Figures 4-7 As shown, the braking mechanism 10 also includes a positioning pin 32, which passes through the first limiting protrusion 121 and the second limiting protrusion 311.

[0082] In some embodiments of the present invention, such as Figure 4 , Figure 5 and Figure 9 As shown, multiple limiting grooves 23 are spaced apart along the circumferential direction of the base 2, and multiple first limiting protrusions 121 and second limiting protrusions 311 are engaged with the multiple limiting grooves 23. This further achieves relative fixation of the friction plate 12, the stop plate 31, and the base 2 in the circumferential direction, improving the limiting effect of the base 2 on the friction plate 12 and the stop plate 31.

[0083] For example in Figure 4 , Figure 5 In the example shown, there are eight limiting grooves 23, eight first limiting protrusions 121, and eight second limiting protrusions 311. Figure 9 In the example shown, there are 10 limiting grooves 23, 10 first limiting protrusions 121 and 10 second limiting protrusions 311. However, the present invention is not limited to this. The limiting grooves 23, 121 and 311 can also be other numbers, such as 4, 5, 9, 14, etc.

[0084] In some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, both the stop plate 31 and the friction plate 12 are located inside the base 2, and the limiting groove 23 is provided on the inner circumferential wall of the base 2, with one side of the limiting groove 23 open along the axial direction of the gear shaft 20. This allows the friction plate 12, the stop plate 31, and the base 2 to be relatively fixed in the circumferential direction, and the limiting groove 23 is easy to manufacture.

[0085] In some embodiments of the present invention, such as Figure 9 As shown, the base 2 has multiple limiting ribs 24 on one side along the axial direction of the gear shaft 20. These limiting ribs 24 are spaced apart along the circumferential direction of the base 2, and a limiting groove 23 is defined between any two adjacent limiting ribs 24. This ensures that the friction plate 12, the stop plate 31, and the base 2 are relatively fixed in the circumferential direction, and that the limiting is reliable. Furthermore, the limiting ribs 24 are positioned close to the radially inner end of the base 2 to avoid installation interference with connecting structures such as the fixing pin 29.

[0086] In some embodiments of the present invention, such as Figure 9 As shown, the base 2 is also provided with an oil passage groove 25. The oil passage groove 25 and the limiting groove 23 are arranged opposite to each other in the axial direction of the gear shaft 20, and the oil passage groove 25 penetrates the base 2 in the radial direction. It can be understood that the setting of the oil passage groove 25 allows lubricating oil to enter the friction component 1 through the oil passage groove 25, thereby better reducing friction loss, heat dissipation, preventing corrosion, maintaining stability, and extending service life.

[0087] In some embodiments of the present invention, such as Figures 4-8 As shown, the braking mechanism 10 further includes: a first piston 4, which is movably disposed in the base 2 and sleeved on the outside of the gear shaft 20 along the axial direction of the gear shaft 20. The first piston 4 is disposed on one side of the friction assembly 1 along the axial direction of the gear shaft 20. The first piston 4 is used to drive the friction plate 12 and the steel plate 11 to fit together.

[0088] It should be noted that the first piston 4 is located on the side of the friction assembly 1 away from the stop plate 31 along the axial direction of the gear shaft 20. Thus, when the first piston 4 drives the friction plate 12 and the steel plate 11 to fit together, that is, when the first piston 4 moves toward the stop plate 31, the friction plate 12 can be pressed against the stop plate 31, making the braking more reliable.

[0089] Understandably, when the vehicle is in motion, the first piston 4 is spaced apart from the friction assembly 1, and the steel plate 11 is spaced apart from the friction plate 12. The steel plate 11 rotates with the rotation of the gear shaft 20, while the friction plate 12 remains stationary (but rotates relative to the gear shaft 20). When the vehicle brakes, the first piston 4 moves toward the friction assembly 1 and abuts against it, thereby driving the friction plate 12 and the steel plate 11 to abut against each other. The friction plate 12 and the steel plate 11 rub against each other, thereby causing the rotational speed of the steel plate 11 to continuously decrease, thus achieving a continuous decrease in the rotational speed of the gear shaft 20 and realizing vehicle braking.

[0090] In some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, the base 2 has a first oil passage 26. The opening of the first oil passage 26 on the inner peripheral wall of the base 2 is opposite to the first piston 4, and is used to drive the first piston 4 to move toward the friction assembly 1. It can be understood that the first oil passage 26 is used for the entry and exit of brake fluid during driving. When the driver presses the brake pedal, that is, when the vehicle needs to brake during driving, the brake fluid is pushed into the first oil passage 26 (or the oil pressure in the first oil passage 26 increases), thereby driving the first piston 4 to move, driving the friction plate 12 and the steel plate 11 to fit together, thereby realizing braking during driving.

[0091] In some embodiments of the present invention, such as Figure 4 , Figure 6 and Figure 7 As shown, the braking mechanism 10 further includes a second elastic member 62, which is connected to the first piston 4 and the base 2, and is used to drive the first piston 4 to move in a direction away from the friction assembly 1.

[0092] Understandably, when the driver releases the brake, the second elastic element 62 drives the first piston 4 to move away from the friction assembly 1, thereby separating the first piston 4 from the friction assembly 1, thereby separating the friction pad 12 and the steel plate 11. At the same time, the brake fluid is pushed out of the first oil passage 26 (or the oil pressure in the first oil passage 26 is reduced), thus realizing the release of the brake during driving.

[0093] In some embodiments of the present invention, such as Figure 4 , Figure 6 and Figure 7 As shown, the braking mechanism 10 further includes: an elastic element bracket 61, which is disposed inside the base 2 and has one end passing through the first piston 4 and connected to the base 2; and a second elastic element 62 sleeved outside the elastic element bracket 61, with both ends of the second elastic element 62 abutting against the first piston 4 and the end of the elastic element bracket 61 opposite to the base 2, respectively.

[0094] Understandably, the elastic element bracket 61 allows the second elastic element 62 to move along the bracket, serving as a guide for the second elastic element 62. This allows for a floating connection between the first piston 4 and the base 2, thereby enabling the first piston 4 to return to its original position (in the non-braking state). Specifically, when braking occurs during driving, the second elastic element 62 contracts; when the brakes are released during driving, the second elastic element 62 extends.

[0095] In some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, the base 2 has an exhaust channel 28, which is connected to the first oil passage 26. Therefore, the exhaust channel 28 and the first oil passage 26 can share a portion of the channel, reducing the number of channels and simplifying the process.

[0096] In some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, the radial and axial portions of the first oil passage 26 are formed by perforation. An oil passage 261 is formed at the opening of the radial portion of the first oil passage 26, and a plug 262 is provided at the opening of the axial portion of the first oil passage 26 to seal it, thereby preventing brake fluid leakage.

[0097] In some embodiments of the present invention, such as Figure 6 and Figure 7As shown, the outer peripheral wall of the base 2 has an oil passage 261 communicating with the first oil passage 26 and an exhaust port 281 communicating with the exhaust passage 28. The line connecting the center of the oil passage 261 and the center of the exhaust port 281 is parallel to the axis of the gear shaft 20. The exhaust port 281 is spaced apart from the oil passage 261, and the line connecting the center of the oil passage 261 and the center of the exhaust port 281 is parallel to the axis of the gear shaft 20. This simplifies the machining of the exhaust port 281 and the oil passage 261; only one port needs to be machined, and the opening position of the other port can be determined along the direction of the gear shaft 20 axis.

[0098] In some embodiments of the present invention, such as Figure 4 , Figure 6 and Figure 7 As shown, the braking mechanism 10 further includes a second piston 5, which is movably disposed in the base 2 and sleeved on the outside of the gear shaft 20 along the axial direction of the gear shaft 20. At least a portion of the first piston 4 is located between the second piston 5 and the friction assembly 1. The second piston 5 is used to drive the first piston 4 to move toward the friction assembly 1.

[0099] Understandably, when parking brake is required, the second piston 5 drives the first piston 4 to move towards the friction assembly 1, thereby driving the friction pad 12 and the steel plate 11 to engage, thus achieving braking during parking. When transitioning from parking brake to driving brake, the second piston 5 and the first piston 4 are separated, allowing the first piston 4 to move away from the friction assembly 1 (the first piston 4 can also actively move towards the friction assembly 1 to enter the driving brake state), allowing the vehicle to drive normally.

[0100] In some embodiments of the present invention, such as Figure 6 and Figure 7 As shown, the base 2 is provided with a second oil passage 27. The opening of the second oil passage 27 on the base 2 is opposite to the second piston 5, and is used to drive the second piston 5 to move in a direction away from the first piston 4. It can be understood that the second oil passage 27 is used for the entry and exit of brake fluid when parking. When the driver pulls the handbrake, that is, when the vehicle is parked and braking is required, the second piston 5 moves towards the first piston 4, and the brake fluid is pushed out of the second oil passage 27 (or the oil pressure in the second oil passage 27 decreases), thereby driving the first piston 4 to move towards the friction assembly 1, driving the friction plate 12 and the steel plate 11 to stick together and abut, thereby realizing braking when parking.

[0101] When the driver releases the parking brake, the brake fluid is pushed into the second oil passage 27 (or the oil pressure in the second oil passage 27 increases), thereby driving the second piston 5 to move away from the first piston 4, thereby driving the first piston 4 to move away from the friction assembly 1, so that the friction plate 12 and the steel plate 11 are separated, thereby releasing the parking brake and allowing the vehicle to drive normally.

[0102] Therefore, parking brake is activated by the active entry of brake fluid into the second oil passage 27, and parking brake is released by the discharge of brake fluid from the second oil passage 27. When the brake fluid system malfunctions, parking brake can be activated without brake fluid entering the second oil passage 27, thus improving safety. Simultaneously, when the brake fluid system malfunctions, the parking brake automatically engages, preventing the vehicle from moving, which helps to alert the driver to the brake system failure, further enhancing safety.

[0103] In some embodiments of the present invention, such as Figure 4 , Figure 6 and Figure 7 As shown, the braking mechanism 10 also includes a third elastic member 63, which is disposed between the second piston 5 and the base 2, and is used to drive the second piston 5 to move toward the first piston 4.

[0104] Understandably, when the driver pulls the handbrake, that is, when the vehicle is parked and needs to brake, the third elastic element 63 drives the second piston 5 to move toward the first piston 4, and the brake fluid is pushed out of the second oil passage 27 (or the oil pressure in the second oil passage 27 is reduced), thereby driving the first piston 4 to move toward the friction assembly 1, driving the friction plate 12 and the steel plate 11 to stick together and stop, thereby achieving braking when parked.

[0105] When the driver releases the parking brake, the brake fluid is pushed into the second oil passage 27 (or the oil pressure in the second oil passage 27 increases), thereby driving the second piston 5 to move away from the first piston 4. At this time, the third elastic element 63 is compressed, thereby driving the first piston 4 to move away from the friction assembly 1, so that the friction plate 12 and the steel plate 11 are separated, thereby releasing the parking brake and allowing the vehicle to drive normally.

[0106] Therefore, by setting the third elastic element 63, braking can be achieved when the vehicle is parked, so that when the brake fluid system fails, the brake fluid does not need to enter the second oil passage 27 to achieve parking braking, thereby improving safety.

[0107] Furthermore, such as Figure 4 , Figure 6 and Figure 7 As shown, the third elastic element 63 consists of multiple elements spaced apart along the circumferential direction of the gear shaft 20. This makes the movement of the second piston 5 by the third elastic element 63 more stable and reliable, and also improves the reliability of the parking brake.

[0108] In some embodiments of the present invention, such as Figure 8As shown, a stop protrusion 41 is provided on the end face of the first piston 4 facing the friction assembly 1. The stop protrusion 41 extends along the circumferential direction of the gear shaft 20 and is spaced apart from both the inner and outer circumferential walls of the first piston 4. Therefore, the first piston 4 can act at the center of the friction plate 12, thus preventing uneven wear of the friction plate 12; simultaneously, acting at the center provides greater braking torque, achieving better braking and improving driving safety.

[0109] In some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, the base 2 includes a first base 21 and a second base 22. The first base 21 and the second base 22 are arranged and connected in the axial direction of the gear shaft 20. The friction assembly 1 is disposed on the first base 21. The side of the second base 22 facing the first base 21 has an extension 221, which is disposed inside the first base 21.

[0110] Understandably, the first base 21 and the second base 22 are connected by a fixing pin 29. A portion of the first piston 4 passes through the extension 221, and the second piston 5 is sleeved outside the extension 221. One end of the elastic element bracket 61 is connected to the second base 22. Thus, the first base 21 can be used to limit and install the friction assembly 1, and the second base 22 can be used to limit and install the first piston 4 and the second piston 5. The separate design of the first base 21 and the second base 22 reduces disassembly and maintenance costs.

[0111] The following is for reference. Figures 1-3 A drive axle assembly 100 according to an embodiment of the present invention is described.

[0112] like Figures 1-3 As shown, the drive axle assembly 100 according to an embodiment of the present invention includes: a motor assembly 30, a differential 50, two axle housings 40, two gear shafts 20, two reducer assemblies 60, and the aforementioned braking mechanism 10.

[0113] Specifically, refer to Figures 1-3 The motor assembly 30 includes a motor shaft 301; two axle housings 40 are respectively disposed on opposite sides of the motor assembly 30 and connected to the motor assembly 30; a differential 50 is disposed in one of the axle housings 40 and is drivenly connected to the motor shaft 301; two gear shafts 20 are respectively disposed in the two axle housings 40 and are drivenly connected to the differential 50; two reducer assemblies 60 are respectively disposed on the side of the two axle housings 40 away from the motor assembly 30 and connected to the axle housings 40; and there are two braking mechanisms 10, which are respectively disposed in the two axle housings 40.

[0114] It should be noted that the reducer assembly 60 includes a first-stage sun gear 602, a planetary gear 603, a planetary gear shaft 604, a gear ring 605, and a planet carrier assembly 606.

[0115] Understandably, the motor assembly 30 also includes a through shaft 302. The motor shaft 301 is connected to the differential 50, and the differential 50 is connected to the through shaft 302. The two ends of the through shaft 302 in the axial direction are respectively connected to two gear shafts 20. The end of the gear shaft 20 is provided with a driving gear. The driving gear and the driven gear 601 mesh. The driven gear 601 and the sun gear 602 adopt an interference fit / spline fit. Power is transmitted to the sun gear 602 through reduction. The sun gear 602 meshes with the planetary gear 603. The planetary gear 603 rotates around the planetary gear shaft 604. Through the meshing of the planetary gear 603 with the ring gear 605, the power is finally output to the wheel from the rim connecting bolts connected to the planetary carrier assembly 606, thereby realizing the movement of the vehicle.

[0116] Furthermore, such as Figure 1 As shown, each axle housing 40 has a frame mounting port 401 and a mast hook 402, which allows the drive axle assembly 100 to be connected to the frame and mast, thereby enabling the drive axle assembly 100 to be fixed and installed.

[0117] According to an embodiment of the present invention, the drive axle assembly 100, by providing the above-mentioned braking mechanism 10, has steel plates 11 and friction plates 12 arranged in the axial direction of the gear shaft 20. The friction plates 12 and steel plates 11 are sleeved on the gear shaft 20. The friction plates 12 rotate relative to the gear shaft 20, while the steel plates 11 and the gear shaft 20 are relatively fixed in the circumferential direction of the gear shaft 20. This allows the steel plates 11 to rotate with the rotation of the gear shaft 20 when the vehicle is in motion, while the friction plates 12 remain stationary. The surface of the steel plates 11 is smoother than the surface of the friction plates 12, resulting in less energy loss during oil churning when the steel plates 11 rotate compared to the energy loss during oil churning when the friction plates 12 rotate. This reduces the energy loss during oil churning and thus reduces energy consumption during driving.

[0118] The vehicle according to an embodiment of the present invention is described below.

[0119] The vehicle according to an embodiment of the present invention includes the drive axle assembly 100 described above.

[0120] According to an embodiment of the present invention, the vehicle is equipped with the aforementioned drive axle assembly 100 and braking mechanism 10. Steel plates 11 and friction plates 12 are arranged in the axial direction of the gear shaft 20. The friction plates 12 and steel plates 11 are sleeved on the gear shaft 20. The friction plates 12 rotate relative to the gear shaft 20, while the steel plates 11 and gear shaft 20 are fixed relative to each other in the circumferential direction of the gear shaft 20. This allows the steel plates 11 to rotate with the rotation of the gear shaft 20 while the friction plates 12 remain stationary during vehicle operation. The surface of the steel plates 11 is smoother than the surface of the friction plates 12, resulting in less energy loss during oil churning compared to that during the rotation of the friction plates 12. This reduces the energy loss during oil churning and thus reduces energy consumption during driving.

[0121] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0122] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A braking mechanism, characterized in that, For a drive axle assembly, the drive axle assembly having a gear shaft, the braking mechanism comprising: A friction assembly includes steel plates and friction plates arranged in the axial direction of the gear shaft. The friction plates and the steel plates are sleeved on the gear shaft. The friction plates rotate relative to the gear shaft, and the steel plates are fixed relative to the gear shaft in the circumferential direction.

2. The braking mechanism according to claim 1, characterized in that, There are multiple steel plates and multiple friction plates, and the multiple friction plates and multiple steel plates are arranged alternately in the axial direction of the gear shaft.

3. The braking mechanism according to claim 2, characterized in that, A first elastic element is provided between any two adjacent friction plates to drive the two friction plates to move away from each other.

4. The braking mechanism according to claim 1, characterized in that, Also includes: A base is sleeved on the outside of the gear shaft, and the friction plate is movably disposed on the base along the axial direction of the gear shaft and fixed relative to the base along the circumferential direction of the gear shaft.

5. The braking mechanism according to claim 4, characterized in that, Also includes: A stop plate is sleeved on the outside of the gear shaft and fixed relative to the base. Along the axial direction of the gear shaft, the friction assembly is disposed between the stop plate and the base.

6. The braking mechanism according to claim 5, characterized in that, Also includes: A positioning pin is provided on the stop plate and the friction plate.

7. The braking mechanism according to claim 6, characterized in that, The locating pins are a plurality of pins spaced apart along the circumferential direction of the friction pad.

8. The braking mechanism according to claim 5, characterized in that, The friction plate has a first limiting protrusion on its outer peripheral wall, the stop plate has a second limiting protrusion on its outer peripheral wall, and the base has a limiting groove. The first limiting protrusion and the second limiting protrusion are located in the limiting groove. Along the axial direction of the gear shaft, the first limiting protrusion is located between the second limiting protrusion and the inner wall of the limiting groove.

9. The braking mechanism according to claim 8, characterized in that, The limiting grooves are a plurality of grooves spaced apart along the circumferential direction of the base, and the first limiting protrusion and the second limiting protrusion are both plurality of grooves that cooperate with the limiting grooves.

10. The braking mechanism according to claim 8, characterized in that, Both the stop plate and the friction plate are located inside the base, and the limiting groove is provided on the inner peripheral wall of the base, with the limiting groove open on one side along the axial direction of the gear shaft.

11. The braking mechanism according to claim 8, characterized in that, The base has multiple limiting ribs on one side along the axial direction of the gear shaft. The multiple limiting ribs are spaced apart along the circumferential direction of the base, and the limiting groove is defined between any two adjacent limiting ribs.

12. The braking mechanism according to claim 11, characterized in that, The base is also provided with an oil passage groove, which is arranged opposite to the limiting groove in the axial direction of the gear shaft, and the oil passage groove passes through the base in the radial direction.

13. The braking mechanism according to claim 4, characterized in that, Also includes: The first piston is movably disposed within the base and sleeved outside the gear shaft along the axial direction of the gear shaft. The first piston is disposed on one side of the friction assembly along the axial direction of the gear shaft. The first piston is used to drive the friction plate and the steel plate to adhere together.

14. The braking mechanism according to claim 13, characterized in that, The base has a first oil passage, and the opening of the first oil passage on the inner peripheral wall of the base is disposed opposite to the first piston, for driving the first piston to move toward the friction assembly.

15. The braking mechanism according to claim 13, characterized in that, Also includes: The second elastic element is connected to the first piston and the base, and is used to drive the first piston to move in a direction away from the friction assembly.

16. The braking mechanism according to claim 15, characterized in that, Also includes: An elastic element bracket is disposed inside the base and one end of the bracket passes through the first piston and is connected to the base. A second elastic element is sleeved outside the elastic element bracket, and the two ends of the second elastic element abut against the first piston and the end of the elastic element bracket that is away from the base, respectively.

17. The braking mechanism according to claim 14, characterized in that, The base has an exhaust channel, which is connected to the first oil passage.

18. The braking mechanism according to claim 17, characterized in that, The outer peripheral wall of the base has an oil passage communicating with the first oil passage and an exhaust port communicating with the exhaust passage. The line connecting the center of the oil passage and the center of the exhaust port is parallel to the axis of the gear shaft.

19. The braking mechanism according to claim 13, characterized in that, Also includes: The second piston is movably disposed within the base and sleeved outside the gear shaft along the axial direction of the gear shaft. At least a portion of the first piston is located between the second piston and the friction assembly. The second piston is used to drive the first piston to move toward the friction assembly.

20. The braking mechanism according to claim 19, characterized in that, The base is provided with a second oil passage, the opening of which is located on the base and is opposite to the second piston, for driving the second piston to move in a direction away from the first piston.

21. The braking mechanism according to claim 20, characterized in that, Also includes: A third elastic element is disposed between the second piston and the base, and is used to drive the second piston to move toward the first piston.

22. The braking mechanism according to claim 13, characterized in that, The first piston has a stop protrusion on its end face facing the friction assembly. The stop protrusion extends along the circumferential direction of the gear shaft and is spaced apart from both the inner and outer circumferential walls of the first piston.

23. The braking mechanism according to claim 4, characterized in that, The base includes a first base and a second base, the first base and the second base are arranged and connected in the axial direction of the gear shaft, the friction assembly is disposed on the first base, and the second base has an extension on the side facing the first base, the extension being disposed inside the first base.

24. A drive axle assembly, characterized in that, include: Motor assembly, the motor assembly including a motor shaft; Two bridge housings are respectively disposed on opposite sides of the motor assembly and connected to the motor assembly; A differential, wherein the differential is disposed within one of the axle housings and is drive-connected to the motor shaft; The two gear shafts are respectively disposed in the two axle housings and are connected to the differential drive; Two reducer assemblies are respectively located on the side of the two axle housings opposite to the motor assembly and are connected to the axle housings; According to any one of claims 1-23, there are two braking mechanisms, each disposed in one of the two axle housings.

25. A vehicle, characterized in that, Includes the drive axle assembly according to claim 24.

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