Drive axle and vehicle

Abstract

The utility model provides a drive axle and a vehicle, and relates to the technical field of vehicle engineering, according to the drive axle provided by the utility model, a first-stage driven gear is in running fit with an intermediate shaft, a gear hub and a second-stage driving gear are respectively connected to the intermediate shaft, and the gear hub and the second-stage driving gear are both circumferentially fixed relative to the intermediate shaft; the second-stage driving gear is in transmission connection with the differential mechanism, the transmission joint device is provided with a traveling station, a parking station and a neutral gear sliding station, the first-stage driven gear is in joint transmission connection with the gear hub through the transmission joint device at the traveling station, and the gear hub and the parking gear are in joint relative locking through the transmission joint device at the parking station; in the neutral gear sliding station, the first-stage driven gear and the parking gear are both disconnected with the gear hub, the working condition requirements of traveling, parking and neutral gear sliding can be met, a drum brake or a disc brake does not need to be adopted for parking braking, device abrasion during neutral gear sliding is reduced, and the transmission efficiency of the whole vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle engineering, in particular to a drive axle and a vehicle. Background Art

[0002] Electric drive axles are usually equipped with only a single speed ratio and rely on drum brakes or disc brakes to achieve parking brakes, which have a relatively complex parking brake structure. In addition, when the vehicle is coasting in neutral, the wheels will drive the differential to operate, and then drive the internal components of the drive axle to operate through reverse transmission. This process will not only cause component wear, but also stir the lubricating oil, thereby reducing the transmission efficiency of the vehicle. Utility Model Content

[0003] The utility model aims to provide a drive axle and a vehicle, which have both parking brake and neutral gear sliding functions, and can alleviate the technical problem of wear of drive axle parts during neutral gear sliding.

[0004] In a first aspect, the drive axle provided by the utility model comprises: a primary driven gear, an intermediate shaft, a gear hub, a secondary driving gear, a differential, a parking gear and a transmission engagement device;

[0005] The primary driven gear is rotationally matched with the intermediate shaft, the gear hub and the secondary driving gear are respectively connected to the intermediate shaft, and the gear hub and the secondary driving gear are both circumferentially fixed relative to the intermediate shaft, and the secondary driving gear is drivingly connected to the differential;

[0006] The transmission engagement device has a driving position, a parking position and a neutral sliding position;

[0007] At the driving station, the primary driven gear is connected to the gear hub via the transmission engagement device;

[0008] In the parking position, the gear hub and the parking gear are engaged and relatively locked via the transmission engagement device;

[0009] In the neutral coasting position, the primary driven gear and the parking gear are both disengaged from the gear hub.

[0010] In combination with the first aspect, the utility model provides a first possible implementation manner of the first aspect, wherein the primary driven gear is connected with a driving coupling tooth adapted to the transmission coupling device.

[0011] In combination with the first possible implementation of the first aspect, the utility model provides a second possible implementation of the first aspect, wherein the gear hub is located between the driving engagement tooth and the parking tooth, and the transmission engagement device is configured as a sliding sleeve that slides in conjunction with the gear hub.

[0012] In combination with the first aspect, the utility model provides a third possible implementation of the first aspect, wherein the differential comprises: a planet carrier, a planetary gear, a left half-shaft gear and a right half-shaft gear;

[0013] The planetary gear is rotatably connected to the planetary carrier, and the left half-shaft gear is coaxial with the right half-shaft gear and meshes with the planetary gears respectively.

[0014] In combination with the third possible implementation of the first aspect, the utility model provides a fourth possible implementation of the first aspect, wherein the planet carrier is connected with a main reduction gear, and the main reduction gear is meshed with the secondary driving gear.

[0015] In combination with the fourth possible implementation of the first aspect, the utility model provides a fifth possible implementation of the first aspect, wherein the main reduction gear, the left half-shaft gear and the right half-shaft gear are coaxial.

[0016] In combination with the third possible implementation of the first aspect, the utility model provides a sixth possible implementation of the first aspect, wherein the left half-shaft gear is connected to the left half-shaft, and the right half-shaft gear is connected to the right half-shaft.

[0017] In combination with the first aspect, the utility model provides a seventh possible implementation of the first aspect, wherein the primary driven gear is meshed with input teeth, the input teeth are connected to an input shaft, and the input shaft is drivingly connected to a power source.

[0018] In combination with the seventh possible implementation manner of the first aspect, the utility model provides an eighth possible implementation manner of the first aspect, wherein the power source includes a drive motor.

[0019] In a second aspect, the vehicle provided by the utility model is equipped with the drive axle described in the first aspect.

[0020] The embodiment of the utility model brings the following beneficial effects: a primary driven gear is rotatably matched with the intermediate shaft, a gear hub and a secondary driving gear are respectively connected to the intermediate shaft, and the gear hub and the secondary driving gear are both circumferentially fixed relative to the intermediate shaft, the secondary driving gear is drivingly connected to the differential, and the transmission engagement device has a driving position, a parking position and a neutral sliding position. In the driving position, the primary driven gear and the gear hub are engaged and transmission connected via the transmission engagement device, in the parking position, the gear hub and the parking gear are engaged and relatively locked via the transmission engagement device, and in the neutral sliding position, the primary driven gear and the parking gear are both disconnected from the gear hub, which can meet the working conditions of driving, parking and neutral sliding, without the need to use drum brakes or disc brakes for parking braking, and reduces the wear of devices during neutral sliding, which is beneficial to improving the transmission efficiency of the whole vehicle.

[0021] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the related technologies, the drawings required for use in the specific implementation methods or the related technical descriptions will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0023] Figure 1 A schematic diagram of a drive axle provided in an embodiment of the utility model.

[0024] Icons: 001 - primary driven gear; 101 - driving engagement gear; 002 - intermediate shaft; 003 - gear hub; 004 - secondary driving gear; 005 - differential; 501 - planetary carrier; 502 - planetary gear; 503 - left half-shaft gear; 504 - right half-shaft gear; 006 - parking gear; 007 - transmission engagement device; 008 - main reduction gear; 009 - left half-shaft; 010 - right half-shaft; 011 - input gear; 012 - input shaft; 013 - driving motor. DETAILED DESCRIPTION

[0025] The technical solution of the utility model will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0026] In the description of the present utility model, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", and "third" are only used to describe the difference in names, and cannot be understood as indicating or implying relative importance. The physical quantities in the formula, if not separately marked, should be understood as basic quantities of the basic units of the International System of Units, or derived quantities derived from the basic quantities through mathematical operations such as multiplication, division, differentiation or integration.

[0027] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0028] like Figure 1 As shown, the drive axle provided by the embodiment of the utility model includes: a primary driven gear 001, an intermediate shaft 002, a gear hub 003, a secondary driving gear 004, a differential 005, a parking gear 006 and a transmission engagement device 007; the primary driven gear 001 is rotationally matched with the intermediate shaft 002, the gear hub 003 and the secondary driving gear 004 are respectively connected to the intermediate shaft 002, and the gear hub 003 and the secondary driving gear 004 are both circumferentially fixed relative to the intermediate shaft 002, and the secondary driving gear 004 is drivingly connected to the differential 005.

[0029] The transmission coupling device 007 has a driving position, a parking position and a neutral coasting position; in the driving position, the primary driven gear 001 is engaged and connected with the gear hub 003 via the transmission coupling device 007; in the parking position, the gear hub 003 and the parking gear 006 are engaged and relatively locked via the transmission coupling device 007; in the neutral coasting position, the primary driven gear 001 and the parking gear 006 are both disconnected from the gear hub 003.

[0030] The drive axle described in this embodiment can meet the working requirements of driving, parking and neutral coasting, without the need to use drum brakes or disc brakes for parking braking, and reduces component wear during neutral coasting, which is beneficial to improving the transmission efficiency of the entire vehicle.

[0031] In an optional embodiment, the transmission coupling device 007 includes: a first clutch and a second clutch. The first clutch can be used to switch the power on and off between the gear hub 003 and the primary driven gear 001, and the second clutch can be used to switch the power on and off between the gear hub 003 and the parking gear 006.

[0032] In a preferred embodiment, the gear hub 003 is located between the driving engagement tooth 101 and the parking tooth 006, and the transmission engagement device 007 is configured as a sliding sleeve that slides in cooperation with the gear hub 003. The sliding sleeve is used to regulate the power engagement and disconnection. Compared with the use of a clutch structure, it is simpler, has lower production and maintenance costs, and the power transmission is more stable in the engaged state.

[0033] In addition, the primary driven gear 001 is connected to a driving coupling tooth 101 adapted to the sleeve of the transmission coupling device 007. Through the coaxiality of the primary driven gear 001, the driving coupling tooth 101, the gear hub 003 and the sleeve of the transmission coupling device 007, the sleeve can be slidably engaged with the driving coupling tooth 101 and the gear hub 003 at the same time, so that the power of the primary driven gear 001 is connected to the intermediate shaft 002.

[0034] Furthermore, the differential 005 includes: a planet carrier 501, a planetary gear 502, a left half-shaft gear 503 and a right half-shaft gear 504; the planetary gear 502 is rotatably connected to the planet carrier 501, and the left half-shaft gear 503 and the right half-shaft gear 504 are coaxial and meshed with the planetary gear 502 respectively. The power transmitted to the secondary driving gear 004 can be transmitted to the planet carrier 501, and the planet carrier 501 rotating around the axis of the left half-shaft gear 503 and the right half-shaft gear 504 drives the left half-shaft gear 503 and the right half-shaft gear 504 to rotate synchronously through the planetary gear 502, and the left half-shaft gear 503 and the right half-shaft gear 504 can also form a rotation differential through the self-rotation of the planetary gear 502.

[0035] In this embodiment, the planet carrier 501 is connected with a primary reduction gear 008 , and the primary reduction gear 008 is meshed with the secondary driving gear 004 , thereby realizing power input from the secondary driving gear 004 to the differential 005 .

[0036] Among them, the main reduction gear 008, the left half-shaft gear 503 and the right half-shaft gear 504 are coaxial, and the planet carrier 501 is driven to rotate by the main reduction gear 008, so as to ensure that the rotation axis of the planet carrier 501 is colinear with the axis of the left half-shaft gear 503 and the right half-shaft gear 504.

[0037] In addition, the left half-shaft gear 503 is connected to the left half-shaft 009, and the right half-shaft gear 504 is connected to the right half-shaft 010, which are connected to the wheels through the left half-shaft 009 and the right half-shaft 010 respectively. On the one hand, the power can be transmitted from the differential 005 to the corresponding wheels through the left half-shaft 009 and the right half-shaft 010 respectively to drive the wheels to rotate; on the other hand, when gliding in neutral, the wheels can reversely drive the left half-shaft 009 and the right half-shaft 010, and the power reversely input into the differential 005 is transmitted to the intermediate shaft 002 through the primary reduction gear 008 and the secondary driving gear 004. At this time, the transmission coupling device 007 disengages the driving coupling gear 101 and the parking gear 006 to avoid reverse dragging of the power source.

[0038] In this embodiment, the primary driven gear 001 is meshed with the input gear 011 , the input gear 011 is connected to the input shaft 012 , and the input shaft 012 is drivingly connected to the power source.

[0039] The power source includes a drive motor 013, which drives the input shaft 012 to rotate the input gear 011. In addition, the power source may also include a fuel engine, which can also prevent the power from the wheels from causing reverse drag on the engine and the transmission connected to the engine in the neutral sliding position.

[0040] The vehicle provided by the embodiment of the utility model is equipped with the drive axle described in the above-mentioned implementation mode. The vehicle has the technical effects of the above-mentioned drive axle, which will not be described in detail here.

[0041] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.

Claims

1. A drive axle, characterized in that: include: A primary driven gear (001), an intermediate shaft (002), a gear hub (003), a secondary driving gear (004), a differential (005), a parking gear (006) and a transmission engagement device (007); The primary driven gear (001) is rotationally matched with the intermediate shaft (002), the gear hub (003) and the secondary driving gear (004) are respectively connected to the intermediate shaft (002), and the gear hub (003) and the secondary driving gear (004) are both circumferentially fixed relative to the intermediate shaft (002), and the secondary driving gear (004) is drivingly connected to the differential (005); The transmission engagement device (007) has a driving position, a parking position and a neutral sliding position; At the driving station, the primary driven gear (001) is connected to the gear hub (003) by means of a transmission engagement device (007); At the parking position, the gear hub (003) and the parking gear (006) are engaged and locked relative to each other via the transmission engagement device (007); In the neutral coasting position, the primary driven gear (001) and the parking gear (006) are both disengaged from the gear hub (003).

2. The drive axle according to claim 1, characterized in that: The primary driven gear (001) is connected to a driving coupling tooth (101) adapted to the transmission coupling device (007).

3. The drive axle according to claim 2, characterized in that: The gear hub (003) is located between the driving engagement tooth (101) and the parking tooth (006), and the transmission engagement device (007) is configured as a sliding sleeve that is slidably matched with the gear hub (003).

4. The drive axle according to claim 1, characterized in that: The differential (005) comprises: a planet carrier (501), a planetary gear (502), a left half-shaft gear (503) and a right half-shaft gear (504); The planetary gear (502) is rotationally connected to the planetary carrier (501), and the left half-shaft gear (503) and the right half-shaft gear (504) are coaxial and mesh with the planetary gear (502) respectively.

5. The drive axle according to claim 4, characterized in that: The planet carrier (501) is connected with a main reduction gear (008), and the main reduction gear (008) is meshed with the secondary driving gear (004).

6. The drive axle according to claim 5, characterized in that: The main reduction gear (008), the left half-shaft gear (503) and the right half-shaft gear (504) are coaxial.

7. The drive axle according to claim 4, characterized in that: The left half-shaft gear (503) is connected to the left half-shaft (009), and the right half-shaft gear (504) is connected to the right half-shaft (010).

8. The drive axle according to claim 1, characterized in that: The primary driven gear (001) is meshed with an input tooth (011), the input tooth (011) is connected to an input shaft (012), and the input shaft (012) is drivingly connected to a power source.

9. The drive axle according to claim 8, characterized in that: The power source includes a drive motor (013).

10. A vehicle, characterized in that: The vehicle is equipped with the drive axle according to any one of claims 1 to 9.

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