Drive axle assembly and vehicle
By designing the half-shaft as a split structure and using technologies such as splines and bearings, the problems of limited space and insufficient sealing performance during the disassembly and assembly of integral drive axles are solved, achieving greater ease of disassembly and assembly and transmission reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-06-20
- Publication Date
- 2026-06-16
AI Technical Summary
The existing integral drive axle structure requires a large operating space during disassembly and assembly, which can easily cause damage to components due to bumps and collisions. It also has insufficient sealing performance, making it prone to oil leakage or mud and water seepage after long-term use. Furthermore, its limited support rigidity can lead to transmission failure.
The half-shaft is designed as a split structure, with a detachable connection between the shaft and the first connecting shaft. It combines internal and external splines, and installs bearings and oil seals for support and sealing. The axle housing is equipped with connecting grooves and positioning components to achieve reliable connection and protection.
The reduced operating space for disassembling and assembling the half-shaft lowers the difficulty of disassembly and assembly and the risk of impact, improves sealing performance and support rigidity, extends service life, and reduces maintenance costs.
Smart Images
Figure CN224360925U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of automobiles, and more particularly to a drive axle assembly and vehicle. Background Technology
[0002] Half-shafts (also known as drive shafts) are an important component of the automotive transmission system. Their function is to transmit the torque and motion from the differential or final drive to the wheels, driving the wheels to move.
[0003] In some vehicles, especially in high-performance off-road vehicles, an integral front axle structure is often used. This structure integrates torque transmission, motion drive and load-bearing functions. Its half-shaft adopts a universal joint and axle integrated design. One end is directly connected to the half-shaft gear in the axle housing, and the other end is fixed to the steering knuckle through splines and lock nuts to achieve the combination of power transmission and steering functions.
[0004] However, with the development of the off-road vehicle market and the increasing demands of users for vehicle performance, the existing integral drive axle structure can no longer adequately meet user needs. Utility Model Content
[0005] This application addresses, to at least some extent, one of the technical problems in the related art.
[0006] Therefore, this application aims to provide a drive axle assembly and vehicle that reduces the operating space required for half-shaft disassembly and assembly by designing the half-shaft in the prior art as a split structure, thereby reducing the risk of bumps and knocks during disassembly and assembly, reducing the difficulty of disassembly, and facilitating the disassembly and assembly of the half-shaft.
[0007] To achieve the above objectives, in a first aspect, this application provides a drive axle assembly, comprising:
[0008] Bridge shell;
[0009] The shaft is located inside the axle housing, and the end of the shaft is provided with a connecting groove;
[0010] The universal joint has a first connecting shaft that can be detachably inserted into a connecting groove to connect the universal joint to the shaft.
[0011] In this technical solution, the existing half-shaft is designed as a split structure comprising a shaft and a first connecting shaft. This facilitates the installation and disassembly of the half-shaft, reduces the operating space required for disassembly, lowers the difficulty of disassembly, and avoids the risk of bumps during assembly and disassembly. A connecting groove is provided at the end of the shaft, allowing the first connecting shaft of the universal joint to be inserted into the groove, thus achieving a detachable connection between the universal joint and the shaft. When maintenance or replacement of the universal joint or shaft is required, the first connecting shaft is simply removed from the connecting groove, separating the universal joint from the shaft. Only the damaged component needs to be repaired or replaced, eliminating the need to replace both the universal joint and the shaft, thereby reducing maintenance costs.
[0012] In some embodiments of this application, the inner wall of the connecting groove is provided with an internal spline, and the outer periphery of the first connecting shaft is provided with an external spline, with the external spline and the internal spline cooperating with each other.
[0013] In the technical solution, an internal spline is provided on the inner wall of the connecting groove, and an external spline is provided on the outer periphery of the first connecting shaft. The external spline and the internal spline are used to connect the first connecting shaft and the shaft rod. The external spline and the internal spline can also provide circumferential positioning for the first connecting shaft and the shaft rod, preventing relative circumferential rotation between the first connecting shaft and the shaft rod and increasing the reliability of the connection between the first connecting shaft and the shaft rod. At the same time, the spline can transmit torque, so that the circumferential force on the first connecting shaft and the shaft rod is uniform.
[0014] In some embodiments of this application, a bearing is installed inside the bridge housing, and the bearing is sleeved on the shaft to support the shaft.
[0015] In the technical solution, a bearing is installed inside the axle housing and fitted onto the shaft to support the shaft and reduce the friction between the shaft and the axle housing during rotation. The bearing can also position the shaft, and the impact of the wheel end is transmitted to the axle housing through the bearing, reducing the risk of shaft impact deformation.
[0016] In some embodiments of this application, the bearing is located at the connection between the shaft and the first connecting shaft; and / or the bearing is located on the outer periphery of the connecting groove.
[0017] In the technical solution, by placing the bearing at the connection between the shaft and the first connecting shaft, and / or placing the bearing on the outer periphery of the connecting groove, the bearing can simultaneously position the shaft and the first connecting shaft when the first connecting shaft is inserted into the connecting groove. Furthermore, the bearing can share the force at the connection between the shaft and the first connecting shaft, preventing excessive force at the connection between the shaft and the first connecting shaft from causing failure. This allows the bearing to better share the force on the shaft.
[0018] In some embodiments of this application, an oil seal is provided inside the bridge housing, the oil seal is sleeved on the outer periphery of the shaft, and the oil seal is located at one end of the shaft near the first connecting shaft.
[0019] In the technical solution, an oil seal is installed at the junction of the shaft and the first connecting shaft of the universal joint to effectively prevent the leakage of lubricating oil inside the drive axle. At the same time, it blocks external dust, mud and water and other contaminants from entering the universal joint or differential, thereby protecting the lubrication environment of the transmission components, reducing wear, extending service life, and ensuring the sealing reliability of the drive axle under complex working conditions.
[0020] In some embodiments of this application, the oil seal is located on the side of the bearing facing the universal joint.
[0021] In the technical solution, since the bearing is also coated with lubricating grease, by placing the oil seal on the side of the bearing facing the universal joint, not only can the oil seal prevent the lubricating oil used for components such as half-shaft gears and differentials from leaking into the brake drum or hub area, but it can also prevent the lubricating oil used for the bearing from leaking into the brake drum or hub area.
[0022] In some embodiments of this application, the bridge housing includes an end housing and a bridge tube, the end housing being connected to one end of the bridge tube, and at least a portion of the universal joint being disposed within the end housing; the bridge tube is used for the passage of the shaft.
[0023] In the technical solution, the end housing is used to accommodate the universal joint to protect it from external impacts; the bridge tube is used to protect the shaft, ensure stable shaft movement, and facilitate sealing and lubrication; the end housing is located at one end of the bridge tube, allowing the shaft to pass through the bridge tube and connect to the universal joint located in the end housing.
[0024] In some embodiments of this application, the bridge housing further includes an intermediate housing, which is connected to the end of the bridge tube away from the end housing. The intermediate housing is provided with a shaft gear, and the shaft passes through the bridge tube and is connected to the shaft gear.
[0025] In the technical solution, by connecting the intermediate housing to the end of the axle tube away from the end housing, the axle rod can pass through the axle tube and connect with the axle rod gear located in the intermediate housing. This not only ensures that power is stably transmitted from the differential to the wheels, but also makes the axle housing structure more integrated and easier to arrange.
[0026] In some embodiments of this application, the universal joint is further provided with a second connecting shaft, which is located at the end of the universal joint away from the shaft, and the second connecting shaft is connected to a steering knuckle.
[0027] In the technical solution, by connecting the second connecting shaft of the universal joint to the steering knuckle, the drive axle can transmit power and steer at the same time, enabling the vehicle to balance power transmission and flexible steering, ensuring uninterrupted power and precise and controllable steering under complex road conditions.
[0028] Secondly, this application provides a vehicle, comprising:
[0029] Body;
[0030] The aforementioned drive axle assembly is mounted on the vehicle body.
[0031] In the technical solution, by installing the aforementioned drive axle assembly on the vehicle body, the half-shaft transmits torque and the axle housing bears the vertical load. This not only gives the vehicle good load-bearing capacity, but also reduces the operating space required to disassemble the half-shaft, lowers the difficulty of disassembly, facilitates the disassembly of the half-shaft, avoids the risk of bumps during disassembly and assembly, and reduces maintenance costs.
[0032] As can be seen from the above technical solutions, additional aspects and advantages of this application 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 this application. Attached Figure Description
[0033] Figure 1 This is a schematic diagram of the drive axle assembly according to an embodiment of this application;
[0034] Figure 2 This is a partial structural schematic diagram of a drive axle assembly according to an embodiment of this application;
[0035] Figure 3 yes Figure 2 Enlarged view of a portion of point A in the middle;
[0036] Figure 4 yes Figure 2 Enlarged view of section B in the middle.
[0037] In the above diagrams: 1. Shaft; 2. Axle housing; 3. Bearing; 4. Oil seal; 5. Universal joint; 6. Steering knuckle; 7. Lock nut;
[0038] 21. Bridge tube; 22. End housing; 23. Intermediate housing;
[0039] 51. First connecting shaft; 52. Second connecting shaft. Detailed Implementation
[0040] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0041] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0042] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0043] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. 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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0044] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.
[0045] A solid axle is a vehicle with a single axle structure that connects two wheels. The axle cannot be disconnected, and the two wheels on the same axle do not move relative to each other. Its characteristic is that the left and right wheels are rigidly connected through the same solid axle housing, and the movement of one wheel will directly affect the other wheel.
[0046] Solid axles are generally classified into drive axles and support axles based on their function in a vehicle. The main function of the drive axle is to distribute the engine's torque to the left and right drive wheels after reducing speed and increasing torque and changing the direction of power transmission, thus driving the vehicle. A drive axle typically consists of a reducer, differential, half-shafts, and axle housing.
[0047] The support axle, also known as the driven axle, primarily supports the weight of the vehicle body, cushions road bumps, ensures vehicle braking, and maintains vehicle movement; it does not provide driving or steering functions. Support axles typically do not contain driving or steering components.
[0048] In some vehicles, especially in heavy off-road vehicles, a solid axle is often used as the drive axle, and the front axle of the vehicle is the drive axle (referred to as a solid front axle). The solid front axle integrates torque transmission, motion drive and load-bearing functions. In the solid front axle, the half shaft adopts a design that integrates the universal joint 5 and the shaft 1, so that one end of the half shaft is directly connected to the half shaft gear in the axle housing 2, and the other end of the half shaft is fixed to the steering knuckle 6 through splines and lock nuts 7, so as to realize the combination of power transmission and steering functions.
[0049] However, with the development of the off-road vehicle market and the increasing demands of users for vehicle performance, the shortcomings of the existing integral drive axle structure have gradually become apparent, mainly in the following aspects: the half-shaft disassembly and assembly process requires a large operating space, which leads to inconvenience in maintenance and is prone to damage to components due to space constraints; the sealing performance between the axle housing 2 and the half-shaft is insufficient, and long-term use is prone to oil leakage or mud and water seepage, affecting the reliability of the transmission system; the integral half-shaft has limited support rigidity, and may cause transmission failure due to deformation under extreme off-road conditions.
[0050] Based on this, this application proposes a drive axle assembly and vehicle. By designing the half-shaft in the prior art as a split structure, the first connecting shaft 51 and the axle 1 can be detachably connected to each other. This not only reduces the operating space required for half-shaft disassembly and assembly, reduces the risk of bumps during disassembly and assembly, and reduces the difficulty of disassembly, but also facilitates the disassembly and assembly of the half-shaft. Moreover, when the universal joint 5 or the axle 1 needs to be repaired or replaced, the universal joint 5 or the axle 1 can be disassembled separately, and only the damaged parts need to be replaced, without having to replace the whole assembly, thus reducing maintenance costs.
[0051] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.
[0052] As attached Figures 1 to 4 As shown in an illustrative embodiment of the drive axle assembly and vehicle of this application, the drive axle assembly includes an axle housing 2, a shaft 1, and a universal joint 5; the shaft 1 is disposed inside the axle housing 2, and the end of the shaft 1 is provided with a connecting groove; the universal joint 5 is provided with a first connecting shaft 51, which is detachably inserted into the connecting groove so that the universal joint 5 and the shaft 1 are connected to each other.
[0053] In the aforementioned drive shaft assembly, by designing the half-shaft in the prior art as a split structure comprising a shaft 1 and a first connecting shaft 51, when disassembling the half-shaft, the first connecting shaft 51 is separated from the shaft 1, and then the shaft 1 is removed from the axle housing 2. Correspondingly, when installing the half-shaft, the shaft 1 is first installed on the axle housing 2, and then the first connecting shaft 51 is connected to the shaft 1. Although this increases the number of steps in disassembling and assembling the half-shaft, it reduces the operating space required for disassembling the half-shaft, avoids the risk of bumps during disassembly and assembly, and reduces the difficulty of disassembly, making the installation and disassembly of the half-shaft more convenient. When it is necessary to repair or replace the universal joint 5 or the shaft 1, the first connecting shaft 51 can be removed from the connecting groove to separate the universal joint 5 from the shaft 1. Only the damaged parts need to be repaired or replaced, without replacing both the universal joint 5 and the shaft 1, thus reducing maintenance costs.
[0054] By inserting the first connecting shaft 51 into the connecting groove, the universal joint 5 and the shaft 1 can be connected to each other. By removing the first connecting shaft 51 from the connecting groove, the universal joint 5 and the shaft 1 can be separated. This connection method is simple and easy to operate, has a good connection effect and is easy to disassemble, and does not increase the complexity of the overall structure of the universal joint 5 and the shaft 1.
[0055] In some embodiments, the inner wall of the connecting groove is provided with an internal spline, and the outer periphery of the first connecting shaft 51 is provided with an external spline. The external spline and the internal spline cooperate with each other to connect the first connecting shaft 51 with the shaft rod 1.
[0056] The first connecting shaft 51 and the shaft 1 are connected by an internal spline and an external spline. Utilizing the multi-tooth meshing structure, the load is evenly distributed across multiple teeth when transmitting torque, effectively reducing the stress on individual teeth. This results in uniform stress distribution between the first connecting shaft 51 and the shaft 1. Furthermore, this connection method offers good centering, ensuring coaxiality between the first connecting shaft 51 and the shaft 1 and reducing vibration and noise during operation. Simultaneously, the spline tooth profile design provides strong guidance, enabling circumferential positioning of the first connecting shaft 51 and the shaft 1, preventing relative circumferential rotation between them, and increasing the reliability of the connection between the first connecting shaft 51 and the shaft 1.
[0057] When it is necessary to connect the first connecting shaft 51 and the shaft 1, first align the port of the first connecting shaft 51 with the groove of the connecting groove, determine the circumferential fit position of the external spline and the internal spline, and then slide the first connecting shaft 51 relative to the shaft 1 along the axial direction of the shaft 1, so that the first connecting shaft 51 can be inserted into the connecting groove, thereby connecting the first connecting shaft 51 and the shaft 1 to each other, and thus realizing the connection between the universal joint 5 and the shaft 1.
[0058] In some embodiments, when the end of the first connecting shaft 51 contacts the bottom of the connecting groove, the first connecting shaft 51 is inserted into place, so that the first connecting shaft 51 and the connecting groove have a large mating area, ensuring the connection effect between the first connecting shaft 51 and the shaft 1.
[0059] In other embodiments, a positioning part can be provided in the connecting groove to determine the depth to which the first connecting shaft 51 is inserted into the connecting groove, thus preventing the first connecting shaft 51 from being inserted too shallowly and thus causing an unstable connection between the first connecting shaft 51 and the shaft 1. The positioning part is a conventional technical means in this field and will not be described in detail here.
[0060] It should be noted that the central axis of shaft 1 and the central axis of the first connecting shaft 51 are on the same straight line, so that shaft 1 and the first connecting shaft 51 have good coaxiality, thereby ensuring the synchronous rotation effect of shaft 1 and the first connecting shaft 51.
[0061] like Figure 2 and Figure 3 As shown, the universal joint 5 is also provided with a second connecting shaft 52. The second connecting shaft 52 is located at the end of the universal joint 5 away from the axle 1. The second connecting shaft 52 is connected to a steering knuckle 6, which is connected to the wheel. This allows the drive axle to transmit power while also steering, enabling the vehicle to balance power transmission and flexible steering, ensuring uninterrupted power and precise and controllable steering under complex road conditions.
[0062] In the integral drive axle, the connection between the universal joint 5 and the steering knuckle 6 can adapt to wheel steering while transmitting power, ensuring efficient power transmission even when the wheels deflect, and compensating for fluctuations in half-shaft length and angle caused by uneven road surfaces or changes in steering angle. This design ensures both driving stability and steering agility in four-wheel drive or front-wheel drive vehicles, while reducing vibration and wear.
[0063] It should be noted that the second connecting shaft 52 is fixedly connected to the steering knuckle 6, and the first connecting shaft 51 is fixedly connected to the shaft 1. The first connecting shaft 51 and the second connecting shaft 52 can rotate relative to each other.
[0064] In some embodiments, the second connecting shaft 52 is provided with an external thread, and one end of the second connecting shaft 52 away from the shaft 1 passes through the steering knuckle 6. A locking nut 7 is connected to one end of the second connecting shaft 52 passing through the steering knuckle 6 so that the universal joint 5 and the steering knuckle 6 can be reliably connected to each other by tightening the locking nut 7 onto the second connecting shaft 52.
[0065] It should be noted that the steering knuckle 6 is provided with a connecting hole through which the second connecting shaft 52 passes. When the second connecting shaft 52 is located in the connecting hole, the end of the universal joint 5 facing the shaft 1 is in contact with the steering knuckle 6, so that the universal joint 5 and the steering knuckle 6 mutually hinder each other's continued movement along the axial direction of the second connecting shaft 52. When the locking nut 7 is tightened, the locking nut 7 and the side of the steering knuckle 6 away from the first connecting shaft 51 are in contact with each other, thereby connecting the universal joint 5 and the steering knuckle 6.
[0066] After the universal joint 5 and the steering knuckle 6 are connected to each other through the mutual cooperation of the second connecting shaft 52 and the locking nut 7, the constraint of the universal joint 5 on the steering knuckle 6 can be released by removing the locking nut 7 from the second connecting shaft 52. This allows the steering knuckle 6 to move away from the universal joint 5 along the axial direction of the second connecting shaft 52, so that the second connecting shaft 52 is disengaged from the connecting hole. This separates the steering knuckle 6 from the universal joint 5. Then, the first connecting shaft 51 can be removed from the connecting groove to disassemble the universal joint 5.
[0067] It should be noted that the specific structures of universal joint 5 and steering knuckle 6 are existing technologies and will not be described in detail here.
[0068] It should also be noted that in this embodiment, the shaft 1, the first connecting shaft 51 and the second connecting shaft 52 are considered to be connected together to form the half shaft in the prior art, which will not be elaborated here.
[0069] like Figure 2 As shown, the axle housing 2 includes an axle tube 21 for the shaft 1 to pass through. The axle tube 21 ensures stable movement of the shaft 1 and facilitates sealing and lubrication. The closed or semi-closed axle tube 21 prevents the shaft 1 from being damaged by external impacts, mud, gravel, etc., extending the life of the shaft 1 and protecting it. Furthermore, the axle tube 21 acts as a rigid outer shell, helping to maintain the alignment of the shaft 1 after it is connected to the first connecting shaft 51, ensuring efficient torque transmission.
[0070] It should be noted that in some embodiments, the central axis of the bridge tube 21 is on the same straight line as the central axis of the shaft 1, so that the bridge tube 21 can better help maintain the alignment of the shaft 1 after it is connected to the first connecting shaft 51.
[0071] like Figure 2 As shown, the axle housing 2 includes an end housing 22, which is used to accommodate the universal joint 5. At least a portion of the universal joint 5 is disposed within the end housing 22, so that the end housing 22 protects the universal joint 5, preventing it from being subjected to external impacts and increasing the reliability and service life of the universal joint 5. The end housing 22 is connected to one end of the axle tube 21, and the shaft 1 passes through the axle tube 21 and connects to the universal joint 5 disposed in the end housing 22.
[0072] It should also be noted that, such as Figure 4As shown, the end of the end housing 22 facing away from the bridge tube 21 has an open structure to avoid interference between the end housing 22 and the universal joint 5 and the steering knuckle 6.
[0073] like Figure 2 As shown, the bridge housing 2 also includes an intermediate housing 23, which is connected to the end of the bridge tube 21 away from the end housing 22. The intermediate housing 23 is provided with a half-shaft gear, and the shaft 1 passes through the bridge tube 21 and is connected to the half-shaft gear.
[0074] In some embodiments, the end of the shaft 1 connected to the half-shaft gear is provided with an external spline, and the half-shaft gear is provided with an internal spline. The internal spline and the external spline cooperate to connect the shaft 1 and the half-shaft gear. Connecting the shaft 1 and the half-shaft gear using the cooperation of internal and external splines has the following technical advantages: First, spline connections can efficiently transmit large torques and axial forces, ensuring the reliability of power transmission; second, the meshing structure of the internal and external splines ensures good alignment, reducing assembly deviations and vibrations during operation; furthermore, spline connections facilitate axial sliding adjustment and possess high torsional stiffness and load-bearing capacity.
[0075] In the prior art, a differential is also provided inside the intermediate housing 23. The differential and the half-shaft gear are integrated inside the intermediate housing 23. The shaft 1 passes through the axle tube 21 and is connected to the differential through the half-shaft gear to ensure that power is stably transmitted from the differential to the wheels. The function of the differential is to distribute power to the left and right half-shafts so that the left and right drive wheels can rotate at different speeds. This is prior art in this field and will not be described in detail.
[0076] In some embodiments, the bridge tube 21, end housing 22 and intermediate housing 23 are manufactured separately. After production, the bridge tube 21, end housing 22 and intermediate housing 23 are welded or bolted together to simplify the manufacturing difficulty of the bridge housing 2 and increase the overall strength of the bridge housing 2.
[0077] It should be noted that manufacturing the axle tube 21, end housing 22 and intermediate housing 23 separately and then assembling them can also facilitate the installation of the shaft 1, universal joint 5, differential, half shaft gear, etc. on the axle housing 2.
[0078] In the drive axle assembly, one end of axle 1 is connected to the differential, and the other end of axle 1 is connected to the vehicle. When the vehicle is moving, axle 1 needs to rotate to transmit the torque transmitted by the differential or the final drive.
[0079] In some embodiments of this application, in order to ensure the reliability of the rotation of shaft 1, such as Figure 4As shown, a bearing 3 is installed inside the axle housing 2. The bearing 3 is sleeved on the axle 1 to support the axle 1 and reduce the friction between the axle 1 and the axle housing 2 during rotation. The bearing 3 can also position the axle 1. The impact on the wheel is transmitted to the axle housing 2 through the bearing 3 to increase the support stiffness and reduce the risk of impact deformation.
[0080] In some embodiments, such as Figure 4 As shown, the bearing 3 is located at the connection between the shaft 1 and the first connecting shaft 51. When the first connecting shaft 51 is inserted into the connecting groove, the bearing 3 can simultaneously position the shaft 1 and the first connecting shaft 51. Furthermore, the bearing 3 can share the force at the connection between the shaft 1 and the first connecting shaft 51, preventing excessive force at the connection between the shaft 1 and the first connecting shaft 51 from causing failure. Thus, the bearing 3 can better share the force on the shaft 1, ensuring the connection effect between the shaft 1 and the first connecting shaft 51.
[0081] Preferred, such as Figure 4 As shown, the bearing 3 is located on the outer periphery of the connecting groove. When the first connecting shaft 51 is inserted into the connecting groove, the bearing 3 is located on the outer periphery of the first connecting shaft 51. After the universal joint 5 is subjected to the impact transmitted by the wheel, the first connecting shaft 51 transmits the impact to the axle housing 2 through the bearing 3, thereby enabling the axle housing 2 to bear the load.
[0082] By setting a bearing 3 on the outer periphery of the connecting groove, when the first connecting shaft 51 is inserted into the connecting groove, the bearing 3 is located on the outer periphery of the first connecting shaft 51. This allows the bearing 3 to support both the first connecting shaft 51 and the shaft rod 1 simultaneously, ensuring the smooth rotation of the shaft rod 1 and the first connecting shaft 51. Furthermore, the bearing 3 shares the stress between the shaft rod 1 and the first connecting shaft 51, preventing local stress concentration and breakage at the connection between the shaft rod 1 and the first connecting shaft 51, thus ensuring the reliability of the connection between the shaft rod 1 and the first connecting shaft 51.
[0083] It should be noted that components such as the differential and half-shaft gears are coated with lubricating grease. The function of the lubricating grease is to reduce the friction generated during gear engagement.
[0084] In some embodiments of this application, in order to prevent lubricating grease leakage, such as Figure 4 As shown, an oil seal 4 is provided inside the bridge housing 2. The oil seal 4 is sleeved on the outer periphery of the shaft 1 and is located at one end of the shaft 1 near the first connecting shaft 51.
[0085] By setting an oil seal 4 on the outer periphery of the shaft 1, the leakage of lubricating oil inside the drive axle is effectively prevented. At the same time, external dust, mud and water and other contaminants are blocked from entering the universal joint 5 or the differential, thereby protecting the lubrication environment of the transmission components, reducing wear, extending service life, and ensuring the sealing reliability of the drive axle under complex working conditions.
[0086] In some embodiments, such as Figure 4 As shown, the oil seal 4 is located on the side of the bearing 3 facing the universal joint 5. The oil seal 4 is used to prevent lubricating oil from leaking from the axle housing 2 along the shaft 1 to the brake drum or hub area, thereby improving the sealing performance of the axle housing 2 and reducing oil leakage or water ingress problems in the drive axle assembly.
[0087] It should be noted that since bearing 3 is usually coated with lubricating grease, placing oil seal 4 on the side of bearing 3 facing universal joint 5 can simultaneously block the lubricating grease on bearing 3, preventing the lubricating grease on bearing 3 from leaking along the first connecting shaft 51 to the brake drum or wheel hub area.
[0088] In some embodiments, such as Figure 4 As shown, the bearing 3 is installed on the end housing 22. The bearing 3 is located outside the bridge tube 21. Since the intermediate housing 23 is located at the other end of the bridge tube 21, the bridge tube 21 can be considered as a closed structure. The bridge tube 21 can accommodate the lubricating grease leaking from the intermediate housing 23. The closed bridge tube 21 can block the lubricating grease leaking from the intermediate housing 23 and prevent the lubricating grease from continuing to leak to the universal joint 5.
[0089] Based on the aforementioned drive axle assembly, this application provides a vehicle, the vehicle including a body and the aforementioned drive axle assembly, the drive axle assembly being mounted on the vehicle body.
[0090] By installing the aforementioned drive axle assembly on the vehicle body, the axle 1 transmits torque and the axle housing 2 bears the vertical load. This not only gives the vehicle good load-bearing capacity, but also reduces the operating space required to disassemble the axle 1, lowers the difficulty of disassembly, facilitates the disassembly of the axle 1, avoids the risk of bumps during disassembly and assembly, and reduces maintenance costs.
[0091] Through the description of several embodiments of the drive axle assembly and vehicle of this application, it can be seen that the embodiments of the drive axle assembly and vehicle of this application have at least one or more of the following advantages:
[0092] 1. By designing the half-shaft in the existing technology as a split structure including the first connecting shaft 51 and the shaft 1, although the disassembly and assembly steps of the half-shaft are increased, the operating space required for disassembling the half-shaft is reduced, and the risk of bumps during disassembly and assembly is avoided, thus reducing the difficulty of disassembly.
[0093] 2. By designing the universal joint 5 and the shaft 1 as a separate structure, the universal joint 5 and the shaft 1 can be detachably connected. When it is necessary to repair or replace the universal joint 5 or the shaft 1, the first connecting shaft 51 can be removed from the connecting groove to separate the universal joint 5 and the shaft 1. Only the damaged parts need to be repaired or replaced, without replacing both the universal joint 5 and the shaft 1, thus reducing maintenance costs.
[0094] 3. By setting a connecting groove at the end of the shaft 1, the first connecting shaft 51 can be inserted into or removed from the connecting groove, thus realizing the connection and separation of the universal joint 5 and the shaft 1. The connection method is simple and easy to operate.
[0095] 4. By installing a bearing 3 inside the axle housing 2, the bearing 3 is sleeved on the axle 1, so that the bearing 3 can support the axle 1 and reduce the friction between the axle 1 and the axle housing 2 during rotation; and the bearing 3 can also position the axle 1 and the first connecting shaft 51. The impact of the wheel is transmitted to the axle housing 2 through the bearing 3, reducing the risk of impact deformation of the axle 1.
[0096] 5. By setting an oil seal 4 at the junction of the shaft 1 and the universal joint 5, the oil seal 4 is located on the side of the bearing 3 away from the axle tube 21. This allows the oil seal 4 to simultaneously prevent the leakage of lubricating grease for the bearing 3 and lubricating grease for the internal components of the intermediate housing 23. It also prevents external dust, mud, water and other contaminants from entering the universal joint 5 or the differential, reducing the wear of the bearing 3, half shaft gears and other components, extending their service life, and ensuring the sealing reliability of the drive axle under complex working conditions.
[0097] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.
Claims
1. A drive axle assembly, characterized in that, include: Bridge shell (2); A shaft (1) is disposed inside the bridge housing (2), and the end of the shaft (1) is provided with a connecting groove; The universal joint (5) is provided with a first connecting shaft (51), which is detachably inserted into the connecting groove so that the universal joint (5) and the shaft (1) are connected to each other.
2. The drive axle assembly according to claim 1, characterized in that, The inner wall of the connecting groove is provided with an internal spline, and the outer periphery of the first connecting shaft (51) is provided with an external spline, and the external spline and the internal spline cooperate with each other.
3. The drive axle assembly according to claim 1, characterized in that, A bearing (3) is installed inside the bridge housing (2), and the bearing (3) is sleeved on the shaft (1) to support the shaft (1).
4. The drive axle assembly according to claim 3, characterized in that, The bearing (3) is located at the connection between the shaft (1) and the first connecting shaft (51); and / or the bearing (3) is located on the outer periphery of the connecting groove.
5. The drive axle assembly according to claim 3, characterized in that, The bridge housing (2) is provided with an oil seal (4), which is sleeved on the outer periphery of the shaft (1) and is located at one end of the shaft (1) near the first connecting shaft (51).
6. The drive axle assembly according to claim 5, characterized in that, The oil seal (4) is located on the side of the bearing (3) facing the universal joint (5).
7. The drive axle assembly according to claim 1, characterized in that, The bridge housing (2) includes an end housing (22) and a bridge tube (21). The end housing (22) is connected to one end of the bridge tube (21), and at least part of the universal joint (5) is disposed in the end housing (22). The bridge tube (21) is used for the shaft (1) to pass through.
8. The drive axle assembly according to claim 7, characterized in that, The bridge housing (2) further includes an intermediate housing (23), which is connected to one end of the bridge tube (21) away from the end housing (22). The intermediate housing (23) is provided with a shaft gear, and the shaft (1) passes through the bridge tube (21) and is connected to the shaft gear.
9. The drive axle assembly according to claim 1, characterized in that, The universal joint (5) is also provided with a second connecting shaft (52), which is located at the end of the universal joint (5) away from the shaft (1), and the second connecting shaft (52) is connected to a steering knuckle (6).
10. A vehicle, characterized in that, include: Body; The drive axle assembly according to any one of claims 1 to 9, wherein the drive axle assembly is disposed on the vehicle body.