Drive axle, powertrain and vehicle

Abstract

The application relates to the technical field of vehicle power systems, and provides a drive axle, a power system and a vehicle. The drive axle comprises a differential, a first half shaft and a second half shaft connected with two half shaft gears of the differential respectively, and two control mechanisms located on the same side of the differential; a differential housing can selectively engage the first half shaft through any control mechanism; the two control mechanisms are both connected between the differential housing of the differential and the first half shaft, and each comprises a transmission-connected clutch and a gear pair; the transmission ratios of the two gear pairs are different. The drive axle has a good balance between the wheel-side torque capacity and the clutch capacity, can be used on a vehicle with a large wheel-side torque, and is favorable for improving the universality of the drive axle.

Description

Technical Field

[0001] This application relates to the field of vehicle powertrain technology, and in particular to a drive axle, powertrain system and vehicle. Background Technology

[0002] Achieving torque vector distribution between the left and right wheels of a vehicle can effectively improve the vehicle's handling performance and safety when turning.

[0003] To achieve torque vectoring distribution between wheels, a common drive axle arrangement in commercially available vehicles involves eliminating the differential of the drive wheels and instead using a gear set to transmit the torque from the final drive to both wheels. Clutches are also installed between each wheel's half-shaft and the gear set, transmitting the torque from the gear set to the wheels to achieve torque vectoring. However, this drive axle design is limited by the clutch's torque capacity and cannot be used in vehicles requiring higher wheel-side torque, thus hindering the improvement of drive axle versatility. Utility Model Content

[0004] In view of this, this application aims to propose a drive axle to improve the versatility of the drive axle.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A drive axle includes a differential, a first half-shaft and a second half-shaft respectively connected to two half-shaft gears of the differential, and two control mechanisms located on the same side of the differential. The differential housing can selectively engage the first half-shaft via either of the control mechanisms. Both control mechanisms are connected between the differential housing and the first half-shaft, and each includes a clutch and a gear pair for transmission connection. The two sets of gear pairs have different transmission ratios.

[0006] Furthermore, the clutches in the two control mechanisms are connected to the differential housing via the same gear train.

[0007] Furthermore, in each of the control mechanisms, the first end of the clutch is connected to the differential housing via the gear system, and the second end of the clutch is connected to the first half-shaft via the gear pair.

[0008] Furthermore, the gear system includes a first gear fixed to the differential housing and a second gear meshing with the first gear; The first end of both clutches is connected to the second gear.

[0009] Furthermore, one of the gear pairs includes a third gear fixed on the first half-shaft and a fourth gear meshing with the third gear; Another gear pair includes a fifth gear fixed to the first half-shaft, and a sixth gear meshing with the fifth gear; One clutch has its second end connected to the fourth gear, and the other clutch has its second end connected to the sixth gear.

[0010] Furthermore, the product of the number of teeth of the second gear and the number of teeth of the third gear divided by the product of the number of teeth of the first gear and the number of teeth of the fourth gear is greater than 1; The product of the number of teeth of the second gear and the number of teeth of the fifth gear, divided by the product of the number of teeth of the first gear and the number of teeth of the sixth gear, is less than 1.

[0011] Furthermore, a locking mechanism is provided on the other side of the differential, relative to the side with the two control mechanisms. The locking mechanism is connected between the differential housing and the second half-shaft, and can control the second half-shaft to switch between a locked state and an unlocked state relative to the locking mechanism.

[0012] Furthermore, the locking mechanism includes a first engagement portion disposed on the differential housing, a second engagement portion disposed on the second half-shaft, and a sliding engagement sleeve that slides axially along the second half-shaft. The sliding engagement sleeve is driven to one of the first engagement portion and the second engagement portion, and is driven by an external drive mechanism. The sliding engagement sleeve slides relative to the second half-shaft and can be driven to the other of the first engagement portion and the second engagement portion.

[0013] Compared with related technologies, this application has the following advantages: (1) The drive axle described in this application allows the differential housing to selectively engage the first half-shaft through two control mechanisms on the same side of the differential. With the help of two sets of gear pairs with different transmission ratios, two different speeds can be provided for the first half-shaft, providing a structural basis for the torque vector distribution of the first and second half-shafts. The wheel-side torque capacity and clutch capacity are well balanced, and it can also be used in vehicles with large wheel-side torque, which is conducive to improving the versatility of the drive axle. At the same time, the two control mechanisms are concentrated on the same side of the differential. Compared with the arrangement on both sides of the differential, the space occupied inside the drive axle can be reduced, thereby realizing a compact design of the overall structure of the drive axle, which is conducive to simplifying the vehicle power system.

[0014] (2) The clutches of the two control mechanisms are connected to the differential housing through the same gear system. There is no need to design a separate transmission structure for each clutch to connect to the differential housing, which can reduce the number of parts and simplify the structure of the drive axle.

[0015] (3) The clutch is connected to the gear system and gear pair at both ends, which can form a complete power transmission path. This arrangement helps to reduce the dispersion or loss of power during the transmission process and improve the overall transmission efficiency.

[0016] (4) The first gear meshing with the second gear is simple, the power transmission is smooth, and it is also conducive to reducing the difficulty of alignment during assembly and improving assembly efficiency.

[0017] (5) Setting the two sets of gear pairs as two meshing gears is simple, the power transmission is smooth, and the transmission ratio of the two sets of gear pairs can be differentiated by designing the number of teeth of each gear.

[0018] (6) The product of the number of teeth of the second gear and the number of teeth of the third gear divided by the product of the number of teeth of the first gear and the number of teeth of the fourth gear is greater than 1, which can realize the deceleration effect on the first half shaft on this path; the product of the number of teeth of the second gear and the number of teeth of the fifth gear divided by the product of the number of teeth of the first gear and the number of teeth of the sixth gear is less than 1, which can realize the acceleration effect on the first half shaft on this path and realize torque vector distribution.

[0019] (7) The locking mechanism can control the locking and unlocking of the second half shaft and the differential housing. When the vehicle is in complex road conditions, such as muddy or icy roads, locking the second half shaft can reduce wheel slippage and improve the vehicle's driving stability and ability to get out of trouble.

[0020] (8) Through the structure of the first joint, the second joint and the sliding joint sleeve, the axial sliding of the sliding joint sleeve can be controlled by an external drive mechanism, so as to accurately realize the transmission connection between the sliding joint sleeve and the first joint or the second joint, and the switching response is fast and the action is precise.

[0021] Another objective of this application is to provide a power system including a power source and the aforementioned drive axle, wherein the power source is connected to the drive axle in a transmission manner.

[0022] The power system described in this application, by setting the aforementioned drive axle, enables torque vector distribution between the two wheels connected to the first and second half-axles respectively when the vehicle turns, thereby achieving a better balance between wheel-side torque capacity and clutch capacity, and improving the power system's control over the vehicle. At the same time, the two control mechanisms in the drive axle are concentrated on the same side of the differential, which enables a compact design of the power system and facilitates the simplification of the power system's structure.

[0023] Another object of this application is to provide a vehicle equipped with the aforementioned power system.

[0024] The vehicle described in this application, by setting the aforementioned power system, can adjust the torque of the inner and outer wheels during cornering, realize torque vector distribution, improve steering ability, maintain good power output and driving stability when cornering, improve the overall driving performance of the vehicle, and bring a more comfortable, safe and enjoyable driving experience to the driver. Attached Figure Description

[0025] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the drive bridge described in an embodiment of this application; Figure 2 This is a power transmission route diagram of the drive axle described in this application embodiment when the clutch corresponding to the third gear is disengaged and the clutch corresponding to the fifth gear is engaged; Figure 3 This is a power transmission route diagram of the drive axle described in this application embodiment when the clutch corresponding to the fifth gear is disengaged and the clutch corresponding to the third gear is engaged. Figure 4 This is a power transmission route diagram of the drive axle described in the embodiments of this application when the locking mechanism is engaged; Figure 5 This is a schematic diagram of another embodiment of the drive bridge described in this application. Explanation of reference numerals in the attached figures: 1. Differential; 101. Half-shaft gear; 102. Housing; 103. Driven gear of main reducer; 2. First half-shaft; 3. Second half-shaft; 4. Control mechanism; 401. Clutch; 402. Gear pair; 4021. Third gear; 4022. Fourth gear; 4023. Fifth gear; 4024. Sixth gear; 4025. Ninth gear; 4026. Tenth gear; 4027. Eleventh gear; 4028. Twelfth gear; 5. Gear system; 501. First gear; 502. Second gear; 503. Seventh gear; 504. Eighth gear; 6. Locking mechanism; 601. First engagement part; 602. Second engagement part; 603. Sliding engagement sleeve; 7. Wheels. Detailed Implementation

[0026] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0028] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and 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 on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0029] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" 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 between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0030] 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. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0031] 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.

[0032] An embodiment of the first aspect of this application provides a drive axle to improve the versatility of the drive axle.

[0033] Among related technologies, torque vectoring is an important one. The purpose of torque vectoring is to send more torque to the outer wheels when the vehicle is understeer, thus aiding in vehicle handling, optimizing steering ability, and allowing the vehicle to travel as the driver intends. When the vehicle is oversteer, torque vectoring transfers more torque to the inner wheels, correcting the steering for the driver and improving handling and safety.

[0034] To achieve torque vectoring distribution to the wheels, some vehicles on the market employ a distributed dual-motor architecture, where the left and right wheels are controlled by independent motors to achieve torque vectoring control. However, the dual-motor architecture is expensive and is mainly suitable for new energy vehicles.

[0035] Another drive axle arrangement is to eliminate the differential of the vehicle's drive wheels and install a gear set between the two wheel half-shafts and the main reducer. The gear set transmits the torque of the main reducer to the two wheel half-shafts, which drive the corresponding wheels to rotate. At the same time, a clutch is installed between each wheel half-shaft and the gear set. The clutch transmits the torque of the gear set to the wheels, realizing torque vector distribution.

[0036] However, when this drive axle design is used in off-road vehicles, the torque capacity of the clutch limits the torque the wheels can receive, making it difficult to adapt to off-road vehicles. Therefore, this drive axle design, constrained by the clutch's torque capacity, is unsuitable for vehicles requiring higher wheel-side torque, hindering the improvement of drive axle versatility.

[0037] In view of this, in order to overcome the shortcomings of related technologies, the drive bridge in this embodiment combines... Figure 1 In terms of overall design, it includes a differential 1, a first half-shaft 2 and a second half-shaft 3 respectively connected to the two half-shaft gears 101 of the differential 1, and two control mechanisms 4 located on the same side of the differential 1.

[0038] The differential 1 housing 102 can selectively engage the first half-shaft 2 through either control mechanism 4. Both control mechanisms 4 are connected between the differential 1 housing 102 and the first half-shaft 2 of the differential 1, and both include a clutch 401 and a gear pair 402 for transmission connection. The two gear pairs 402 have different transmission ratios.

[0039] Thus, through the two control mechanisms 4 on the same side of the differential 1, the differential 1 housing 102 can selectively engage the first half-shaft 2. With the help of two sets of gear pairs 402 with different transmission ratios, two different speeds can be provided for the first half-shaft 2, providing a structural basis for the torque vector distribution of the first half-shaft 2 and the second half-shaft 3. The wheel-side torque capacity and the clutch 401 capacity are well balanced, and it can also be used in vehicles with large wheel-side torque, which is conducive to improving the versatility of the drive axle.

[0040] Meanwhile, the two control mechanisms 4 are concentrated on the same side of the differential 1. Compared with the arrangement on both sides of the differential 1, the space occupied inside the drive axle can be reduced, thereby realizing a compact design of the overall structure of the drive axle, which is conducive to simplifying the vehicle power system.

[0041] Based on the above overview, specifically, external power drives the differential 1 housing 102 to rotate, allowing torque to enter the drive axle. The first half-shaft 2 and the second half-shaft 3 each connect to a wheel 7, with the wheels 7 connected to the first half-shaft 2 and the second half-shaft 3 located on the left and right sides of the vehicle, respectively. The control mechanism 4 can establish a torque transmission path between the differential 1 housing 102 and the first half-shaft 2, causing the first half-shaft 2 to experience acceleration or deceleration, thus achieving torque distribution. Regarding the connection between the differential 1 and the vehicle drive system, the driven gear 103 of the main reducer can be fixed to the differential 1 housing 102, and power input is achieved by the main reducer through the drive of its driving gear.

[0042] Continue to combine Figure 1 As shown, in some exemplary embodiments, the clutches 401 in the two control mechanisms 4 are drive-connected to the differential 1 housing 102 via the same gear train 5.

[0043] With this configuration, the clutches 401 of the two control mechanisms 4 are connected to the differential housing 102 via the same gear train 5. There is no need to design a separate transmission structure for each clutch 401 to connect with the differential housing 102. The differential housing 102 can directly drive the two clutches 401 through the gear train 5, which simplifies the structure of the connection between the two clutches 401 and the differential housing 102, reduces the number of parts required, reduces the complexity of production and processing, and reduces assembly time.

[0044] Secondly, the same gear system 5 provides power input to the two clutches 401, which can ensure the consistency of power received by the two clutches 401, which is conducive to improving the stability of the torque vector distribution system and ensuring the stable performance of the vehicle.

[0045] Of course, in addition to using gear train 5 to connect the two clutches 401 to the differential housing 102, other transmission forms can also be used, such as belt drive, chain drive, etc. Taking belt drive as an example, pulleys can be set on both the clutch 401 and the differential housing 102, and then the two pulleys can be connected by a transmission belt to realize the transmission connection between the differential housing 102 and the clutch 401. However, belt drive is bound to slip, which will lead to unstable transmission ratio of the control structure and make it difficult to meet the control requirements of torque vector distribution.

[0046] Based on the fact that both clutches 401 are connected to the differential housing 102 via the same gear train 5, in some exemplary embodiments, in each control mechanism 4, the first end of the clutch 401 is connected to the differential housing 102 via the gear train 5, and the second end of the clutch 401 is connected to the first half-shaft 2 via the gear pair 402.

[0047] This forms a transmission path of clutch 401 first end - gear system 5 - differential 1 housing 102 - clutch 401 second end - gear pair 402 - first half shaft 2, which is conducive to continuous and efficient power transmission, reduces energy loss and delay in the power transmission process, improves the power transmission efficiency of the entire torque vector distribution system, and enables the vehicle to respond more quickly to changes in road conditions and driving needs.

[0048] Furthermore, in some exemplary embodiments, the gear train 5 includes a first gear 501 fixed to the differential 1 housing 102, and a second gear 502 meshing with the first gear 501. The first ends of both clutches 401 are connected to the second gear 502.

[0049] In this way, gear system 5 adopts a simple combination of the first gear 501 and the second gear 502, resulting in a concise structure, smooth and efficient power transmission, and strong parts versatility. Furthermore, assembling gear system 5 involves less difficulty in positioning and installing components, which helps improve assembly efficiency.

[0050] The first gear 501 and the second gear 502 can be in the form of spur gear or helical gear. Preferably, the first gear 501 can be set as a helical gear and the second gear 502 can be set as an internal gear ring that matches the shape of the first gear 501. The second gear 502 is connected to the two clutches 401 simultaneously through a connecting member, so that the differential housing 102 drives the two clutches 401 to rotate.

[0051] Continuing with the gear system 5, which includes a first gear 501 and a second gear 502, in some exemplary embodiments, one gear pair 402 includes a third gear 4021 fixed to the first half-shaft 2, and a fourth gear 4022 meshing with the third gear 4021. Another gear pair 402 includes a fifth gear 4023 fixed to the first half-shaft 2, and a sixth gear 4024 meshing with the fifth gear 4023. The second end of one clutch 401 is connected to the fourth gear 4022, and the second end of another clutch 401 is connected to the sixth gear 4024.

[0052] As configured above, the two gear pairs 402 are respectively set as a combination of a third gear 4021 and a fourth gear 4022, and a fifth gear 4023 and a sixth gear 4024. This facilitates the design of the number of teeth on each gear to obtain two sets of gear pairs 402 with different transmission ratios. Understandably, by utilizing the differentiated transmission ratios of the two sets of gear pairs 402, the drive axle can flexibly switch torque distribution strategies to provide suitable torque to the wheels 7 connected to the first half-shaft 2. This, in conjunction with the second half-shaft 3, achieves torque vector distribution between the two drive wheels 7, improving the vehicle's handling performance during cornering.

[0053] Regarding the configuration of each gear, the third gear 4021 and the fourth gear 4022 can be connected via either a spur gear or a helical gear. For example, the third gear 4021 can be connected to the first half-shaft 2 via a spur gear, and the fourth gear 4022 can be connected to the clutch 401 via an internal gear ring that meshes with the third gear 4021. Similarly, the fifth gear 4023 and the sixth gear 4024 can be connected via either a spur gear or a helical gear. For example, the fifth gear 4023 can be connected to the first half-shaft 2 via a spur gear, and the sixth gear 4024 can be connected to the clutch 401 via an internal gear ring that meshes with the fifth gear 4023.

[0054] Of course, in addition to the meshing of two gears, the gear pair 402 can also adopt other transmission forms, such as belt drive, chain drive, etc. Taking belt drive as an example, pulleys can be set on both the clutch 401 and the first half-shaft 2, and the two pulleys can be connected by a transmission belt to realize the transmission connection between the first half-shaft 2 and the clutch 401. However, belt drive is bound to slip, which will lead to unstable transmission ratio of the control structure and make it difficult to meet the control requirements of torque vector distribution.

[0055] Preferably, in some exemplary embodiments where the gear pair 402 employs a two-gear meshing transmission, the product of the number of teeth of the second gear 502 and the number of teeth of the third gear 4021 divided by the product of the number of teeth of the first gear 501 and the number of teeth of the fourth gear 4022 is greater than 1. The product of the number of teeth of the second gear 502 and the number of teeth of the fifth gear 4023 divided by the product of the number of teeth of the first gear 501 and the number of teeth of the sixth gear 4024 is less than 1.

[0056] With this configuration, the product of the number of teeth of the second gear 502 and the number of teeth of the third gear 4021, divided by the product of the number of teeth of the first gear 501 and the number of teeth of the fourth gear 4022, is greater than 1, thus achieving a deceleration effect on the first half-shaft 2 along this path. Conversely, the product of the number of teeth of the second gear 502 and the number of teeth of the fifth gear 4023, divided by the product of the number of teeth of the first gear 501 and the number of teeth of the sixth gear 4024, is less than 1, thus achieving an acceleration effect on the first half-shaft 2 along this path, achieving torque vector distribution.

[0057] In practice, when the vehicle turns, the vertical load on both wheels 7 is transferred due to centrifugal force. The vertical load on the inner wheel 7 is relatively smaller than that on the outer wheel 7, causing a change in the friction between the wheel 7 and the ground. When cornering, the friction circle of the inner wheel 7 becomes smaller, but the differential 1 still distributes torque in a torque-sharing manner. This results in excessive torque on the inner wheel 7 and insufficient torque on the outer wheel 7.

[0058] At this point, the sum of the driving force received by the outer wheel 7 and the lateral force required for steering has not yet reached the friction limit, meaning that the friction is not being fully utilized. If the power output is increased, the inner wheel 7 may slip.

[0059] Based on this situation, taking the first half-shaft 2 connected to the left wheel 7 and the second half-shaft 3 connected to the right wheel 7 as an example, when the vehicle is turning left, when the vehicle is understeering, refer to... Figure 2 As shown, torque vectoring control gives more torque to the outer wheel 7, which means engaging the clutch 401 corresponding to the fifth gear 4023 and the sixth gear 4024, and disengaging the clutch 401 corresponding to the third gear 4021 and the fourth gear 4022. The first half-shaft 2 will decelerate, and correspondingly, the second half-shaft 3 will accelerate, enhancing the vehicle's steering ability, optimizing the vehicle's handling, and making the vehicle drive according to the driver's intention.

[0060] Correspondingly, if the vehicle oversteers, refer to Figure 3As shown, the control structure will transmit more torque to the inner wheel 7, that is, disengage the clutch 401 corresponding to the fifth gear 4023 and the sixth gear 4024, and engage the clutch 401 corresponding to the third gear 4021 and the fourth gear 4022. The first half-shaft 2 will accelerate, and the second half-shaft 3 will decelerate accordingly, correcting the steering for the driver and solving the problem of oversteering.

[0061] In this way, the torque vectoring allows the vehicle to remain stable when turning without the need for braking. Under the action of torque vectoring, the outer wheel 7 can obtain part of the torque of the inner wheel 7, and the friction of both wheels 7 is fully utilized.

[0062] In addition, refer to Figure 1 and Figure 4 As shown, for the arrangement of the drive axle on the other side of the control mechanism 4, in some exemplary embodiments, a locking mechanism 6 is provided on the other side of the differential 1 relative to the side where the two control mechanisms 4 are provided. The locking mechanism 6 is connected between the differential 1 housing 102 and the second half-shaft 3, and is capable of controlling the second half-shaft 3 to switch between a locked state and an unlocked state relative to the locking mechanism 6.

[0063] With this arrangement, the locking mechanism 6 can control the locking and unlocking of the second half-shaft 3 and the differential 1 housing 102. When the locking mechanism is engaged, it enables the first half-shaft 2 and the second half-shaft 3 to rotate synchronously with the differential 1 housing 102, ensuring that the two wheels 7 rotate synchronously. The effect is that when the vehicle is on complex road conditions, such as muddy or icy surfaces, locking the second half-shaft 3 allows the first half-shaft 2 and the second half-shaft 3 to rotate synchronously, reducing wheel slippage, improving vehicle stability and off-road capability, and adapting to more complex working conditions.

[0064] Continue to refer to Figure 1 and Figure 4 As shown, based on the locking mechanism 6, in some exemplary embodiments, the locking mechanism 6 includes a first engagement portion 601 disposed on the differential 1 housing 102, a second engagement portion 602 disposed on the second half-shaft 3, and a sliding engagement sleeve 603 that slides axially along the second half-shaft 3. The sliding engagement sleeve 603 is drive-connected to one of the first engagement portion 601 and the second engagement portion 602, and is driven by an external drive mechanism. The sliding engagement sleeve 603 slides relative to the second half-shaft 3 and can be drive-connected to the other of the first engagement portion 601 and the second engagement portion 602.

[0065] With this configuration, the sliding sleeve 603 can be axially slidable by the external drive mechanism through the structure of the first joint 601, the second joint 602, and the sliding joint sleeve 603. This allows for the switching of the transmission connection between the sliding joint sleeve 603 and the first joint 601 and the second joint 602. The switching on and off is rapid and the action is relatively precise, which helps to improve the vehicle's handling performance.

[0066] Preferably, the first engagement portion 601 can be an external spline structure provided on the differential 1 housing 102, and the corresponding second engagement portion 602 is an external spline structure provided on the second half-shaft 3. The sliding engagement sleeve 603 is provided with an internal spline structure. The sliding engagement sleeve 603 is always sleeved outside the first engagement portion 601 and is splined with the first engagement portion 601. After sliding towards the second engagement portion 602, the sliding engagement sleeve 603 can engage with the second engagement portion 602, realizing simultaneous splined transmission with the first engagement portion 601 and the second engagement portion 602, thereby achieving locking between the differential 1 housing 102 and the second half-shaft 3.

[0067] It is worth noting that, regarding the drive bridge in this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 4 As shown, it may include, for example, a differential 1, a first half-shaft 2, a second half-shaft 3, two control mechanisms 4, a gear train 5, and a locking mechanism 6.

[0068] The gear system 5 includes a first gear 501 fixed on the differential housing 102, and a second gear 502 meshing with the first gear 501. The second gear 502 is connected to two control mechanisms 4.

[0069] Each control structure includes two clutches 401 connected to the second gear 502, and a gear pair 402 corresponding to the clutches 401 and connected to the first half-shaft 2. The two gear pairs 402 have different transmission ratios.

[0070] The locking mechanism 6 includes a first engagement portion 601 disposed on the differential housing 102, a second engagement portion 602 disposed on the second half-shaft 3, and a sliding engagement sleeve 603 that slides axially along the second half-shaft 3. The sliding engagement sleeve 603 is drive-connected to the first engagement portion 601 and is driven by an external drive mechanism. The sliding engagement sleeve 603 slides relative to the second half-shaft 3 and is drive-connected to the second engagement portion 602.

[0071] In the preferred embodiment of the drive axle described above, the specific configuration and arrangement of the differential 1, the first half-shaft 2, the second half-shaft 3, the two control mechanisms 4, the gear train 5, the locking mechanism 6, etc., can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the differential 1, the first half-shaft 2, the second half-shaft 3, the two control mechanisms 4, the gear train 5, and the locking mechanism 6, etc., can also be referred to the descriptions in the above exemplary embodiments.

[0072] In addition to the preferred embodiment described above, refer to Figure 5 Based on the drive axle including differential 1, first half shaft 2, second half shaft 3, two control mechanisms 4, gear train 5, and locking mechanism 6, the first half shaft 2 can also be connected to the gear train 5, and the gear train 5 is connected to the differential 1 housing 102 through the control mechanism 4.

[0073] The gear system 5 includes a seventh gear 503 connected to the first half-shaft 2 and an eighth gear 504 connected to the clutch 401 of the two control mechanisms 4, wherein the seventh gear 503 meshes with the eighth gear 504.

[0074] One gear pair 402 includes a ninth gear 4025 fixed to the differential housing 102, and a tenth gear 4026 meshing with the ninth gear 4025. The other gear pair 402 includes an eleventh gear 4027 fixed to the differential housing 102, and a twelfth gear 4028 meshing with the eleventh gear 4027. One clutch 401 is connected between the eighth gear 504 and the tenth gear 4026, and the other clutch 401 is connected between the eighth gear 504 and the twelfth gear 4028.

[0075] Among them, the product of the number of teeth of the tenth gear 4026 and the number of teeth of the seventh gear 503 divided by the product of the number of teeth of the ninth gear 4025 and the number of teeth of the eighth gear 504 is greater than 1, and the product of the number of teeth of the twelfth gear 4028 and the number of teeth of the seventh gear 503 divided by the product of the number of teeth of the eleventh gear 4027 and the number of teeth of the eighth gear 504 is less than 1.

[0076] With this arrangement, the clutch 401 corresponding to the ninth gear 4025 and the tenth gear 4026 engages, the first half-shaft 2 decelerates, and the second half-shaft 3 accelerates; the clutch 401 corresponding to the eleventh gear 4027 and the twelfth gear 4028 engages, the first half-shaft 2 accelerates, and the second half-shaft 3 decelerates. This arrangement can also achieve torque vectoring, thereby improving the vehicle's handling performance when cornering.

[0077] The drive axle of this embodiment adopts the above design. Through the two control mechanisms 4 on the same side of the differential 1, the differential 1 housing 102 can selectively engage the first half-shaft 2. With the help of two sets of gear pairs 402 with different transmission ratios, two different speeds can be provided for the first half-shaft 2, providing a structural basis for the torque vector distribution of the first half-shaft 2 and the second half-shaft 3. The wheel-side torque capacity and the clutch 401 capacity are well balanced, and it can also be used in vehicles with large wheel-side torque, which helps to improve the versatility of the drive axle.

[0078] Meanwhile, the two control mechanisms 4 are concentrated on the same side of the differential 1. Compared with the arrangement on both sides of the differential 1, the space occupied inside the drive axle can be reduced, thereby realizing a compact design of the overall structure of the drive axle, which is conducive to simplifying the vehicle power system.

[0079] An embodiment of the second aspect of this application provides a power system, which includes a power source and a drive axle according to the embodiment of the first aspect of this application, wherein the power source and the drive axle are connected in transmission.

[0080] Specifically, the drive axle can be connected to the power output end of the power source to transmit power from the power source to the drive axle. For example, the power source can be a combination of an engine and a transmission, with the power output end of the transmission connected to the housing 102 of the differential 1 to transmit power to the drive axle. Another example is a final drive gear; the housing 102 of the differential 1 has a driven gear 103 for the final drive gear. After receiving power from the engine, the final drive gear reduces its speed and increases torque, transmitting power to the driven gear 103 via its own driving gear, thus transmitting power to the drive axle.

[0081] In this embodiment of the power system, by setting the drive axle according to the first aspect of this application, torque vectoring can be achieved between the two wheels 7 connected to the first half-shaft 2 and the second half-shaft 3 respectively when the vehicle turns. This results in a better balance between the wheel-side torque capacity and the capacity of the clutch 401, improving the power system's control over the vehicle. Simultaneously, the two control mechanisms 4 in the drive axle are concentrated on the same side of the differential 1, achieving a compact design of the power system and facilitating structural simplification.

[0082] An embodiment of the third aspect of this application provides a vehicle equipped with a power system according to an embodiment of the second aspect of this application.

[0083] The vehicle in this embodiment, by setting the power system of the second aspect of this application, can adjust the torque of the inner and outer wheels 7 when driving on a curve, realize torque vector distribution, improve steering ability, enable the vehicle to maintain good power output and driving stability when turning, improve the overall driving performance of the vehicle, and bring a more comfortable, safe and enjoyable driving experience to the driver.

[0084] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A drive axle, characterized in that: It includes a differential (1), a first half shaft (2) and a second half shaft (3) respectively connected to the two half shaft gears (101) of the differential (1), and two control mechanisms (4) located on the same side of the differential (1); The differential (1) housing (102) can selectively engage the first half-shaft (2) by either of the control mechanisms (4). Both control mechanisms (4) are connected between the differential (1) housing (102) and the first half-shaft (2) of the differential (1), and each includes a clutch (401) and a gear pair (402) for transmission connection. The two sets of gear pairs (402) have different transmission ratios.

2. The drive axle according to claim 1, characterized in that: The clutches (401) in the two control mechanisms (4) are connected to the differential (1) housing (102) via the same gear train (5).

3. The drive axle according to claim 2, characterized in that: In each of the control mechanisms (4), the first end of the clutch (401) is connected to the differential (1) housing (102) via the gear train (5), and the second end of the clutch (401) is connected to the first half-shaft (2) via the gear pair (402).

4. The drive axle according to claim 3, characterized in that: The gear system (5) includes a first gear (501) fixed on the differential (1) housing (102) and a second gear (502) meshing with the first gear (501). The first ends of both clutches (401) are connected to the second gear (502).

5. The drive axle according to claim 4, characterized in that: One of the gear pairs (402) includes a third gear (4021) fixed on the first half shaft (2) and a fourth gear (4022) meshing with the third gear (4021). Another gear pair (402) includes a fifth gear (4023) fixed on the first half-shaft (2) and a sixth gear (4024) meshing with the fifth gear (4023). The second end of one of the clutches (401) is connected to the fourth gear (4022), and the second end of the other clutch (401) is connected to the sixth gear (4024).

6. The drive axle according to claim 5, characterized in that: The product of the number of teeth of the second gear (502) and the number of teeth of the third gear (4021) divided by the product of the number of teeth of the first gear (501) and the number of teeth of the fourth gear (4022) is greater than 1; The product of the number of teeth of the second gear (502) and the number of teeth of the fifth gear (4023) divided by the product of the number of teeth of the first gear (501) and the number of teeth of the sixth gear (4024) is less than 1.

7. The drive axle according to any one of claims 1-6, characterized in that: On the other side of the differential (1), which is provided with two of the control mechanisms (4), a locking mechanism (6) is provided. The locking mechanism (6) is connected between the differential (1) housing (102) and the second half-shaft (3), and can control the second half-shaft (3) to switch between locked and unlocked states relative to the locking mechanism (6).

8. The drive axle according to claim 7, characterized in that: The locking mechanism (6) includes a first engagement portion (601) disposed on the differential (1) housing (102), a second engagement portion (602) disposed on the second half shaft (3), and a sliding engagement sleeve (603) that slides along the axial direction of the second half shaft (3). The sliding engagement sleeve (603) is driven to one of the first engagement portion (601) and the second engagement portion (602), and is driven by an external drive mechanism. The sliding engagement sleeve (603) slides relative to the second half-shaft (3) and can be driven to the other of the first engagement portion (601) and the second engagement portion (602).

9. A power system, characterized in that: It includes a power source and a drive axle according to any one of claims 1-8, wherein the power source is connected to the drive axle in a transmission manner.

10. A vehicle, characterized in that: The vehicle is equipped with the power system as described in claim 9.

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