Introduction to the classification of the drive axle

Introduction to the classification of the drive axle

1. Central single-stage reduction drive axle

It is the simplest one of the transaxle structures and is the basic form of the transaxle, which dominates heavy trucks. Generally, when the main transmission ratio is less than 6, the central single-stage reduction drive axle should be used as much as possible. The central single-stage reducer tends to adopt a hyperbolic spiral bevel gear, the active pinion adopts a riding type support, and a differential lock device is available for selection.

2. Central two-stage reduction drive axle

In the domestic market, there are two main types of central two-stage drive axles: one type of truck rear axle design, such as Eaton series products, which reserve space in the single-stage reducer beforehand, when it is required to increase traction and speed. When compared, the cylindrical planetary gear reduction mechanism can be installed, and the original central single-stage is changed into the central double-stage drive axle. This reforming "three-way" (ie serialization, generalization, standardization) is high, the axle housing and the main deceleration The utility model can be used universally, and the diameter of the bevel gear is constant; the other type, such as the Rockwell series products, needs to be modified into the first-stage bevel gear and then into the second-stage cylindrical spur gear when the traction force and the speed ratio are to be increased. Or a helical gear, which becomes the required central two-stage drive axle. At this time, the axle housing can be used universally, the final drive is not universal, and the bevel gear has two specifications. Since the above-mentioned central double-stage reduction bridges are models derived from a series of products when the speed ratio of the central single-stage bridge exceeds a certain value or the total mass of the traction is large, they are difficult to be transformed into a front drive axle, and the use is affected. There is a certain limit; therefore, in general, the two-stage deceleration bridge is generally not developed as a basic type of transaxle, but rather exists as a transaxle derived from a special consideration.

3. Central single-stage, wheel-side reduction drive axle

Wheel-side deceleration drive axles are widely used in off-road and military vehicles such as oil fields, construction sites, and mines. The current wheel axle reduction bridge can be divided into two categories: one is a conical planetary gear type wheel side deceleration bridge; the other is a cylindrical planetary gear type wheel side deceleration drive axle. The conical planetary gear type wheel side deceleration bridge is a wheel side reducer composed of a conical planetary gear type transmission. The wheel side reduction ratio is a fixed value of 2. It is generally composed of a series of central single stage bridges. In this series, the central single-stage bridge still has independence and can be used alone. It is necessary to increase the output torque of the bridge. When the traction force is increased or the speed ratio is increased, the central final drive can be added without adding the central final drive. The conical planetary gear reducer can be turned into a two-stage bridge. The difference between this kind of bridge and the central double-stage reduction bridge is that the torque transmitted by the half shaft is reduced, and the increased torque is directly increased to the wheel reducer at the two-axis end, and the degree of "three-way" is relatively high. However, the speed reduction ratio of the bridge is fixed at a fixed value of 2. Therefore, the size of the central final drive is still large, and is generally used for road and off-highway military vehicles. Cylindrical planetary gear wheel axle reduction bridge, single row, ring gear fixed cylindrical planetary gear reduction bridge, the general reduction ratio is between 3 and 4.2. Because the wheel side reduction ratio is large, the speed ratio of the central final drive is generally less than 3, so that the large bevel gear can take a smaller diameter to ensure the requirements of the heavy truck on the ground clearance. This type of bridge is more expensive than a single-stage reducer, and the price is also more expensive, and there is a gear transmission in the wheel valley. When driving on the road for a long time, it generates a lot of heat and causes overheating; therefore, as a drive axle for road vehicles, it Not as good as the central single-stage deceleration bridge.