Multi-mode multifunctional double-motor electric drive axle, control method and commercial vehicle

Abstract

The invention discloses a multi-mode multifunctional double-motor electric drive axle, a control method and a commercial vehicle. Comprising a first motor, a first speed reducing mechanism connected with the first motor, a second motor, a second speed reducing mechanism connected with the second motor, a first-gear driven gear, a second-gear driven gear, a planetary speed reducing mechanism III, a differential mechanism, an axle output shaft and a power takeoff. The first speed reducing mechanism and the second speed reducing mechanism are symmetrically arranged on the front side and the rear side of left and right half shafts of an axle output shaft. The first speed reducing mechanism and the second speed reducing mechanism share the first-gear driven gear, the second-gear driven gear, the planetary speed reducing mechanism III and the differential mechanism. The electric drive axle structure is symmetrically arranged, mass distribution is reasonable, and vibration caused by offset is avoided; the second-gear transmission stage is two-stage transmission and is directly output to a wheel end, so that the transmission efficiency is high; the first speed reducing mechanism and the second speed reducing mechanism can obtain multiple gear modes through switching, so that the dynamic property and the comprehensive efficiency of the electric drive axle are optimal, and the running requirement of the whole vehicle working condition is met.

Description

Technical Field

[0001] The present invention relates to a multi-mode and multi-functional dual-motor electric drive axle, a control method, and a commercial vehicle, belonging to the technical field of automobiles. Background Art

[0002] The electric drive axle is the mainstream direction of the development of new energy commercial vehicles. It has advantages such as high integration, high efficiency, and light weight, and has currently become the main research direction of commercial vehicle electric drive technology at home and abroad. The dual-motor electric drive axle has advantages such as high power and multiple functional modes. However, different manufacturers have very different design routes and there are many problems in the structure, such as unreasonable gear settings, power interruption, or relatively complex transmission route settings, which reduce the transmission efficiency and cannot balance vehicle speed, traction force, high efficiency, and economy. In addition, due to the asymmetric design of the transmission route, the electric drive axle will bear a large offset torque, and there is a risk of vibration and noise. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to overcome the defects of the prior art and provide a multi-mode and multi-functional dual-motor electric drive axle with a power take-off and a commercial vehicle. Through innovative transmission route design, when large torque work is required, the power demand can be met through a multi-stage gear reduction and planetary reduction mechanism; when high-speed work is required, the power of the motor passes through multi-stage gear reduction and then directly accesses the planet carrier across the planetary reduction mechanism, enabling the motor to fully operate in the high-efficiency region. In addition, by arranging the motors and the gear shaft system completely symmetrically on both sides of the vehicle axle output shaft, sharing the planetary reduction mechanism and the differential mechanism, the components of the gear shaft system can be completely universal, achieving good economy and avoiding vibration and noise caused by offset design.

[0004] To solve the above technical problems, the present invention is implemented by adopting the following technical solutions.

[0005] In a first aspect, the present invention provides a multi-mode and multi-functional dual-motor electric drive axle, including: a first motor and a first reduction mechanism Ⅰ connected to the first motor, a second motor and a second reduction mechanism Ⅱ connected to the second motor, a first-gear driven gear, a second-gear driven gear, a planetary reduction mechanism Ⅲ, a differential Ⅳ, a vehicle axle output shaft, and a power take-off Ⅴ; The first reduction mechanism Ⅰ and the second reduction mechanism Ⅱ are symmetrically arranged on both sides of the left half shaft and the right half shaft of the vehicle axle output shaft; the first reduction mechanism Ⅰ and the second reduction mechanism Ⅱ share the first-gear driven gear, the second-gear driven gear, the planetary reduction mechanism Ⅲ, and the differential Ⅳ; The first-gear driven gear meshes with the first-gear driving gear on the first motor side and the first-gear driving gear on the second motor side respectively. The first-gear driven gear is connected to the differential Ⅳ through the planetary reduction mechanism Ⅲ, and the differential Ⅳ is connected to the vehicle axle output shaft; The second-gear driven gear meshes with the first-motor-side second-gear driving gear and the second-motor-side second-gear driving gear respectively. The second-gear driven gear is connected to the differential IV through the planetary reduction mechanism III, and the differential IV is connected to the axle output shaft. The first reduction mechanism I switches among three positions: first gear, neutral gear, and second gear by sliding the first engaging sleeve; the second reduction mechanism II switches among three positions: first gear, neutral gear, and second gear by sliding the second engaging sleeve. The power take-off V is connected to the first motor through the first reduction mechanism I.

[0006] Further, the planetary reduction mechanism III includes: a sun gear, a planet carrier, a ring gear, and a plurality of planet gears; the plurality of planet gears are evenly fixed on the planet carrier and are used for rotating around the planet carrier and revolving around the sun gear; the ring gear is fixed to the transmission housing.

[0007] Further, the first-gear driven gear meshes with the first-motor-side first-gear driving gear and the second-motor-side first-gear driving gear respectively, and the first-gear driven gear is fixedly connected to the sun gear of the planetary reduction mechanism III. The second-gear driven gear meshes with the first-motor-side second-gear driving gear and the second-motor-side second-gear driving gear respectively. The second-gear driven gear is connected to the planet carrier of the planetary reduction mechanism III, and the planet carrier is fixedly connected to the differential IV.

[0008] Further, the first reduction mechanism I includes: a first-motor-side first-stage motor connecting shaft, a first-motor-side first-stage driving gear, a first-motor-side first-stage driven gear, a first-motor-side second-stage connecting shaft, a first-motor-side first-gear driving gear, a first engaging sleeve, a first gear hub, and a first-motor-side second-gear driving gear. The first-motor-side first-stage driving gear is fixedly connected to the first-motor-side first-stage motor connecting shaft through a spline. The first-motor-side first-stage driven gear and the first gear hub are fixedly connected to the first-motor-side second-stage connecting shaft through a spline. The first-motor-side first-gear driving gear and the first-motor-side second-gear driving gear are sleeved on the first-motor-side second-stage connecting shaft in an idle manner. The first engaging sleeve is slidably connected to the first-motor-side first-gear driving gear, the first gear hub, and the first-motor-side second-gear driving gear through a spline. The second reduction mechanism II includes: a second-motor-side first-stage motor connecting shaft, a second-motor-side first-stage driving gear, a second-motor-side first-stage driven gear, a second-motor-side second-stage connecting shaft, a second-motor-side first-gear driving gear, a second engaging sleeve, a second gear hub, and a second-motor-side second-gear driving gear. The first-stage driving gear on the second motor side is fixedly connected to the first-stage motor connecting shaft on the second motor side through a spline. The first-stage driven gear on the second motor side and the second gear hub are fixedly connected to the second-stage connecting shaft on the second motor side through a spline. The first-gear driving gear on the second motor side and the second-gear driving gear on the second motor side are sleeved on the second-stage connecting shaft on the second motor side. The second engaging sleeve is slidably connected to the first-gear driving gear on the second motor side, the second gear hub, and the second-gear driving gear on the second motor side through a spline.

[0009] Further, the differential IV includes a differential housing and a bevel gear set. The differential housing is fixedly connected to the planet carrier, and the bevel gear set is sleeved inside the differential housing. The left half shaft and the right half shaft are respectively connected to the bevel gear set in the differential IV through a spline. The second-gear driven gear and the planet carrier are sleeved outside the right half shaft. The first-gear driven gear and the sun gear are sleeved outside the second-gear driven gear and the planet carrier. The power take-off V includes a power take-off first shaft intermediate gear, a power take-off first shaft, a power take-off first shaft driving gear, a power take-off second shaft driven gear, a power take-off second shaft, and a power take-off pump. The power take-off first shaft intermediate gear meshes with the first-stage driven gear on the first motor side. The power of the first motor sequentially passes through the first-stage motor connecting shaft on the first motor side, the first-stage driving gear on the first motor side, the first-stage driven gear on the first motor side, the power take-off first shaft intermediate gear, the power take-off first shaft, the power take-off first shaft driving gear, the power take-off second shaft driven gear, and the power take-off second shaft to be output by the power take-off pump.

[0010] Further, the first-gear driven gear meshes with the first-gear driving gear on the first motor side and the first-gear driving gear on the second motor side respectively. The first-gear driven gear is fixedly connected to the planet carrier of the planetary reduction mechanism III, and the planet carrier is fixedly connected to the differential IV. The second-gear driven gear meshes with the second-gear driving gear on the first motor side and the second-gear driving gear on the second motor side respectively. The second-gear driven gear is connected to the sun gear of the planetary reduction mechanism III.

[0011] In a second aspect, the present invention provides a multi-mode and multi-functional dual-motor electric drive axle, including a first motor and a first reduction mechanism I connected to the first motor, a second motor and a second reduction mechanism II connected to the second motor, a first-gear driven gear, a second-gear driven gear, a third reduction mechanism VI, a differential IV, a vehicle axle output shaft, and a power take-off V. The first reduction mechanism I and the second reduction mechanism II are symmetrically arranged on both sides of the left half shaft and the right half shaft of the vehicle axle output shaft. The first reduction mechanism I and the second reduction mechanism II share the first-gear driven gear, the second-gear driven gear, the third reduction mechanism VI, and the differential IV. The first-gear driven gear meshes with the first-motor side first-gear driving gear and the second-motor side first-gear driving gear respectively. The first-gear driven gear is connected to the differential IV through the third reduction mechanism VI, and the differential IV is connected to the axle output shaft. The second-gear driven gear meshes with the first-motor side second-gear driving gear and the second-motor side second-gear driving gear respectively. The second-gear driven gear is connected to the differential IV through the third reduction mechanism VI, and the differential IV is connected to the axle output shaft. The first reduction mechanism I switches among three positions: first gear, neutral gear, and second gear by the sliding of the first engaging sleeve; the second reduction mechanism II switches among three positions: first gear, neutral gear, and second gear by the sliding of the second engaging sleeve. The power take-off V is connected to the first motor through the first reduction mechanism I.

[0012] Further, the third reduction mechanism VI includes: a three-stage connecting shaft, a direct-connected output shaft, a three-stage output gear, a first-motor side fourth-stage input gear, a first-motor side fourth-stage connecting shaft, a first-motor side fourth-stage output gear, a differential housing and a fourth-stage driven gear connecting shaft, a fourth-stage driven gear, a second-motor side fourth-stage input gear, a second-motor side fourth-stage connecting shaft, and a second-motor side fourth-stage output gear. The first-gear driven gear is connected to the three-stage connecting shaft. In the first gear, the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II. After converging at the first-gear driven gear, it is sequentially transmitted to the three-stage connecting shaft and the three-stage output gear, and then split to the first-motor side fourth-stage input gear and the second-motor side fourth-stage input gear. The first-motor side fourth-stage input gear and the first-motor side fourth-stage output gear are respectively fixedly connected to the first-motor side fourth-stage connecting shaft through splines, and the second-motor side fourth-stage input gear and the second-motor side fourth-stage output gear are respectively fixedly connected to the second-motor side fourth-stage connecting shaft through splines. The power of the first-motor side fourth-stage input gear passes through the first-motor side fourth-stage connecting shaft and the first-motor side fourth-stage output gear in sequence and is transmitted to the fourth-stage driven gear. The power of the second-motor side fourth-stage input gear passes through the second-motor side fourth-stage connecting shaft and the second-motor side fourth-stage output gear in sequence and is transmitted to the fourth-stage driven gear. The power of the first-motor side fourth-stage output gear and the second-motor side fourth-stage output gear converges at the fourth-stage driven gear, and then passes through the differential housing and the fourth-stage driven gear connecting shaft to be transmitted to the differential housing and the bevel gear set of the differential IV, and finally output to the left half shaft and the right half shaft. In the second gear, the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II. After converging at the second-gear driven gear, it is transmitted to the direct-connected output shaft, and then through the differential housing and the fourth-stage driven gear connecting shaft to be transmitted to the differential housing and the bevel gear set of the differential IV, and finally output to the left half shaft and the right half shaft.

[0013] In a third aspect, the present invention provides a gear mode control method for a multi-mode multi-functional dual-motor electric drive axle according to the first aspect, including: Mode 1 includes: the first engaging sleeve of the first reduction mechanism I is moved to engage with the first gear driving gear on the first motor side, and the second engaging sleeve of the second reduction mechanism II is moved to engage with the first gear driving gear on the second motor side; the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II, converging to the first gear driven gear, and the power is sequentially transmitted to the left half shaft and the right half shaft through the first gear driven gear, the planetary reduction mechanism III, and the differential IV for output; Mode 2 includes: the first engaging sleeve of the first reduction mechanism I is moved to engage with the first gear driving gear on the first motor side, and the second engaging sleeve of the second reduction mechanism II is moved to engage with the second gear driving gear on the second motor side; the power of the first motor passes through the first reduction mechanism I, the first gear driven gear, and the planetary reduction mechanism III to the planet carrier, and the power of the second motor passes through the second reduction mechanism II and the second gear driven gear to the planet carrier; after the power of the first motor and the power of the second motor converge at the planet carrier, they are respectively transmitted to the left half shaft and the right half shaft through the differential IV for output; Mode 3 includes: the first engaging sleeve of the first reduction mechanism I is moved to engage with the second gear driving gear on the first motor side, and the second engaging sleeve of the second reduction mechanism II is moved to engage with the second gear driving gear on the second motor side; the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II; after the power of the first motor and the power of the second motor converge at the second gear driven gear, they are respectively transmitted to the left half shaft and the right half shaft through the differential IV for output; Mode 4 includes: both the first engaging sleeve of the first reduction mechanism I and the second engaging sleeve of the second reduction mechanism II are in the neutral position, and neither the first motor nor the second motor outputs power; Mode 5 includes: the first engaging sleeve of the first reduction mechanism I is moved to engage with the first gear driving gear on the first motor side, and the second engaging sleeve of the second reduction mechanism II is in the neutral position; the power of the first motor is sequentially transmitted to the left half shaft and the right half shaft through the first reduction mechanism I, the first gear driven gear, the planetary reduction mechanism III, and the differential IV for output, and the second motor does not output power; Mode 6 includes: the first engaging sleeve of the first reduction mechanism I is moved to engage with the second gear driving gear on the first motor side, and the second engaging sleeve of the second reduction mechanism II is in the neutral position; the power of the first motor is sequentially transmitted to the left half shaft and the right half shaft through the first reduction mechanism I, the second gear driven gear, the planet carrier, and the differential IV for output, and the second motor does not output power.

[0014] Fourthly, the present invention provides a commercial vehicle, characterized in that the multi-mode multi-functional dual-motor electric drive axle of the first aspect or the second aspect is installed.

[0015] Beneficial effects achieved by the present invention: Through gear selection, the transmission route can obtain a large torque to drive the load through the planetary reduction mechanism, or obtain a higher vehicle speed by bypassing the planetary reduction mechanism, enabling the motor to operate in the high-efficiency area under different working conditions, and optimizing the power performance and comprehensive efficiency of the electric drive axle; the structure of the electric drive axle is completely symmetrically arranged, with reasonable mass distribution, avoiding vibration caused by offset; in addition, because the entire structure can be symmetrically arranged, the component commonality rate is high, which is beneficial to reducing the cost of the entire bridge and improving the economy of the whole vehicle. Description of the drawings

[0016] Figure 1 It is the schematic diagram of the transmission system of the dual-motor electric drive axle of Embodiment 1 of the present invention; Figure 2 It is the simplified diagram of the transmission system of the dual-motor electric drive axle in Mode 1 of the present invention, and schematically shows the power transmission path from the motor to the output shaft; Figure 3 It is the simplified diagram of the transmission system of the dual-motor electric drive axle in Mode 2 of the present invention, and schematically shows the power transmission path from the motor to the output shaft; Figure 4 It is the simplified diagram of the transmission system of the dual-motor electric drive axle in Mode 3 of the present invention, and schematically shows the power transmission path from the motor to the output shaft; Figure 5 It is the simplified diagram of the transmission system of the dual-motor electric drive axle in Mode 4 of the present invention; Figure 6 It is the simplified diagram of the transmission system of the dual-motor electric drive axle in Mode 5 of the present invention, and schematically shows the power transmission path from the motor to the output shaft; Figure 7 It is the simplified diagram of the transmission system of the dual-motor electric drive axle in Mode 6 of the present invention, and schematically shows the power transmission path from the motor to the output shaft; Figure 8 It is the simplified diagram of the transmission system of the dual-motor electric drive axle when the power take-off is working, and schematically shows the power transmission path from the motor to the power take-off; Figure 9 It is the simplified diagram of the transmission system of the dual-motor electric drive axle of Modification Scheme 1 of the present invention; Figure 10 It is the simplified diagram of the transmission system of the dual-motor electric drive axle of Modification Scheme 2 of the present invention.

[0017] In the figure, 1 is the first motor, Ⅰ is the first reduction mechanism, 2 is the first-stage motor connection shaft on the first-motor side, 3 is the first-stage driving gear on the first-motor side, 4 is the first-stage driven gear on the first-motor side, 5 is the second-stage connection shaft on the first-motor side, 6 is the first-gear driving gear on the first-motor side, 7 is the first engaging sleeve, 8 is the first gear hub, 9 is the second-gear driving gear on the first-motor side, 10 is the first-gear driven gear, 11 is the second-gear driven gear, and 12 is the right half shaft; Ⅱ is the second reduction mechanism, 13 is the second engaging sleeve, 14 is the second-gear driving gear on the second-motor side, 15 is the second-stage connection shaft on the second-motor side, 16 is the second gear hub, 17 is the first-gear driving gear on the second-motor side, 18 is the first-stage driven gear on the second-motor side, 19 is the first-stage motor connection shaft on the second-motor side, 20 is the first-stage driving gear on the second-motor side, and 21 is the second motor; Ⅲ is the planetary reduction mechanism, 22 is the sun gear, 23 is the planetary gear, 24 is the ring gear, and 25 is the planet carrier; Ⅳ is the differential, 26 is the differential housing, 27 is the bevel gear set, and 28 is the left half shaft; Ⅴ is the power take-off, 29 is the power take-off first-shaft intermediate gear, 30 is the power take-off first shaft, 31 is the power take-off first-shaft driving gear, 32 is the power take-off second-shaft driven gear, 33 is the power take-off second shaft, and 34 is the power take-off pump; Ⅵ is the third reduction mechanism, 41 is the third-stage connection shaft, 42 is the direct-connected output shaft, 43 is the third-stage output gear, 44 is the fourth-stage input gear on the first-motor side, 45 is the fourth-stage connection shaft on the first-motor side, 46 is the fourth-stage output gear on the first-motor side, 47 is the connection shaft between the differential housing and the fourth-stage driven gear, 48 is the fourth-stage driven gear, 49 is the fourth-stage input gear on the second-motor side, 50 is the fourth-stage connection shaft on the second-motor side, and 51 is the fourth-stage output gear on the second-motor side. Detailed implementation mode

[0018] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention and cannot be used to limit the protection scope of the present invention.

[0019] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0020] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "mounted", "connected", "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood through specific situations.

[0021] Embodiment 1, as Figures 1-8 shown, this embodiment introduces a multi-mode multi-functional dual-motor electric drive axle, including: A first motor 1 and a first reduction mechanism I connected to the first motor 1, a second motor 21 and a second reduction mechanism II connected to the second motor 21, a first-gear driven gear 10, a second-gear driven gear 11, a planetary reduction mechanism III, a differential IV, a left half shaft 28, a right half shaft 12, and a power take-off V; The first reduction mechanism I and the second reduction mechanism II are completely the same and are symmetrically arranged on both sides of the left half shaft 28 and the right half shaft 12 of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share the first-gear driven gear 10, the second-gear driven gear 11, the planetary reduction mechanism III, and the differential IV; The first-gear driven gear 10 meshes with the first-motor-side first-gear driving gear 6 and the second-motor-side first-gear driving gear 17 respectively. Further, the first-gear driven gear 10 is fixedly connected to the sun gear 22 of the planetary reduction mechanism III. The second-gear driven gear 11 meshes with the first-motor-side second-gear driving gear 9 and the second-motor-side second-gear driving gear 14 respectively. Further, the second-gear driven gear 11 is directly connected to the planet carrier 25 of the planetary reduction mechanism III, and the planet carrier 25 is fixedly connected to the differential IV.

[0022] The first reduction mechanism Ⅰ can achieve three positions: first gear, neutral gear, and second gear through the sliding of the first engaging sleeve 7; the second reduction mechanism Ⅱ can achieve three positions: first gear, neutral gear, and second gear through the sliding of the second engaging sleeve 13; the first reduction mechanism Ⅰ and the second reduction mechanism Ⅱ can obtain the following gear modes through switching: Mode 1: The first engaging sleeve 7 of the first reduction mechanism Ⅰ moves to engage with the first-gear driving gear 6 on the first motor side, and the second engaging sleeve 13 of the second reduction mechanism Ⅱ moves to engage with the first-gear driving gear 17 on the second motor side. The power of the first motor 1 passes through the first reduction mechanism Ⅰ, and the power of the second motor 21 passes through the second reduction mechanism Ⅱ, converging to the first-gear driven gear 10 and output through the planetary reduction mechanism Ⅲ, differential Ⅳ, left half shaft 28, and right half shaft 12.

[0023] Mode 2: The first engaging sleeve 7 of the first reduction mechanism Ⅰ moves to engage with the first-gear driving gear 6 on the first motor side, and the second engaging sleeve 13 of the second reduction mechanism Ⅱ moves to engage with the second-gear driving gear 14 on the second motor side. The power of the first motor 1 passes through the first reduction mechanism Ⅰ, the first-gear driven gear 10, and the planetary reduction mechanism Ⅲ to the planet carrier 25. The power of the second motor 21 passes through the second reduction mechanism Ⅱ, the second-gear driven gear 11 to the planet carrier 25. After converging at the planet carrier 25, it is output through the differential Ⅳ, left half shaft 28, and right half shaft 12.

[0024] Mode 3: The first engaging sleeve 7 of the first reduction mechanism Ⅰ moves to engage with the second-gear driving gear 9 on the first motor side, and the second engaging sleeve 12 of the second reduction mechanism Ⅱ moves to engage with the second-gear driving gear 14 on the second motor side. The power of the first motor 1 passes through the first reduction mechanism Ⅰ, and the power of the second motor 21 passes through the second reduction mechanism Ⅱ, converging to the second-gear driven gear 11 and output through the differential Ⅳ, left half shaft 28, and right half shaft 12.

[0025] Mode 4: The first engaging sleeve 7 of the first reduction mechanism Ⅰ and the second engaging sleeve 13 of the second reduction mechanism Ⅱ are both in the neutral position, and neither the first motor 1 nor the second motor 21 outputs power.

[0026] Mode 5, that is, single-motor working mode 1: The first engaging sleeve 7 of the first reduction mechanism Ⅰ moves to engage with the first-gear driving gear 6 on the first motor side, and the second engaging sleeve 13 of the second reduction mechanism Ⅱ is in the neutral position. The power of the first motor 1 passes through the first reduction mechanism Ⅰ, the first-gear driven gear 10, the planetary reduction mechanism Ⅲ, the differential Ⅳ, left half shaft 28, and right half shaft 12, and the second motor 21 does not output power.

[0027] Mode six, that is, the single-motor working mode two. The first engaging sleeve 7 of the first reduction mechanism Ⅰ is combined with the first motor-side second-gear driving gear 9 by moving. The second engaging sleeve 13 of the second reduction mechanism Ⅱ is in the neutral position. The power of the first motor 1 passes through the first reduction mechanism Ⅰ, the second-gear driven gear 11, the planet carrier 25, the differential Ⅳ, the left half shaft 28 and the right half shaft 12 for output, and the second motor 21 has no power output.

[0028] The first reduction mechanism Ⅰ includes a first motor-side first-stage motor connecting shaft 2, a first motor-side first-stage driving gear 3, a first motor-side first-stage driven gear 4, a first motor-side second-stage connecting shaft 5, a first motor-side first-gear driving gear 6, a first engaging sleeve 7, a first tooth hub 8, and a first motor-side second-gear driving gear 9. The first motor-side first-stage driving gear 3 is fixedly connected to the first motor-side first-stage motor connecting shaft 2 through a spline. The first motor-side first-stage driven gear 4 and the first tooth hub 8 are fixedly connected to the first motor-side second-stage connecting shaft 5 through a spline. The first motor-side first-gear driving gear 6 and the first motor-side second-gear driving gear 9 are sleeved on the first motor-side second-stage connecting shaft 5. The first engaging sleeve 7 is slidably connected to the first motor-side first-gear driving gear 6, the first tooth hub 8, and the first motor-side second-gear driving gear 9 through a spline.

[0029] The second reduction mechanism Ⅱ includes a second motor-side first-stage motor connecting shaft 19, a second motor-side first-stage driving gear 20, a second motor-side first-stage driven gear 18, a second motor-side second-stage connecting shaft 15, a second motor-side first-gear driving gear 17, a second engaging sleeve 13, a second tooth hub 16, and a second motor-side second-gear driving gear 14. The second motor-side first-stage driving gear 20 is fixedly connected to the second motor-side first-stage motor connecting shaft 19 through a spline. The second motor-side first-stage driven gear 18 and the second tooth hub 16 are fixedly connected to the second motor-side second-stage connecting shaft 15 through a spline. The second motor-side first-gear driving gear 17 and the second motor-side second-gear driving gear 14 are sleeved on the second motor-side second-stage connecting shaft 15. The second engaging sleeve 13 is slidably connected to the second motor-side first-gear driving gear 17, the second tooth hub 16, and the second motor-side second-gear driving gear 14 through a spline.

[0030] The planetary reduction mechanism Ⅲ includes a sun gear 22, a plurality of evenly distributed planet gears 23, a planet carrier 25, and a ring gear 24. The planet gears 23 are fixed on the planet carrier 25 and can rotate around the planet carrier 25 and revolve around the sun gear 22. The ring gear 24 is fixed.

[0031] The differential Ⅳ includes a differential housing 26 and a bevel gear set 27. The differential housing 26 is fixedly connected to the planet carrier 25, and the bevel gear set 27 is sleeved inside the differential housing 26. The left half shaft 28 and the right half shaft 12 are respectively connected to the bevel gear set 27 in the differential IV through splines; the second gear driven gear 11 and the planet carrier 25 are sleeved outside the right half shaft 12; the first gear driven gear 10 and the sun gear 22 are sleeved outside the second gear driven gear 11 and the planet carrier 25.

[0032] The power take-off V includes a power take-off first shaft intermediate gear 29, a power take-off first shaft 30, a power take-off first shaft driving gear 31, a power take-off second shaft driven gear 32, a power take-off second shaft 33, and a power take-off pump 34; the power take-off first shaft intermediate gear 29 meshes with the first motor side first-stage driven gear 4, and the power of the first motor 1 passes through the first motor side first-stage motor connecting shaft 2, the first motor side first-stage driving gear 3, the first motor side first-stage driven gear 4, the power take-off first shaft intermediate gear 29, the power take-off first shaft 30, the power take-off first shaft driving gear 31, the power take-off second shaft driven gear 32, and the power take-off second shaft 33 to the power take-off pump 34 for output.

[0033] Embodiment 2. This embodiment also introduces a multi-mode and multi-functional dual-motor electric drive axle, as Figure 9 shown. Compared with the solution of Embodiment 1, the first reduction mechanism I and the second reduction mechanism II remain unchanged. The first gear driven gear 10 is connected to the planet carrier 25. In the first gear, the power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II. After converging at the first gear driven gear 10, it is output to the left half shaft 28 and the right half shaft 12 through the planet carrier 25, the differential housing 26, and the bevel gear set 27; the second gear driven gear 11 is connected to the sun gear 22. In the second gear, the power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II. After converging at the second gear driven gear 11, it is output to the left half shaft 28 and the right half shaft 12 through the planetary reduction mechanism III, the planet carrier 25, the differential housing 26, and the bevel gear set 27. The beneficial effect of this solution is that the planetary reduction mechanism III can be selected to be connected to the first gear driven gear 10 or the second gear driven gear 11 according to the actual speed ratio requirements.

[0034] Embodiment 3. This embodiment also introduces a multi-mode and multi-functional dual-motor electric drive axle, as Figure 10As shown, compared with the solution of Embodiment 1, the first reduction mechanism Ⅰ and the second reduction mechanism Ⅱ remain unchanged, and the planetary reduction mechanism Ⅲ is modified into the third reduction mechanism Ⅵ. The third reduction mechanism Ⅵ includes: 41 - three - stage connecting shaft, 42 - direct - connection output shaft, 43 - three - stage output gear, 44 - first - motor - side four - stage input gear, 45 - first - motor - side four - stage connecting shaft, 46 - first - motor - side four - stage output gear, 47 - differential housing and four - stage driven gear connecting shaft, 48 - four - stage driven gear, 49 - second - motor - side four - stage input gear, 50 - second - motor - side four - stage connecting shaft, 51 - second - motor - side four - stage output gear; The first - gear driven gear 10 is connected to the three - stage connecting shaft 41. In the first gear, the power of the first motor 1 passes through the first reduction mechanism Ⅰ, and the power of the second motor 21 passes through the second reduction mechanism Ⅱ. After converging at the first - gear driven gear 10, it is transmitted to the three - stage connecting shaft 41 and the three - stage output gear 43, and then is split to the first - motor - side four - stage input gear 44 and the second - motor - side four - stage input gear 49. The first - motor - side four - stage input gear 44 and the first - motor - side four - stage output gear 46 are respectively fixedly connected to the first - motor - side four - stage connecting shaft 45 through splines, and the second - motor - side four - stage input gear 49 and the second - motor - side four - stage output gear 51 are respectively fixedly connected to the second - motor - side four - stage connecting shaft 50 through splines. Then, the power of the first - motor - side four - stage input gear 44 passes through the first - motor - side four - stage connecting shaft 45 and the first - motor - side four - stage output gear 46 and is transmitted to the four - stage driven gear 48. The power of the second - motor - side four - stage input gear 49 passes through the second - motor - side four - stage connecting shaft 50 and the second - motor - side four - stage output gear 51 and is transmitted to the four - stage driven gear 48; The power of the first - motor - side four - stage output gear 46 and the second - motor - side four - stage output gear 51 converges at the four - stage driven gear 48, and then is transmitted to the differential housing 26 and the bevel gear set 27 through the differential housing and four - stage driven gear connecting shaft 47, and finally output to the left half - shaft 28 and the right half - shaft 12; In the second gear, the power of the first motor 1 passes through the first reduction mechanism Ⅰ, and the power of the second motor 21 passes through the second reduction mechanism Ⅱ. After converging at the second - gear driven gear 11, it is transmitted to the direct - connection output shaft 42, and then is transmitted to the differential housing 26 and the bevel gear set 27 through the differential housing and four - stage driven gear connecting shaft 47, and finally output to the left half - shaft 28 and the right half - shaft 12; The beneficial effect of this solution is that when it is not easy to set up a planetary reduction mechanism, the third reduction mechanism can be used to split the power and then converge it, and the purpose of reducing speed and increasing torque can be achieved in the same way.

[0035] Embodiment 4. This embodiment also introduces a commercial vehicle, wherein the commercial vehicle includes a dual - motor electric drive axle with the functions described in any of the above embodiments.

[0036] Next, taking the structure of Embodiment 1 as an example, combined with Figures 2-5 to describe the power transmission paths in each gear mode of the dual - motor electric drive axle.

[0037] Figure 2 The power transmission path in Mode 1 is shown. The first engagement sleeve 7 is connected to the first motor-side first-gear driving gear 6 by sliding and is in the first-gear position. The power of the first motor 1 passes through the first motor-side first-stage motor connecting shaft 2 → the first motor-side first-stage driving gear 3 → the first motor-side first-stage driven gear 4 → the first motor-side second-stage connecting shaft 5 → the first gear hub 8 → the first engagement sleeve 7 → the first motor-side first-gear driving gear 6 → the first-gear driven gear 10; the second engagement sleeve 13 is connected to the second motor-side first-gear driving gear 17 by sliding and is also in the first-gear position. The power of the second motor 21 passes through the second motor-side first-stage motor connecting shaft 19 → the second motor-side first-stage driving gear 20 → the second motor-side first-stage driven gear 18 → the second motor-side second-stage connecting shaft 15 → the second gear hub 16 → the second engagement sleeve 13 → the second motor-side first-gear driving gear 17 → the first-gear driven gear 10; after the power of the first motor 1 and the second motor 21 converges at the first-gear driven gear 10, it is transmitted to the sun gear 22 → the planet gear 23 → the planet carrier 25 → the differential housing 26 → the bevel gear set 27, and finally output through the left half shaft 28 and the right half shaft 12; the transmission ratio is the largest in this mode and is used when the vehicle needs to be driven with low speed and large torque during heavy-load starting. Figure 3 The power transmission path in Mode 2 is shown. The first engagement sleeve 7 is connected to the first motor-side first-gear driving gear 6 by sliding and is in the first-gear position. The power of the first motor 1 passes through the first motor-side first-stage motor connecting shaft 2 → the first motor-side first-stage driving gear 3 → the first motor-side first-stage driven gear 4 → the first motor-side second-stage connecting shaft 5 → the first gear hub 8 → the first engagement sleeve 7 → the first motor-side first-gear driving gear 6 → the first-gear driven gear 10 → the sun gear 22 → the planet gear 23 → the planet carrier 25; the second engagement sleeve 13 is connected to the second motor-side second-gear driving gear 14 by sliding and is in the second-gear position. The power of the second motor 21 passes through the second motor-side first-stage motor connecting shaft 19 → the second motor-side first-stage driving gear 20 → the second motor-side first-stage driven gear 18 → the second motor-side second-stage connecting shaft 15 → the second gear hub 16 → the second engagement sleeve 13 → the second motor-side second-gear driving gear 14 → the second-gear driven gear 11 → the planet carrier 25; after the power of the first motor 1 and the second motor 21 converges at the planet carrier 25, it is transmitted to the differential housing 26 → the bevel gear set 27, and finally output through the left half shaft 28 and the right half shaft 12; in this mode, the transmission ratio passed by the route of the first motor 1 is the largest, and the transmission ratio passed by the second motor is the smallest. The second motor can work in the high-efficiency area, and the vehicle is used when the load is moderate during low-speed acceleration or medium speed. Figure 4The power transmission path in Mode 3 is shown. The first engagement sleeve 7 is connected to the first motor side second-gear driving gear 9 by sliding and is in the second-gear position. The power of the first motor 1 passes through the first motor side first-stage motor connecting shaft 2 → the first motor side first-stage driving gear 3 → the first motor side first-stage driven gear 4 → the first motor side second-stage connecting shaft 5 → the first gear hub 8 → the first engagement sleeve 7 → the first motor side second-gear driving gear 9 → the second-gear driven gear 11; The second engagement sleeve 13 is connected to the second motor side second-gear driving gear 14 by sliding and is also in the second-gear position. The power of the second motor 21 passes through the second motor side first-stage motor connecting shaft 19 → the second motor side first-stage driving gear 20 → the second motor side first-stage driven gear 18 → the second motor side second-stage connecting shaft 15 → the second gear hub 16 → the second engagement sleeve 13 → the second motor side second-gear driving gear 14 → the second-gear driven gear 11; After the power of the first motor 1 and the second motor 21 converges at the second-gear driven gear 11, it is transmitted to the planet carrier 25 → the differential housing 26 → the bevel gear set 27, and finally output through the left half shaft 28 and the right half shaft 12; The transmission ratio in this mode is the smallest, the transmission route passed is the shortest, and the mechanical efficiency is the highest. It is used when the vehicle needs to drive at high speed or overtake. At this time, both the first motor and the second motor are working in the high-efficiency area; Figure 5 The simplified diagram of the dual-motor electric drive axle transmission system in Mode 4 is shown. Both the first engagement sleeve 7 and the second engagement sleeve 13 are in the neutral position. At this time, neither the first motor 1 nor the second motor 21 outputs power; This mode is used when towing; Or when going down a long slope, the motor rotates at high speed to charge the battery reversely, or when braking, the battery is charged through the energy recovery system. In both cases, if the battery is fully charged, the first engagement sleeve and the second engagement sleeve need to be switched to the neutral position to protect the battery and extend the battery life; Figure 6 The power transmission path in Mode 5 is shown. The first engagement sleeve 7 is connected to the first motor side first-gear driving gear 6 by sliding and is in the first-gear position. The power of the first motor 1 passes through the first motor side first-stage motor connecting shaft 2 → the first motor side first-stage driving gear 3 → the first motor side first-stage driven gear 4 → the first motor side second-stage connecting shaft 5 → the first gear hub 8 → the first engagement sleeve 7 → the first motor side first-gear driving gear 6 → the first-gear driven gear 10; The second engagement sleeve 13 is in the neutral position by sliding, and the second motor 21 has no power output; This mode is a single-motor working mode. In this mode, the transmission ratio passed by the route of the first motor 1 is the largest, and the second motor has no power output. It is suitable for working conditions with low loads and can provide the efficiency of the system relatively high; Or when the two motors alternate gears to ensure that the power is not interrupted to ensure driving safety; Figure 7The power transmission path in Mode 6 is shown. The first engaging sleeve 7 is connected to the first motor-side second-gear driving gear 9 through sliding and is in the second-gear position. The power of the first motor 1 passes through the first motor-side first-stage motor connecting shaft 2 → the first motor-side first-stage driving gear 3 → the first motor-side first-stage driven gear 4 → the first motor-side second-stage connecting shaft 5 → the first gear hub 8 → the first engaging sleeve 7 → the first motor-side second-gear driving gear 9 → the second-gear driven gear 11; the second engaging sleeve 13 is in the neutral position through sliding, and the second motor 21 has no power output; this mode is also a single-motor working mode. In this mode, the transmission ratio of the route passed by the first motor 1 is the smallest, the second motor has no power output, and it is applicable to low-load or high-speed road conditions. At this time, the system transmission efficiency is the highest; or it is used when ensuring that the power is not interrupted during the gear shifting of the two motors alternately. Figure 8 The power transmission path of the power take-off is shown. The power of the first motor 1 passes through the first motor-side first-stage motor connecting shaft 2 → the first motor-side first-stage driving gear 3 → the first motor-side first-stage driven gear 4 → the power take-off first-axis intermediate gear 29 → the power take-off first axis 30 → the power take-off first-axis driving gear 31 → the power take-off second-axis driven gear 32 → the power take-off second axis 33, and then is output to the power take-off pump 34; it is used when connecting the external load of the power take-off pump 34 to work. The transmission route of this power take-off is short and the efficiency is high; one working mode is that when it is necessary to use the power take-off to provide lubrication for the gearbox, because the power take-off is in a constant rotation state and is not affected by gear shifting. According to a multi-mode multi-functional dual-motor electric drive axle and commercial vehicle with a power take-off provided by the present invention, various power transmission modes can be realized, taking into account the power and efficiency of the motors, avoiding power interruption during gear shifting, and ensuring the comfort and driving safety during gear shifting; through a symmetrical structural layout, the mass distribution is reasonable, and vibration caused by offset is avoided. In addition, the first motor 1 and the second motor 21 can be selected with the same power or different powers.

[0038] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0039] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present invention. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, as well as the combination of flows and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices produce a means for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0040] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory produce a manufactured article including an instruction means that implements the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0041] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0042] The above is only the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the technical principle of the present invention, several improvements and modifications can be made, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A multi-mode multi-function dual-motor electric drive bridge, characterized in that: include: A first motor (1) and a first reduction mechanism I connected to the first motor (1), a second motor (21) and a second reduction mechanism II connected to the second motor (21), a first gear driven gear (10), a second gear driven gear (11), a planetary reduction mechanism III, a differential IV, an axle output shaft and a power take-off V; The first reduction mechanism I and the second reduction mechanism II are symmetrically arranged on both sides of the left half shaft (28) and the right half shaft (12) of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share a first gear driven gear (10), a second gear driven gear (11), a planetary reduction mechanism III and a differential IV; The first gear driven gear (10) is meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side respectively; the first gear driven gear (10) is connected to the differential IV via a planetary reduction mechanism III; and the differential IV is connected to the axle output shaft; The second-gear driven gear (11) is meshed with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side respectively; the second-gear driven gear (11) is connected to the differential IV via a planetary reduction mechanism III; and the differential IV is connected to the axle output shaft; The first reduction mechanism I switches between the first gear, neutral gear and second gear by sliding the first meshing sleeve (7); the second reduction mechanism II switches between the first gear, neutral gear and second gear by sliding the second meshing sleeve (13); The power take-off V is connected to the first motor (1) via a first reduction mechanism I.

2. The multi-mode multi-functional dual-motor electric drive axle according to claim 1, characterized in that: The planetary reduction mechanism III comprises: a sun gear (22), a planet carrier (25), a ring gear (24), and a plurality of planetary gears (23); the plurality of planetary gears (23) are evenly fixed on the planet carrier (25) and are used to rotate around the planet carrier (25) and revolve around the sun gear (22); the ring gear (24) is fixed to a gearbox housing.

3. The multi-mode multi-functional dual-motor electric drive axle according to claim 2, characterized in that: The first gear driven gear (10) is meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side respectively, and the first gear driven gear (10) is fixedly connected to the sun gear (22) of the planetary reduction mechanism III; The second-gear driven gear (11) is respectively meshed with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side; the second-gear driven gear (11) is connected to a planet carrier (25) of a planetary reduction mechanism III; and the planet carrier (25) is fixedly connected to a differential IV.

4. The multi-mode multi-functional dual-motor electric drive axle according to claim 2, characterized in that: The first reduction mechanism I comprises: a first motor side primary motor connecting shaft (2), a first motor side primary driving gear (3), a first motor side primary driven gear (4), a first motor side secondary connecting shaft (5), a first motor side first gear driving gear (6), a first meshing sleeve (7), a first gear hub (8), and a first motor side second gear driving gear (9); The first motor side primary driving gear (3) is fixedly connected to the first motor side primary motor connecting shaft (2) via a spline, the first motor side primary driven gear and the first gear hub are fixedly connected to the first motor side secondary connecting shaft via a spline, the first motor side first gear driving gear (4) and the first motor side second gear driving gear (9) are arranged in an empty sleeve on the first motor side secondary connecting shaft (5), and the first meshing sleeve (7) is slidably connected to the first motor side first gear driving gear (6), the first gear hub (8) and the first motor side second gear driving gear (9) via a spline; The second reduction mechanism II comprises: a first-stage motor connecting shaft (19) on the second motor side, a first-stage driving gear (20) on the second motor side, a first-stage driven gear (18) on the second motor side, a second-stage connecting shaft (15) on the second motor side, a first-gear driving gear (17) on the second motor side, a second meshing sleeve (13), a second gear hub (16), and a second-gear driving gear (14) on the second motor side; The first-stage driving gear (20) on the second motor side is fixedly connected to the first-stage motor connecting shaft (19) on the second motor side via a spline, the first-stage driven gear (18) on the second motor side and the second gear hub (16) are fixedly connected to the second-stage connecting shaft (15) on the second motor side via a spline, the first-stage driving gear (17) on the second motor side and the second-stage driving gear (14) on the second motor side are arranged in an empty sleeve on the second-stage connecting shaft (15) on the second motor side, and the second meshing sleeve (13) is slidably connected to the first-stage driving gear (17) on the second motor side, the second gear hub (16) and the second-stage driving gear (14) on the second motor side via a spline.

5. The multi-mode multi-functional dual-motor electric drive axle according to claim 4, characterized in that: The differential IV comprises: a differential housing (26) and a bevel gear set (27); The differential housing (26) is fixedly connected to the planet carrier (25), and the bevel gear set (27) is sleeved inside the differential housing (26); The left half shaft (28) and the right half shaft (12) are respectively connected to the bevel gear set (27) in the differential IV through splines; the second gear driven gear (11) and the planet carrier (25) are arranged with an idler sleeve outside the right half shaft (12); the first gear driven gear (10) and the sun gear (22) are arranged with an idler sleeve outside the second gear driven gear (11) and the planet carrier (25); The power take-off device V comprises: a power take-off shaft transition gear (29), a power take-off shaft (30), a power take-off shaft driving gear (31), a power take-off shaft driven gear (32), a power take-off shaft (33), and a power take-off pump (33); The power take-off shaft transition gear (29) meshes with the primary driven gear (4) on the first motor side, and the power of the first motor (1) is sequentially outputted to the power take-off pump (33) through the primary motor connecting shaft (2) on the first motor side, the primary driving gear (3) on the first motor side, the primary driven gear (4) on the first motor side, the power take-off shaft transition gear (29), the power take-off shaft (30), the power take-off shaft driving gear (31), the power take-off shaft secondary driven gear (32), and the power take-off shaft secondary (33).

6. The multi-mode multi-functional dual-motor electric drive axle according to claim 2, characterized in that: The first gear driven gear (10) is meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side respectively; the first gear driven gear (10) is fixedly connected to the planet carrier (25) of the planetary reduction mechanism III; and the planet carrier (25) is fixedly connected to the differential IV; The second-gear driven gear (11) is respectively meshed with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side, and the second-gear driven gear (11) is connected to the sun gear (22) of the planetary reduction mechanism III.

7. A multi-mode multi-function dual-motor electric drive bridge, characterized in that: include: A first motor (1) and a first reduction mechanism I connected to the first motor (1), a second motor (21) and a second reduction mechanism II connected to the second motor (21), a first gear driven gear (10), a second gear driven gear (11), a third reduction mechanism VI, a differential IV, an axle output shaft and a power take-off V; The first reduction mechanism I and the second reduction mechanism II are symmetrically arranged on both sides of the left half shaft (28) and the right half shaft (12) of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share a first gear driven gear (10), a second gear driven gear (11), a third reduction mechanism VI and a differential IV; The first gear driven gear (10) is meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side respectively, the first gear driven gear (10) is connected to the differential IV via the third speed reduction mechanism VI, and the differential IV is connected to the axle output shaft; The second-gear driven gear (11) is meshed with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side respectively; the second-gear driven gear (11) is connected to the differential IV via a third speed reduction mechanism VI; and the differential IV is connected to the axle output shaft; The first reduction mechanism I switches between the first gear, neutral gear and second gear by sliding the first meshing sleeve (7); the second reduction mechanism II switches between the first gear, neutral gear and second gear by sliding the second meshing sleeve (13); The power take-off V is connected to the first motor (1) via a first reduction mechanism I.

8. The multi-mode multi-functional dual-motor electric drive axle according to claim 7, characterized in that: The third reduction mechanism VI comprises: a three-stage connecting shaft (41), a directly connected output shaft (42), a three-stage output gear (43), a first motor side four-stage input gear (44), a first motor side four-stage connecting shaft (45), a first motor side four-stage output gear (46), a differential case and a four-stage driven gear connecting shaft (47), a four-stage driven gear (48), a second motor side four-stage input gear (49), a second motor side four-stage connecting shaft (50), and a second motor side four-stage output gear (51); The first gear driven gear (10) is connected to the three-stage connecting shaft (41). In the first gear, the power of the first motor (1) passes through the first reduction mechanism I and the power of the second motor (21) passes through the second reduction mechanism II. After merging at the first gear driven gear (10), the power is sequentially transmitted to the three-stage connecting shaft (41) and the three-stage output gear (43), and then divided to the four-stage input gear (44) on the first motor side and the four-stage input gear (49) on the second motor side. The four-stage input gear (44) on the first motor side and the four-stage output gear (46) on the first motor side are respectively fixedly connected to the four-stage connecting shaft (45) on the first motor side through splines. The four-stage input gear (49) on the second motor side and the four-stage output gear (51) on the second motor side are respectively fixedly connected to the four-stage connecting shaft (50) on the second motor side through splines. The power of the four-stage input gear (44) on the first motor side passes through the four-stage connecting shaft (45) on the first motor side and the four-stage output gear (46) on the first motor side, and is transmitted to the four-stage driven gear (48). The power of the second motor side four-stage input gear (49) is transmitted to the four-stage driven gear (48) through the second motor side four-stage connecting shaft (50) and the second motor side four-stage output gear (51) in sequence; The power of the first motor side four-stage output gear (46) and the second motor side four-stage output gear (51) are combined at the four-stage driven gear (48), and then transmitted to the differential case (26) and bevel gear set (27) of differential IV through the differential case and the four-stage driven gear connecting shaft (47), and finally output to the left half shaft (28) and the right half shaft (12); In the second gear, the power of the first motor (1) passes through the first reduction mechanism I and the power of the second motor (21) passes through the second reduction mechanism II, and after merging with the second gear driven gear (11), is transmitted to the direct output shaft (42), and then transmitted to the differential case (26) and bevel gear set (27) of the differential IV through the differential case and the four-stage driven gear connecting shaft (47), and finally output to the left half shaft (28) and the right half shaft (12).

9. A gear mode control method for a multi-mode multifunctional dual-motor electric drive axle according to any one of claims 2 to 6, characterized in that: include: Mode 1, comprising: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the first gear driving gear (6) on the first motor side by moving, and the second meshing sleeve (13) of the second reduction mechanism II is coupled to the first gear driving gear (17) on the second motor side by moving; the power of the first motor passes through the first reduction mechanism I and the power of the second motor (21) passes through the second reduction mechanism II, and converges to the first gear driven gear (10), and the power is sequentially transmitted to the left half shaft (28) and the right half shaft (12) for output respectively through the first gear driven gear (10), the planetary reduction mechanism III, and the differential IV; Mode 2, comprising: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the first gear driving gear (6) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is coupled to the second gear driving gear (14) on the second motor side by moving, the power of the first motor (1) passes through the first reduction mechanism I, the first gear driven gear (10), and the planetary reduction mechanism III to the planetary carrier (25), the power of the second motor (21) passes through the second reduction mechanism II, the second gear driven gear (11) to the planetary carrier (25), and after the power of the first motor (1) and the power of the second motor (21) are combined at the planetary carrier (25), they are respectively transmitted to the left half shaft (28) and the right half shaft (12) for output through the differential IV; Mode three, comprising: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the second gear driving gear (9) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is coupled to the second gear driving gear (14) on the second motor side by moving, the power of the first motor (1) passes through the first reduction mechanism I, the power of the second motor (21) passes through the second reduction mechanism II, the power of the first motor (1) and the power of the second motor (21) are combined to the second gear driven gear (11), and then transmitted to the left half shaft (28) and the right half shaft (12) respectively for output through the differential IV; Mode 4, comprising: the first meshing sleeve (7) of the first reduction mechanism I and the second meshing sleeve (13) of the second reduction mechanism II are both located in a neutral position, and the first motor (1) and the second motor (21) have no power output; Mode 5, comprising: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the first gear driving gear (6) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is located in a neutral position, the power of the first motor (1) is transmitted to the left half shaft (28) and the right half shaft (12) respectively through the first reduction mechanism I, the first gear driven gear (10), the planetary reduction mechanism III, and the differential IV for output, and the second motor (21) has no power output; Mode six, including: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the second gear driving gear (9) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is located in a neutral position, the power of the first motor (1) is transmitted to the left half shaft (28) and the right half shaft (12) respectively through the first reduction mechanism I, the second gear driven gear (11), the planetary carrier (25), and the differential IV, and the second motor (21) has no power output.

10. A commercial vehicle, characterized in that: A multi-mode multi-functional dual-motor electric drive axle according to any one of claims 1-8 is installed.

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