Electric drive axle

Abstract

The present invention provides an electric drive axle comprising multiple motors, two output half-shafts connected by a differential, and a central shaft. A first transmission mechanism is provided between each motor and the central shaft, and a second transmission mechanism and a third transmission mechanism are provided between the central shaft and the differential. Each first transmission mechanism comprises a first intermediate shaft, a first shifting device, and a first gear transmission unit and a second gear transmission unit. The second transmission mechanism comprises a second shifting device, and a third gear transmission unit and a fourth gear transmission unit having different gear ratios are provided between the second shifting device and the differential. The third transmission mechanism comprises a third shifting device sleeved on the central shaft, and the central shaft can be directly drive-connected to the differential through engagement of the third shifting device. The electric drive axle of the present invention facilitates gear adjustment and output of different torques, and also helps improve the reliability of the electric drive axle during use.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile parts, and in particular to an electric drive axle. Background Art

[0002] With the country's increasing demands for energy conservation and environmental protection, and with people's growing environmental awareness, electric vehicles are gaining popularity and becoming a primary means of transportation for daily commutes. However, most electric vehicles currently utilize a single motor and a fixed reduction ratio drive system with multiple gears, resulting in a complex overall structure. This not only results in large dimensions and is unfavorable for overall vehicle layout, but also renders the vehicle inoperable if the motor fails, seriously impacting its reliability. Summary of the Invention

[0003] In view of this, the present invention aims to provide an electric drive axle to facilitate gear adjustment and improve reliability during use.

[0004] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0005] An electric drive axle includes a plurality of motors, two output half-shafts connected by a differential, and a central shaft sleeved on one of the output half-shafts, wherein:

[0006] A first transmission mechanism is provided between each of the motors and the central shaft, and a second transmission mechanism and a third transmission mechanism are provided between the central shaft and the differential;

[0007] Each of the first transmission mechanisms comprises a first intermediate shaft transmission-connected to the motor, a first shifting device sleeved on the first intermediate shaft, and a first gear transmission unit and a second gear transmission unit with different transmission ratios disposed between the first shifting device and the central shaft, and the first shifting device can be selectively transmission-connected to the central shaft via either the first gear transmission unit or the second gear transmission unit;

[0008] The second transmission mechanism comprises a second shifting device sleeved on the central shaft, and a third gear transmission unit and a fourth gear transmission unit having different transmission ratios are provided between the second shifting device and the differential, and the second shifting device can be selectively connected to the differential through the third gear transmission unit or the fourth gear transmission unit;

[0009] The third transmission mechanism has a third shifting device sleeved on the central shaft, and the central shaft can be directly connected to the differential through the engagement of the third shifting device.

[0010] Furthermore, the first gear transmission unit includes a first driving gear arranged on one side of the first shifting device, and a first driven gear arranged on the central shaft and meshing with the first driving gear; the second gear transmission unit includes a second driving gear arranged on the other side of the first shifting device, and a second driven gear arranged on the central shaft and meshing with the second driving gear; each of the first gear transmission units shares one first driven gear, and / or each of the second gear transmission units shares one second driven gear.

[0011] Furthermore, a second intermediate shaft is provided on the radially outer side of the central shaft, and a plurality of the second intermediate shafts are connected to the differential drive through a second transmission gear set; the third gear transmission unit and the fourth gear transmission unit are both connected to the differential drive through the second intermediate shaft.

[0012] Furthermore, the third gear transmission unit includes a third driving gear arranged on one side of the second shifting device, and a third driven gear arranged on the second intermediate shaft and meshing with the third driving gear; the fourth gear transmission unit includes a fourth driving gear arranged on the other side of the second shifting device, and a fourth driven gear arranged on the second intermediate shaft and meshing with the fourth driving gear.

[0013] Furthermore, the second transmission gear set includes a sixth driven gear connected to the differential, and a sixth driving gear respectively provided on each of the second intermediate shafts, and each of the sixth driving gears is meshed with the sixth driven gear.

[0014] Furthermore, the motor is coaxially arranged with the first intermediate shaft and connected to one end of the first intermediate shaft; or, the motor is connected to the first intermediate shaft through a first transmission gear set and is offset to one side of the first intermediate shaft.

[0015] Furthermore, the radial distances between the second intermediate shaft and the first intermediate shaft and the central shaft are the same or different, the differential is arranged at one end of the electric drive axle, and each of the motors is arranged at the other end of the electric drive axle relative to the differential.

[0016] Furthermore, the motor is connected to the first intermediate shaft through a first transmission gear set, and is offset on one side of the first intermediate shaft; the second intermediate shaft and the first intermediate shaft are arranged in parallel and staggered on the radial outside of the central shaft, and the motor and the second intermediate shaft are arranged in parallel and staggered on the radial outside of the central shaft, and the motor is arranged close to the differential.

[0017] Furthermore, each of the two output half shafts is provided with a planetary gear reduction mechanism, and each of the output half shafts is connected to the wheel transmission through the planetary gear reduction mechanism.

[0018] Furthermore, the first transmission gear set includes a fifth driving gear provided on the motor, and a fifth driven gear provided on the first intermediate shaft and meshing with the fifth driving gear, and the outer diameter of the fifth driving gear is smaller than that of the fifth driven gear.

[0019] Compared with the prior art, the present invention has the following advantages:

[0020] In the electric drive axle described in the present invention, the first shifting device can be selectively connected to the central shaft through the first gear transmission unit or the second gear transmission unit, and the second shifting device can be selectively connected to the differential through the third gear transmission unit or the fourth gear transmission unit. The central shaft is directly connected to the differential through the third shifting device, which is convenient for adjusting the gear and outputting different torques. At the same time, the arrangement of dual motors and the central shaft can also improve the reliability and stability of the electric drive axle during use. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0022] Figure 1 A schematic structural diagram of the electric drive axle according to the first embodiment of the present invention;

[0023] Figure 2 This is another structural schematic diagram of the electric drive axle according to the second embodiment of the present invention;

[0024] Figure 3 A schematic structural diagram of an electric drive axle according to a second embodiment of the present invention;

[0025] Figure 4 This is another structural schematic diagram of the electric drive axle according to the second embodiment of the present invention;

[0026] Description of reference numerals:

[0027] 1. First motor; 2. Second motor; 3. First shifting device; 4. Second shifting device; 5. Third shifting device;

[0028] 10. First motor output shaft; 11. Fifth driving gear; 12. Fifth driven gear; 13. Second motor output shaft;

[0029] 30. First intermediate shaft; 31. First driving gear; 32. Second driving gear;

[0030] 40. Central shaft; 41. First driven gear; 42. Second driven gear;

[0031] 50. Second intermediate shaft; 51. Third driving gear; 52. Fourth driving gear; 54. Sixth driving gear; 55. Third driven gear; 56. Fourth driven gear;

[0032] 60. Output half shaft; 62. Differential; 64. Sixth driven gear;

[0033] 70. Planetary gear reduction mechanism. DETAILED DESCRIPTION

[0034] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0035] In the description of the present invention, it should be noted that if terms such as "upper," "lower," "inner," and "outer" appear to indicate orientation or positional relationships, these are based on the orientation or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, if terms such as "first" through "sixth" appear, they are used solely for descriptive purposes and should not be construed as indicating or implying relative importance.

[0036] Furthermore, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, they may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in the present invention based on the specific circumstances.

[0037] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0038] Example 1

[0039] This embodiment relates to an electric drive axle comprising multiple motors, two output half-shafts 60 connected by a differential 62, and a central shaft 40 sleeved on one of the output half-shafts 60. A first transmission mechanism is provided between each motor and the central shaft 40, and a second transmission mechanism and a third transmission mechanism are provided between the central shaft 40 and the differential 62.

[0040] like Figure 1As shown in FIG, as a preferred embodiment, this embodiment specifically illustrates the structure of an electric drive axle using two motors as an example. Each first transmission mechanism comprises a first intermediate shaft 30 drivingly connected to the motor, a first shifting device 3 sleeved on the first intermediate shaft 30, and first and second gear transmission units with different transmission ratios disposed between the first shifting device 3 and the central shaft 40. The first shifting device 3 can be selectively connected to the central shaft 40 via either the first or second gear transmission unit.

[0041] For the convenience of description below, in this embodiment, Figure 1 The orientation shown is the reference. Figure 1 The upper motor is called the first motor 1, and the lower motor is called the second motor 2. Meanwhile, as a preferred embodiment, the two first intermediate shafts 30, and the first motor 1 and the second motor 2 are all arranged symmetrically with the central axis 40 as the center.

[0042] In a specific implementation, each motor is coaxially arranged with the first intermediate shaft 30 and connected to one end of the first intermediate shaft 30. Figure 1 As shown in FIG, a first intermediate shaft 30, which is arranged on the same side as the first motor 1, is coaxially arranged with the first motor output shaft 10 of the first motor 1. Furthermore, a first intermediate shaft 30, which is arranged on the same side as the second motor 2, is coaxially arranged with the second motor output shaft 13 of the second motor 2. In this case, the electric drive axle is suitable for heavy-duty commercial vehicles with low wheel-side torque load requirements.

[0043] Of course, except for Figure 1 The motor shown in FIG is coaxially arranged with the first intermediate shaft 30, as shown in FIG. Figure 2 As shown, the motor in this embodiment can also be connected to the first intermediate shaft 30 through the first transmission gear set and offset to one side of the first intermediate shaft 30. Figure 2 The electric drive axle shown has higher reliability and enhanced load carrying capacity, and is suitable for heavy-duty and super-heavy-duty commercial vehicles. Figure 1 The electric drive bridge in the Figure 2 As shown in , the electric drive axle with the first transmission gear set added based on the first structure is called the second structure.

[0044] In terms of specific structure, refer to Figure 2 As shown in the figure, in the second structure, the first transmission gear set includes a fifth driving gear 11 provided on the motor, and a fifth driven gear 12 provided on the first intermediate shaft 30 and meshing with the fifth driving gear 11. The outer diameter of the fifth driving gear 11 is smaller than that of the fifth driven gear 12, and both the first motor 1 and the second motor 2 drive the fifth driving gear 11 to rotate, thereby driving the fifth driven gear 12 to transmit power, thereby driving the first intermediate shaft 30 on the same side to rotate.

[0045] Still refer to Figure 1 As shown in FIG, in the electric drive axle of this embodiment, the first gear transmission unit includes a first driving gear 31 provided on one side of the first shifting device 3, and a first driven gear 41 provided on the central shaft 40 and meshing with the first driving gear 31. The second gear transmission unit includes a second driving gear 32 provided on the other side of the first shifting device 3, and a second driven gear 42 provided on the central shaft 40 and meshing with the second driving gear 32.

[0046] The first shifting device 3 in this embodiment can be a bidirectional synchronizer in the prior art, which is a mature product and facilitates connecting the first shifting device 3 to the central shaft 40 via the first gear transmission unit or the second gear transmission unit. The different transmission ratios of the first gear transmission unit and the second gear transmission unit facilitate the adjustment of two different gear positions.

[0047] As a preferred embodiment, still refer to Figure 1 As shown in FIG, the two first gear transmission units share a first driven gear 41, and the two second gear transmission units share a second driven gear 42. This arrangement is conducive to improving the integration effect of the entire electric drive axle, thereby reducing production costs and reducing the space occupied in the vehicle.

[0048] It is understood that in this embodiment, only the two first gear transmission units can share a first driven gear 41, or only the two second gear transmission units can share a second driven gear 42. In this case, a good performance can also be achieved. However, compared with the solution of sharing both the first driven gear 41 and the second driven gear 42, there is no advantage in space occupation and cost.

[0049] In addition, it is also possible to make each first gear transmission unit include a separately provided first driving gear 31 and a first driven gear 41, and to make each second gear transmission unit include a separately provided second driving gear 32 and a second driven gear 42, but this will occupy more axial space.

[0050] The second transmission mechanism in this embodiment includes a second shifting device 4 mounted on a central shaft 40, and a third gear transmission unit and a fourth gear transmission unit having different transmission ratios are provided between the second shifting device 4 and the differential 62. The second shifting device 4 can be selectively connected to the differential 62 via either the third gear transmission unit or the fourth gear transmission unit.

[0051] The third transmission mechanism includes a third shifting device 5 sleeved on the central shaft 40. The central shaft 40 can be directly connected to the differential 62 through the engagement of the third shifting device 5.

[0052] In this embodiment, the different transmission ratios of the third gear transmission unit and the fourth gear transmission unit, as well as the configuration of the third shifting device 5 , are conducive to changing the torque transmitted to the differential 62 , thereby changing the output gear.

[0053] The second shifter 4 also utilizes a conventional bidirectional synchronizer, while the third shifter 5 utilizes a conventional unidirectional synchronizer. During operation, only one of the second or third shifters 4 and 5 is operational, while the other is in neutral. During shifting between the second and third shifters 4 and 5, the input power from the dual motors is canceled, effectively interrupting torque transmission.

[0054] In the electric drive axle of this embodiment, the first shifting device 3 can be selectively connected to the central shaft 40 through the first gear transmission unit or the second gear transmission unit, and the second shifting device 4 can also be selectively connected to the differential 62 through the third gear transmission unit or the fourth gear transmission unit. The central shaft 40 can be directly connected to the differential 62 through the engagement of the third shifting device 5, so that the gear position can be adjusted and different torques can be output.

[0055] Based on the overall introduction of the second transmission mechanism and the third transmission mechanism, still refer to Figure 1 A plurality of second intermediate shafts 50 are provided radially outwardly of the central shaft 40. Each second intermediate shaft 50 is drivingly connected to the differential 62 via a second transmission gear set. The third and fourth gear transmission units are both drivingly connected to the differential 62 via the plurality of second intermediate shafts 50.

[0056] As an exemplary structure, the third gear transmission unit includes a third driving gear 51 disposed on one side of the second shifting device 4, and a third driven gear 55 disposed on each second intermediate shaft 50 and meshing with the third driving gear 51. The fourth gear transmission unit includes a fourth driving gear 52 disposed on the other side of the second shifting device 4, and a fourth driven gear 56 disposed on each second intermediate shaft 50 and meshing with the fourth driving gear 52.

[0057] The second transmission gear set specifically includes a sixth driven gear 64 connected to the differential 62, and a sixth driving gear 54 provided on each second intermediate shaft 50. Each sixth driving gear 54 meshes with the sixth driven gear 64. This arrangement facilitates further adjustment of the torque transmitted to the differential 62.

[0058] In this embodiment, as a preferred implementation, two second intermediate shafts 50 are also arranged on either side of the central shaft 40. The two second intermediate shafts 50 are symmetrically arranged on opposite sides of the central shaft 40, and the two second intermediate shafts 50 are also provided in a one-to-one correspondence with the first intermediate shafts 30 and the central shaft 40 in the two first transmission mechanisms. This further improves the reliability of the electric drive axle during use.

[0059] In the electric drive axle of this embodiment, the specifications of the motor can be as small as possible while meeting the usage requirements, which is conducive to reducing the production cost of the electric drive axle and reducing the space occupied in the vehicle.

[0060] Moreover, the electric drive axle of this embodiment adopts Figure 1 When the structure shown in , it can be used in models with small wheel torque load requirements. Figure 2 The structure shown in is beneficial to reducing the torque demand for the first motor 1 and the second motor 2, and is suitable for models with higher load-bearing requirements.

[0061] In the electric drive axle of this embodiment, the transmission paths of the motors in different gears are basically the same when in use. Figure 1 The first structure shown in FIG is used as an example for explanation, wherein the transmission path of the first motor 1 when in use is as follows:

[0062] When the first motor 1 is in first gear, it drives the first intermediate shaft 30 on the same side of the transmission via its first motor output shaft 10. The first shifting device 3 transmits torque to the center shaft 40 through the cooperation of the first driving gear 31 and the first driven gear 41. The second shifting device 4 then transmits torque to the second intermediate shaft 50 on the same side through the cooperation of the third driving gear 51 and the third driven gear 55. At this point, the third shifting device 5 is in neutral. The second intermediate shaft 50 transmits torque to the differential 62 through the cooperation of the sixth driving gear 54 and the sixth driven gear 64. The torque is then transmitted to both ends of the output half-shaft 60 via the differential 62.

[0063] When the first motor 1 is in second gear, it drives the first intermediate shaft 30 on the same side of the transmission via its first motor output shaft 10. The first shifting device 3 transmits torque to the center shaft 40 through the cooperation of the second driving gear 32 and the second driven gear 42. The second shifting device 4 then transmits torque to the second intermediate shaft 50 on the same side through the cooperation of the third driving gear 51 and the third driven gear 55. At this point, the third shifting device 5 is in neutral. The second intermediate shaft 50 transmits torque to the differential 62 through the cooperation of the sixth driving gear 54 and the sixth driven gear 64. The torque is then transmitted to both ends of the output half-shaft 60 via the differential 62.

[0064] When the first motor 1 is in third gear, it drives the first intermediate shaft 30 on the same side of the transmission via its first motor output shaft 10. The first shifting device 3 transmits torque to the center shaft 40 through the cooperation of the first driving gear 31 and the first driven gear 41. The second shifting device 4 then transmits torque to the second intermediate shaft 50 on the same side through the cooperation of the fourth driving gear 52 and the fourth driven gear 56. At this point, the third shifting device 5 is in neutral. The second intermediate shaft 50 transmits torque to the differential 62 through the cooperation of the sixth driving gear 54 and the sixth driven gear 64. The torque is then transmitted to both ends of the output half-shaft 60 via the differential 62.

[0065] When the first motor 1 is in the fourth gear, the first motor 1 drives the first intermediate shaft 30 on the same side to rotate via the first motor output shaft 10 of the first motor 1. The first shifting device 3 transmits torque to the central shaft 40 through the cooperation of the second driving gear 32 and the second driven gear 42. Then, the second shifting device 4 transmits torque to the second intermediate shaft 50 on the same side through the cooperation of the fourth driving gear 52 and the fourth driven gear 56. At this time, the third shifting device 5 is in the neutral position. The second intermediate shaft 50 transmits torque to the differential 62 through the cooperation of the sixth driving gear 54 and the sixth driven gear 64. The torque is then transmitted to both ends of the output half shaft 60 through the differential 62.

[0066] When the first motor 1 is in fifth gear, the first motor 1 drives the first intermediate shaft 30 on the same side to rotate via the first motor output shaft 10 of the first motor 1. The first shifting device 3 transmits torque to the central shaft 40 through the cooperation of the first driving gear 31 and the first driven gear 41. At this time, the second shifting device 4 is in neutral, and the central shaft 40 transmits torque to the differential 62 via the third shifting device 5. The torque is then transmitted to both ends of the output half-shaft 60 via the differential 62.

[0067] When the first motor 1 is in sixth gear, it is driven by the first motor 1, via the first motor output shaft 10, to rotate the first intermediate shaft 30 on the same side. The first shifting device 3 transmits torque to the central shaft 40 through the cooperation of the second driving gear 32 and the second driven gear 42. At this time, the second shifting device 4 is in neutral, and the central shaft 40 transmits torque to the differential 62 via the third shifting device 5. The torque is then transmitted to both ends of the output half-shaft 60 via the differential 62.

[0068] In this embodiment, the first motor 1 and the second motor 2 each have first to sixth gears and a neutral gear when in use. In specific use, the first motor 1 and the second motor 2 can operate synchronously, or only the first motor 1 or the second motor 2 can operate. When the two motors operate synchronously, the specific gear combinations of the first motor 1 and the second motor 2 in this embodiment are as follows:

[0069] When the first motor 1 is in the first gear and the second gear, the second motor 2 can switch between the first gear, the second gear, or neutral. When the first motor 1 is in the third gear and the fourth gear, the second motor 2 can switch between the third gear, the fourth gear, or neutral. When the first motor 1 is in the fifth gear and the sixth gear, the second motor 2 can switch between the fifth gear, the sixth gear, or neutral.

[0070] When the second motor 2 is in a different gear, the gear that the first motor 1 can adjust is aligned with the corresponding gear of the first motor 1 and the second motor 2. In this embodiment, by providing dual motors, a shift operation can be performed on one motor while the other is in the current gear, thereby enabling uninterrupted shifting, improving shifting smoothness and stability during use.

[0071] In this embodiment, the two motors in gears 1 to 6 can achieve high-torque driving under heavy and medium loads, and low to medium speeds. Under low-load conditions, one motor can be disengaged and shut down, allowing the other to drive independently, thereby improving driving efficiency under low loads and providing flexibility in usage scenarios.

[0072] In this embodiment, it should be noted that, in addition to the two motors mentioned above, three, four or more motors may be arranged circumferentially along the central axis 40. When three or more motors are used, the entire electric drive axle can adjust more gears and have a wider adaptability. Of course, in specific implementation, the number of motors can be selected according to usage requirements, as long as the usage requirements are met. Preferably, when the number of motors is more than two, each first gear transmission unit can still share a first driven gear 41, and each second gear transmission unit can still share a second driven gear 42, thereby realizing that the first gear transmission unit and the second gear transmission unit are respectively connected to the transmission of the central axis 40.

[0073] Of course, it is also feasible to have each first gear transmission unit individually connected to the central shaft 40 via a first driven gear 41, and each second gear transmission unit individually connected to the central shaft 40 via a second driven gear 42. However, this solution requires more space for arrangement and is more expensive to produce.

[0074] In addition, it should be noted that in this embodiment, in addition to making the radial distances between the second intermediate shaft 50 and the first intermediate shaft 30 and the central axis 40 the same, it is also possible to make the radial distances between the second intermediate shaft 50 and the first intermediate shaft 30 and the central axis 40 different, so that the two are parallel to each other but staggered. Figure 1 and Figure 2 In the various structures shown, the differential 62 is specifically arranged at one end of the electric drive axle, and the motors are arranged at the other end of the electric drive axle relative to the differential 62.

[0075] Example 2

[0076] This embodiment also relates to an electric drive bridge, which has a structure substantially the same as that of the electric drive bridge in the first embodiment, except that: Figure 3 As shown in , the description is still made by taking two motors as an example.

[0077] In this embodiment, each motor is connected to the first intermediate shaft 30 via a first transmission gear set and is offset to one side of the first intermediate shaft 30. The second intermediate shaft 50 and the first intermediate shaft 30 are arranged in parallel and staggered radially outward from the center shaft 40. The motors are also arranged in parallel and staggered radially outward from the second intermediate shaft 50 and the center shaft 40, and are also located close to the differential 62.

[0078] It is understandable that Figure 3 The arrangement of the electric drive axle is a variation of the second structure of the embodiment 1. Figure 3As shown in the above, the main difference between the structures shown in this embodiment is that the first intermediate shaft 30 and the second intermediate shaft 50 are arranged in parallel and staggered on the radial outside of the central shaft 40, and each motor and the second intermediate shaft 50 are arranged in parallel and staggered on the radial outside of the central shaft 40, and specifically, the second intermediate shaft 50 and the motor are arranged in an inside-outside nested manner in the radial direction of the central shaft 40.

[0079] The structural arrangement of this embodiment can fully utilize the radial outer space of the central axis 40, significantly reducing the radial dimension of the central axis 40 of the electric drive axle, thereby further reducing the axial length of the entire electric drive axle, thereby making it more convenient to arrange and implement it in the vehicle. Figure 3 The electric drive axle of the shown structural form can be applied to medium and heavy trucks.

[0080] In addition, in this embodiment, as one implementation form, a planetary gear reduction mechanism 70 may also be provided on the two output half-shafts 60. The planetary gear reduction mechanism 70 may be a fixed-speed ratio reduction mechanism, so that each output half-shaft 60 is transmission-connected to the wheels via the fixed-speed ratio planetary gear reduction mechanism 70. The planetary gear reduction mechanism 70 in this embodiment may employ a mature planetary gear reduction structure in the prior art, which has advantages such as mature product, small footprint, and high transmission efficiency.

[0081] The electric drive axle in this embodiment can effectively reduce the rotation speed and increase the torque by providing the planetary gear reduction mechanism 70, thereby improving the transmission efficiency.

[0082] In terms of specific structure, Figure 4 As shown in the figure, the electric drive axle shown is based on Figure 3 The structure shown in the figure is increased by a planetary gear reduction mechanism 70. Figure 4 The electric drive axle of the structure shown can be used on heavy trucks to achieve better driving effect and stability in use.

[0083] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An electric drive axle, characterized by: The invention comprises a plurality of motors, two output half shafts (60) connected by a differential (62), and a central shaft (40) sleeved on one of the output half shafts (60), wherein: A first transmission mechanism is provided between each of the motors and the central shaft (40), and a second transmission mechanism and a third transmission mechanism are provided between the central shaft (40) and the differential (62); Each of the first transmission mechanisms comprises a first intermediate shaft (30) connected to the motor, a first shifting device (3) sleeved on the first intermediate shaft (30), and a first gear transmission unit and a second gear transmission unit with different transmission ratios arranged between the first shifting device (3) and the central shaft (40), and the first shifting device (3) can be selectively connected to the central shaft (40) through the first gear transmission unit or the second gear transmission unit; The second transmission mechanism has a second shifting device (4) sleeved on the central shaft (40), and a third gear transmission unit and a fourth gear transmission unit with different transmission ratios are provided between the second shifting device (4) and the differential (62), and the second shifting device (4) can be selectively connected to the differential (62) through the third gear transmission unit or the fourth gear transmission unit; The third transmission mechanism has a third shifting device (5) sleeved on the central shaft (40), and the central shaft (40) can be directly connected to the differential (62) through the engagement of the third shifting device (5); A plurality of second intermediate shafts (50) are provided on the radially outer side of the central shaft (40), and the plurality of second intermediate shafts (50) are transmission-connected to the differential (62) via a second transmission gear set; the third gear transmission unit and the fourth gear transmission unit are both transmission-connected to the differential (62) via the plurality of second intermediate shafts (50); The motor is connected to the first intermediate shaft (30) through a first transmission gear set and is offset to one side of the first intermediate shaft (30); the second intermediate shaft (50) and the first intermediate shaft (30) are arranged in parallel and staggered on the radial outside of the central shaft (40); the motor and the second intermediate shaft (50) are arranged in parallel and staggered on the radial outside of the central shaft (40), and the motor is arranged close to the differential (62); the second intermediate shaft (50) and the motor are arranged in an inner and outer nested manner in the radial direction of the central shaft (40).

2. The electric drive axle according to claim 1, characterized in that: The first gear transmission unit comprises a first driving gear (31) provided on one side of the first shifting device (3), and a first driven gear (41) provided on the central shaft (40) and meshing with the first driving gear (31); The second gear transmission unit comprises a second driving gear (32) arranged on the other side of the first shifting device (3), and a second driven gear (42) arranged on the central shaft (40) and meshing with the second driving gear (32); Each of the first gear transmission units shares one first driven gear (41), and / or each of the second gear transmission units shares one second driven gear (42).

3. The electric drive axle according to claim 1, characterized in that: The third gear transmission unit comprises a third driving gear (51) provided on one side of the second shifting device (4), and a third driven gear (55) provided on each of the second intermediate shafts (50) and meshing with the third driving gear (51); The fourth gear transmission unit comprises a fourth driving gear (52) arranged on the other side of the second shifting device (4), and a fourth driven gear (56) arranged on each of the second intermediate shafts (50) and meshing with the fourth driving gear (52).

4. The electric drive axle according to claim 1, characterized in that: The second transmission gear set includes a sixth driven gear (64) connected to the differential (62), and a sixth driving gear (54) respectively provided on each of the second intermediate shafts (50), and each of the sixth driving gears (54) is meshed with the sixth driven gear (64).

5. The electric drive axle according to claim 1, characterized in that: A planetary gear reduction mechanism (70) is provided on each of the two output half shafts (60), and each output half shaft (60) is connected to the wheel through the planetary gear reduction mechanism (70).

6. The electric drive axle according to claim 1, characterized in that: The first transmission gear set comprises a fifth driving gear (11) provided on the motor, and a fifth driven gear (12) provided on the first intermediate shaft (30) and meshing with the fifth driving gear (11), wherein the outer diameter of the fifth driving gear (11) is smaller than that of the fifth driven gear (12).

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