A dual-motor two-speed unpowered power-off drive axle

Abstract

The present invention relates to a dual-motor two-speed non-power-interruption electric drive bridge, comprising a differential, an output shaft, and a motor drive unit; the output shaft comprises a left output half shaft and a right output half shaft, the differential has an input end and two output ends, one of the output ends is connected to the left output half shaft, and the other output end is connected to the right output half shaft, and the input end of the differential is connected to an intermediate shaft gear; the motor drive unit comprises two motor drive assemblies arranged in parallel on both sides of the output shaft, the motor drive assembly comprises a drive motor, a compound planetary gear, and a high-low gear reduction mechanism; the two high-low gear reduction mechanisms are both meshed with the intermediate shaft gear. Two sets of motor drive units respectively arranged on both sides of the output shaft are used to realize the input to the output shaft, and the two sets of motor drive units are independently operated. When one set of the motor drive units shifts gears, the other set still maintains the input to the output shaft, and sequential shifting is performed, thereby realizing the purpose of non-power interruption during the shifting process.

Description

Technical Field

[0001] The invention relates to the field of vehicle transmission, and in particular to a dual-motor two-speed non-powered mid-power-off drive axle. Background Art

[0002] As a common transmission mechanism, drive axles are widely used in the transmission field of machinery and vehicles. In order to adapt to the development of new energy vehicle technology, electric drive axles driven by drive motors have emerged. At present, most electric drive axles are single-speed electric drive axles with high energy consumption, which cannot meet the requirements of more complex commercial vehicles. The newly developed two-speed electric drive axles have complex structures and the internal structures are not compact enough, so they are often large in size and difficult to install and arrange.

[0003] For example, patent CN215826460U mentions a two-speed high-speed ratio electric drive axle structure, including: a first input shaft; a second input shaft; a first and a second splitter gear; an intermediate shaft; a first and a second converging gear; a space shaft; a third converging gear; a synchronizer; an adapter plate; a first planetary gear; and a differential; wherein the first output half shaft and the second output half shaft are respectively connected to the second planetary gear and the third planetary gear for output. The two-speed high-speed ratio electric drive axle structure can meet the requirements of a large speed ratio for mining trucks by setting a five-stage reducer.

[0004] The electric drive axle structure in the above patent uses two motors for output. However, when connected for driving, the two motors are first connected to the same intermediate shaft, and the two motors drive the same intermediate shaft to rotate. The differential is then driven by the cooperation of several gears and a single planetary gear set to realize the operation of the differential, and then the output shaft is driven to rotate by the differential. In this way, firstly, since the two motors need to be connected to the same intermediate shaft, the distribution of the two motors and the position of the intermediate shaft are relatively fixed during installation, that is, the installation position is restricted and the installation is not flexible; secondly, when driving the differential, during the high and low gear shifting process, the synchronizer is moved to cooperate with the L gear tooth or the H gear tooth to achieve the shifting operation. During this process, when the synchronizer is moved from the L gear tooth to the H gear tooth or from the H gear tooth to the L gear tooth, there is a certain gap between the L gear tooth and the H gear tooth. Therefore, there will be a certain period of time in the middle when the power cannot be transmitted to the output shaft; in addition, when adjusting the speed ratio, since the two motors are directly connected to the same intermediate shaft, the two motors share the same set of reduction mechanism, and the adjustable range of the speed ratio is relatively narrow. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a dual-motor two-speed non-power-interruption electric drive axle which has flexible installation, large speed ratio and no power interruption when shifting gears.

[0006] In order to solve the above technical problems, the technical solution of the present invention is: a dual-motor two-speed unpowered power-off drive axle, the innovation of which is: comprising a differential, an output shaft, and a motor drive unit;

[0007] The output shaft includes a left output half shaft and a right output half shaft, the differential has an input end and two output ends, one of the output ends is connected to the left output half shaft, and the other output end is connected to the right output half shaft, and the input end of the differential is connected to an intermediate shaft gear;

[0008] The motor drive unit includes two motor drive components distributed in parallel on both sides of the output shaft, and the motor drive components include a drive motor, a compound planetary gear, and a high- and low-speed reduction mechanism;

[0009] The compound planetary gear comprises a sun gear, planetary gears, a planetary gear frame, and a gear ring. The sun gear is connected to a driving motor. There are several planetary gears distributed outside the circumference of the sun gear, and each planetary gear is connected to form a whole through the planetary gear frame. Each planetary gear is a composite tower gear structure formed by fixing a large planetary gear and a small planetary gear. The large planetary gear is meshed with the sun gear, and the small planetary gear is meshed with the gear ring.

[0010] The high and low gear reduction mechanism comprises a high and low gear sleeve, a first pinion, a first large gear, a second pinion, a second large gear, a first shaft, and a second shaft. The high and low gear sleeve is connected to the planetary gear frame. The first pinion and the first large gear are fixedly mounted on the first shaft in parallel. The second pinion and the second large gear are fixedly mounted on the second shaft in parallel. The first pinion meshes with the second large gear, and the first large gear meshes with the second pinion. The high and low gear sleeve is located between the first pinion and the first large gear, and the high and low gear sleeve is meshed with the first pinion or meshed with the first large gear by sliding the high and low gear sleeve to achieve switching of high and low gears.

[0011] The second pinions in both high and low gear reduction mechanisms are meshed with the intermediate shaft gears.

[0012] Furthermore, the two motor drive assemblies are distributed on both sides of the output shaft in the radial direction, and the two motor drive assemblies are located on the same side of the differential.

[0013] Furthermore, the differential has a flat and long outer shell, and the long axis direction of the outer shell of the differential is the radial direction of the output shaft, and the width direction of the outer shell of the differential is the axial direction of the output shaft.

[0014] Furthermore, the two motor drive assemblies are distributed on both sides of the output shaft in the axial direction, and the two motor drive assemblies are located on both sides of the differential.

[0015] Furthermore, the composite planetary gears of the two motor drive assemblies are coaxially arranged, and the two motor drive assemblies share the same high and low gear reduction mechanism.

[0016] Furthermore, the number of teeth of the small planetary gear is 1 / 3 of the number of teeth of the large planetary gear.

[0017] Furthermore, the left output half shaft and the right output half shaft are both equipped with a reduction planetary gear.

[0018] Furthermore, the axle housing of the electric drive axle is an integral axle housing, the housing of the drive motor and the housing of the high and low gear reduction mechanism are all aluminum alloy casting housings, and the first shaft, the second shaft and the output shaft are parallel to each other.

[0019] Furthermore, the differential is installed in the middle of the bridge housing, and a differential lock is also installed on the differential, and the differential lock is a face gear differential lock or a wet clutch differential lock.

[0020] The advantages of the present invention are as follows: in the present invention, two sets of motor drive units respectively arranged on both sides of the output shaft are used to realize the input to the output shaft, and the two sets of motor drive units operate independently. When one set of the motor drive units shifts gears, the other set still maintains the input to the output shaft, and sequential shifting is performed, thereby achieving the purpose of no power interruption during the shifting process, improving the driving comfort and reliability of the vehicle, and independently controlling the two sets of motors according to the road conditions, thereby improving the economy of the electric drive axle.

[0021] The structures of the two sets of motor drive components are designed to be the same, and the motor drive components can be made into a modular structure as a whole. During installation, a suitable location can be selected at will according to the on-site conditions for unified installation, and the entire installation is more flexible.

[0022] The composite planetary gear design is matched with the high and low gear reduction mechanism to increase the speed ratio and adapt to the output characteristics of the high-speed drive motor.

[0023] The second pinions in the two high and low gear reduction mechanisms are meshed with the intermediate shaft gear, realizing the power convergence of the two motor drive units, achieving mutual redundancy of the two sets of motors, and improving reliability.

[0024] By installing a reduction planetary gear on the left output half shaft and the right output half shaft, the speed ratio range can be further improved to meet the needs of different vehicles.

[0025] By arranging the two sets of motor drive units on both sides of the output shaft respectively, the bridge housing of the entire electric drive axle can adopt an integral bridge housing to increase the strength, and the outer shells of the drive motor and the high and low gear reduction mechanisms are made of aluminum alloy casting shells, so as to reduce the overall weight of the electric drive axle. In addition, combined with the parallel arrangement between the first shaft, the second shaft and the output shaft, the volume of the electric drive axle can be reduced, making the structure compact, and the improved layout can meet the installation and layout requirements of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0027] Figure 1 This is a schematic diagram of the first structure of the dual-motor two-speed unpowered power-off drive axle of the present invention.

[0028] Figure 2 It is a second structural schematic diagram of the dual-motor two-speed unpowered power-off drive axle of the present invention.

[0029] Figure 3 It is a third structural schematic diagram of the dual-motor two-speed unpowered power-off drive axle in the present invention. DETAILED DESCRIPTION

[0030] The following embodiments can enable those skilled in the art to more fully understand the present invention, but the present invention is not limited to the scope of the embodiments.

[0031] like Figure 1 The dual-motor two-speed unpowered mid-power-off drive axle shown includes a bridge housing, a differential 114 installed in the bridge housing, an output shaft, and a motor drive unit.

[0032] The output shaft includes a left output half shaft 115 and a right output half shaft 116, and the side ends of the left output half shaft 115 and the right output half shaft 116 are respectively connected to tires. The differential 114 includes a differential housing 113. The differential 114 has an input end and two output ends. One of the output ends of the differential 114 is connected to the left output half shaft 115, and the other output end of the differential 114 is connected to the right output half shaft 116. The input end of the differential 114 is connected to the intermediate shaft gear 112.

[0033] The motor drive unit comprises two motor drive assemblies which are arranged in parallel on both sides of the output shaft, and the two motor drive assemblies are respectively a first motor drive assembly and a second motor drive assembly.

[0034] The first motor drive assembly includes a first drive motor 101, a first compound planetary gear, and a first high-low gear reduction mechanism.

[0035] The first composite planetary row includes a first sun gear 102, a first planetary gear, a first planetary row frame 106, and a first ring gear 105. The first sun gear 102 and the first ring gear 105 are coaxially distributed from the inside to the outside. The first planetary gear is located between the first sun gear 102 and the first ring gear 105. The first sun gear 102 is connected to the first drive motor 101, and the first sun gear 102 is driven by the first drive motor 101 to rotate. There are several first planetary gears, which are distributed on the circumferential outer side of the first sun gear 102, and each first planetary gear is connected to form a whole through the first planetary row frame 106. Each first planetary gear is a composite tower gear structure fixed by the first large planetary gear 103 and the first small planetary gear 104. The size of the first large planetary gear 103 is larger than that of the first small planetary gear 104. The circumferential outer wall of the first large planetary gear 103 is meshed with the circumferential outer wall of the first sun gear 102, and the circumferential outer wall of the first small planetary gear 104 is meshed with the circumferential inner wall of the first ring gear 105. The use of this composite planetary gear structure enables the planetary gear itself to form a two-stage reduction, providing a good foundation for meeting the subsequent requirements for large speed ratios.

[0036] The first high-low gear reduction mechanism includes a first reducer housing and a first high-low gear sleeve 109, a first pinion Ⅰ107, a first large gear Ⅰ108, a second pinion Ⅰ111, a second large gear Ⅰ110, a first shaft Ⅰ, and a second shaft Ⅰ installed in the first reducer housing. The first high-low gear sleeve 109 is connected to the first planetary gear frame 106 via a spline. The first pinion Ⅰ107 and the first large gear Ⅰ108 are fixedly mounted on the first shaft in parallel. The second pinion Ⅰ111 and the second large gear Ⅰ110 are fixedly mounted on the first shaft in parallel. On the second shaft, the circumferential outer wall of the first small gear Ⅰ107 is meshed with the circumferential outer wall of the second large gear Ⅰ110, and the circumferential outer wall of the first large gear Ⅰ108 is meshed with the circumferential outer wall of the second small gear Ⅰ111. The first high and low gear sleeve 109 is located between the first small gear Ⅰ107 and the first large gear Ⅰ108, and the first high and low gear sleeve 109 is meshed with the first small gear Ⅰ107 or the first high and low gear sleeve 109 is meshed with the first large gear Ⅰ108 through the sliding of the first high and low gear sleeve 109, thereby realizing the switching of high and low gears.

[0037] The second motor drive assembly includes a second drive motor 117, a second compound planetary gear, and a second high-low gear reduction mechanism.

[0038] The second compound planetary row includes a second sun gear 118, a second planetary gear, a second planetary row frame 122, and a second ring gear 121. The second sun gear 118 and the second ring gear 121 are coaxially distributed from the inside to the outside. The second planetary gear is located between the second sun gear 118 and the second ring gear 121. The second sun gear 118 is connected to the second drive motor 117, and the second sun gear 118 is driven to rotate by the second drive motor 117. There are several second planetary gears distributed on the circumferential outer side of the second sun gear 118, and each second planetary gear is connected to form a whole through the second planetary row frame 122. Each second planetary gear is a composite tower gear structure fixed by a second large planetary gear 119 and a second small planetary gear 120. The size of the second large planetary gear 119 is larger than that of the second small planetary gear 120. The circumferential outer wall of the second large planetary gear 119 is meshed with the circumferential outer wall of the second sun gear 118, and the circumferential outer wall of the second small planetary gear 120 is meshed with the circumferential inner wall of the second ring gear 121.

[0039] The second high and low gear reduction mechanism includes a second reducer housing and a second high and low gear sleeve 125, a first pinion II 123, a first large gear II 124, a second pinion II 127, a second large gear II 126, a second shaft II, and a second shaft II installed in the second reducer housing. The second high and low gear sleeve 125 is connected to the second planetary gear frame 122 via a spline. The first pinion II 123 and the first large gear II 124 are fixedly mounted on the first shaft in parallel. The second pinion II 127 and the second large gear II 126 are fixedly mounted on the second shaft in parallel. The circumferential outer wall of the first pinion II 123 is meshed with the circumferential outer wall of the second large gear II 126. The circumferential outer wall of the first large gear Ⅱ124 is meshed with the circumferential outer wall of the second small gear Ⅱ127, and the second high and low gear sleeve 125 is located between the first small gear Ⅱ123 and the first large gear Ⅱ124. The second high and low gear sleeve 125 is meshed with the first small gear Ⅱ123 or the second high and low gear sleeve 125 is meshed with the first large gear Ⅱ124 through the sliding of the second high and low gear sleeve 125, thereby realizing the switching of high and low gears.

[0040] The second pinion I 111 and the second pinion II 127 are both meshed with the intermediate shaft gear 112. By designing the second pinion I 111 and the second pinion II 127 to mesh with the intermediate shaft gear 112, the power of the two motor drive units is converged, the mutual redundancy of the two motors is achieved, and the reliability is improved.

[0041] For the design of the electric drive unit, a drive motor is used in conjunction with a compound planetary gear and a high and low gear reduction mechanism to form an electric drive system with two gears, which reduces the energy consumption of the electric drive axle and improves the economy of the electric drive axle. In addition, the use of a dual-motor system can achieve continuous power output and improve the comfort of the vehicle. Gear shifting can also be used to achieve mutual redundancy and improve the reliability of the vehicle.

[0042] The present invention can switch the transmission route through a clutch or a brake so that the high- and low-speed reduction mechanism can achieve two reduction gears, and can also use a synchronous gear sleeve to switch the connection relationship between the planetary gear frame and the first large gear and the first small gear to achieve high- and low-speed switching, and then cooperate with the output speed range of the drive motor to achieve continuous speed change, and use a differential to interconnect the two output half shafts. In terms of the layout of the entire vehicle, the original bevel gear structure of the drive axle is simplified and converted into a combination of a compound planetary gear and a high- and low-speed reduction mechanism, which reduces the space requirement for the layout of the entire vehicle and realizes independent distributed drive of the front and rear axles of the vehicle.

[0043] The high and low gear sleeves in the high and low gear reduction mechanism can also be changed into a shift clutch to realize high and low gear switching.

[0044] The structures of the two sets of motor drive assemblies are designed to be the same, and the motor drive assemblies as a whole can be made into a modular structure. During installation, a suitable location can be selected at will according to the on-site conditions for unified installation. The entire installation is more flexible and can also reduce the maintenance cost of the vehicle.

[0045] When the first high-low gear sleeve 109 and the second high-low gear sleeve 125 are in the middle position, the electric drive axle is in neutral, so that the two drive motors of the electric drive axle can be in a non-working state, or one of the drive motors can be in a non-working state, thereby improving the reliability of the electric drive axle.

[0046] In the present invention, there are two ways to distribute the two motor drive components:

[0047] The first arrangement is as follows Figure 1 As shown, the two motor drive assemblies are distributed on both sides of the radial direction of the output shaft, and the two motor drive assemblies are located on the same side of the differential 114, that is, the two motor drive assemblies are located on the front and rear sides of the electric drive axle, which can reduce the overall length of the electric drive axle. Under this distribution method, the differential housing 113 of the differential 114 is a flat and long outer shell, and the long axis direction of the outer shell of the differential 113 is the radial direction of the output shaft, and the width direction of the outer shell of the differential 113 is the axial direction of the output shaft. The flat and long differential housing 113 is designed to match the two motor drive assemblies, and the axial direction and radial direction of the output shaft are reasonably used, so that the structure of the entire electric drive axle is more compact and the requirement for installation space is reduced.

[0048] The second arrangement is as follows Figure 3As shown, the two motor drive assemblies are distributed on both sides of the axial direction of the output shaft, and the two motor drive assemblies are located on both sides of the differential 114. In this arrangement, the compound planetary gears of the two motor drive assemblies are coaxially arranged, so that the two motor drive assemblies can share the same set of high and low gear reduction mechanisms. As a result, one set of high and low gear reduction mechanisms can be reduced for vehicles with special requirements for structural layout.

[0049] In the present invention, the number of teeth of the small planetary gear is controlled to be 1 / 3 of the number of teeth of the large planetary gear. When performing actual design, taking the first motor drive assembly as an example, the number of teeth of the first sun gear 102 is 42, the number of teeth of the first large planetary gear 103 is 81, the number of teeth of the first small planetary gear 104 is 27, and the number of teeth of the first ring gear 105 is 113. It can be calculated that the reduction ratio of the first compound planetary gear is 9.07. In this way, when the rotation speed of the first drive motor 101 is 11000r / min, the rotation speed of the first planetary gear frame 106 is 1213r / min, which reduces the manufacturing difficulty requirements for the first high and low gear reduction mechanism and improves the reliability of the product.

[0050] After the first high-low gear sleeve 109 is connected to the first pinion Ⅰ107, the first high-low gear reduction mechanism is in low gear, and the power is transmitted to the second large gear Ⅰ110 installed on the second shaft Ⅰ through the first pinion Ⅰ107. Since the second large gear Ⅰ110 and the second pinion Ⅰ111 on the second shaft Ⅰ are directly fixed on the second shaft Ⅰ, the power is transmitted to the intermediate shaft gear 112 through the second pinion Ⅰ111, forming a low-speed power transmission route.

[0051] After the first high-low gear sleeve 109 is connected to the first large gear Ⅰ108, the first high-low gear reduction mechanism is in high gear, and the power is transmitted to the second small gear Ⅰ111 through the first large gear Ⅰ108, and then transmitted to the intermediate shaft gear 112 through the second small gear Ⅰ111, forming a high-speed power transmission route.

[0052] The number of teeth of the first small gear Ⅰ107 is 26, the number of teeth of the first large gear Ⅰ108 is 38, the number of teeth of the second small gear Ⅰ111 is 33, the number of teeth of the second large gear Ⅰ110 is 45, the number of teeth of the intermediate shaft gear 112 is 79, and the speed ratios of the high and low gear parts of the first high and low gear reduction mechanism are calculated to be 2.08 and 4.14, and the total transmission ratio of the first electric drive assembly is 37.59 and 18.86. When the rotation speed of the first motor 101 reaches 11000r / min, the tire with an installation radius of 560mm can meet the vehicle speed requirement of 120km / h.

[0053] In the present invention, the left output half shaft 115 and the right output half shaft 116 are also equipped with a reduction planetary gear, and the reduction planetary gear is a conventional planetary gear, so that according to the different requirements of the whole vehicle, an electric drive axle with serialized characteristics is developed. Moreover, when the reduction planetary gear is installed on the left output half shaft 115 and the right output half shaft 116, the composite planetary gear in the motor drive unit can also adopt a conventional planetary gear structure, that is, the planetary gear is a single planetary gear structure, forming a Figure 2 The structure shown in the figure, the other structures in the motor drive unit are still the same as Figure 1 The structure is the same as in.

[0054] Under this structural design, the number of teeth of the sun gear of the planetary gear structure in the motor drive unit is 29, the number of teeth of the planetary gear is 23, and the number of teeth of the ring gear 204 is 76. The reduction ratio of the planetary gear can be calculated to be 3.62, and the high and low gear ratios of the electric drive axle can be obtained to be 7.53 and 14.99. The insufficient transmission ratio is compensated by the reduction of the reduction planetary gear.

[0055] In the present invention, the bridge housing of the electric drive axle is an integral bridge housing, the housing of the drive motor and the housing of the high and low gear reduction mechanism are all aluminum alloy casting housings, the first shaft, the second shaft and the output shaft are parallel to each other, and the two sets of motor drive units are respectively arranged on both sides of the output shaft, so that the bridge housing of the entire electric drive axle can adopt an integral bridge housing to increase the strength, and the housings of the drive motor and the high and low gear reduction mechanism are all aluminum alloy casting housings, so that the overall weight of the electric drive axle can be reduced. In addition, combined with the parallel arrangement between the first shaft, the second shaft and the output shaft, the volume of the electric drive axle can be reduced, the structure is made compact, and the improved layout can meet the installation and layout requirements of the whole vehicle.

[0056] The differential 114 is installed in the middle of the bridge housing. A differential lock is also installed on the differential 114. The differential lock is a face gear differential lock or a wet clutch differential lock. The differential lock is installed to meet the driving requirements of the vehicle on difficult and complex roads.

[0057] Those skilled in the art should understand that the present invention is not limited to the above embodiments, and the above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A dual-motor two-speed unpowered mid-power cut-off drive axle, characterized in that: Includes differential, output shaft, motor drive unit; The output shaft includes a left output half shaft and a right output half shaft, the differential has an input end and two output ends, one of the output ends is connected to the left output half shaft, and the other output end is connected to the right output half shaft, and the input end of the differential is connected to an intermediate shaft gear; The left output half shaft and the right output half shaft are both equipped with a reduction planetary gear; The motor drive unit includes two motor drive components distributed in parallel on both sides of the output shaft, and the motor drive components include a drive motor, a compound planetary gear, and a high- and low-speed reduction mechanism; The compound planetary gear comprises a sun gear, planetary gears, a planetary gear frame, and a gear ring. The sun gear is connected to a driving motor. There are several planetary gears distributed outside the circumference of the sun gear, and each planetary gear is connected to form a whole through the planetary gear frame. Each planetary gear is a composite tower gear structure formed by fixing a large planetary gear and a small planetary gear. The large planetary gear is meshed with the sun gear, and the small planetary gear is meshed with the gear ring. The high and low gear reduction mechanism comprises a high and low gear sleeve, a first pinion, a first large gear, a second pinion, a second large gear, a first shaft, and a second shaft. The high and low gear sleeve is connected to the planetary gear frame. The first pinion and the first large gear are fixedly mounted on the first shaft in parallel. The second pinion and the second large gear are fixedly mounted on the second shaft in parallel. The first pinion meshes with the second large gear, and the first large gear meshes with the second pinion. The high and low gear sleeve is located between the first pinion and the first large gear, and the high and low gear sleeve is meshed with the first pinion or meshed with the first large gear by sliding the high and low gear sleeve to achieve switching of high and low gears. The second pinions in both high and low gear reduction mechanisms mesh with the intermediate shaft gear; The two motor drive assemblies are distributed on both sides of the output shaft in the radial direction, and the two motor drive assemblies are located on the same side of the differential.

2. The dual-motor two-speed unpowered power-off drive axle according to claim 1, characterized in that: The differential has a flat and long outer shell, and the long axis direction of the outer shell of the differential is the radial direction of the output shaft, and the width direction of the outer shell of the differential is the axial direction of the output shaft.

3. The dual-motor two-speed unpowered power-off drive axle according to claim 1, characterized in that: The number of teeth of the small planetary wheel is 1 / 3 of the number of teeth of the large planetary wheel.

4. The dual-motor two-speed unpowered power-off drive axle according to claim 1, characterized in that: The axle housing of the electric drive axle is an integral axle housing, the housing of the drive motor and the housing of the high and low gear reduction mechanism are all aluminum alloy casting housings, and the first shaft, the second shaft and the output shaft are parallel to each other.

5. The dual-motor two-speed unpowered power-off drive axle according to claim 4, characterized in that: The differential is installed in the middle of the bridge housing, and a differential lock is also installed on the differential. The differential lock is a face gear differential lock or a wet clutch differential lock.

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