A multi-speed electric drive axle structure for new energy trucks

Abstract

This invention provides a multi-speed electric drive axle structure for new energy trucks, which uses two motors with different speed ratios to achieve power output, with the motors operating fully in their high-efficiency range. It includes: two motors, specifically an EM-B motor and an EM-A motor; a set of reduction gear assemblies; a set of two-speed gear assemblies; a set of planetary gear set assemblies, including a main reduction gear, a sun gear shaft, a sun gear, planet gears, a planet carrier, and a high / low gear shifting assembly. The sun gear shaft is a hollow shaft, with the main reduction gear fitted at the input end and the sun gear fixed at the output end; a differential; and two half-shafts, a left half-shaft and a right half-shaft.

Description

Technical Field

[0001] This invention relates to the technical field of drive axle structures, specifically a multi-speed electric drive axle structure for new energy trucks. Background Technology

[0002] Existing new energy trucks have a multi-speed electric drive axle structure with few gear modes. During truck operation, the utilization rate of the motor's high-efficiency range is low. Furthermore, it is impossible to achieve neutral gear while driving, and the motor's own rotational resistance cannot be eliminated, resulting in useless power loss, poor system power, and low efficiency.

[0003] Some electric drive axles with shifting functions use friction synchronizers as their shifting components, which are inefficient and unreliable. Some electric drive axles without friction synchronizers have too few gear modes. Some electric drive axles with shifting functions, without friction synchronizers, and with different gears have complex shifting and speed adjustment, require secondary speed adjustment, have long shifting times, long power interruption times, and poor driving experience.

[0004] Current dual-motor electric drive axle products for new energy trucks, especially electric drive axles for engineering new energy trucks, still have wheel-side reducers, which have many parts, large size, complex structure and high cost.

[0005] In some dual-motor electric drive axle products, the mass distribution of the assembly is uneven relative to the half-shaft position, the center of gravity is far from the axis of the axle housing, and the cantilever is long, which worsens the stress and vibration conditions. Summary of the Invention

[0006] To address the aforementioned problems, this invention provides a multi-speed electric drive axle structure for new energy trucks. It utilizes dual motors with different speed ratios to achieve power output, ensuring the motors operate fully in their high-efficiency range. This allows for single-motor neutral and dual-motor neutral modes, reducing motor drag resistance under certain vehicle operating conditions. The system boasts strong power and high efficiency. Furthermore, it features fewer parts, smaller size, compact structure, simple overall vehicle layout, and low cost. With its center of gravity close to the axle housing's central axis and short cantilever, it significantly improves stress and vibration conditions.

[0007] A multi-speed electric drive axle structure for a new energy truck, characterized in that it comprises:

[0008] Two motors, specifically an EM-B motor and an EM-A motor;

[0009] A set of reduction gears;

[0010] A set of two-speed gear components;

[0011] A set of planetary gear shifting components includes a main reduction gear, a sun gear shaft, a sun gear, planet gears, a planet carrier, and a high / low gear shifting assembly. The sun gear shaft is a hollow shaft. The main reduction gear is fitted onto the input end of the sun gear shaft, and the sun gear is fixedly fitted onto the output end of the sun gear shaft.

[0012] One differential;

[0013] And two half-shafts, namely the left half-shaft and the right half-shaft;

[0014] The output end of the EM-B motor is connected to the input teeth of the reduction gear assembly, and the output teeth of the reduction gear assembly mesh with the main reduction gear. The differential housing is fixedly equipped with a planet carrier, and a number of planet gears are arranged around the planet carrier near the corresponding half shaft. An internal gear ring is arranged around the outer ring of the planet gears. The planet gears are respectively connected to the internal gear ring and the sun gear through gear meshing. The sun gear shaft is mounted on one half shaft.

[0015] The planetary gear shift assembly is arranged coaxially with the half-axis;

[0016] The high / low gear shifting assembly includes an internal gear ring hub, a high / low gear shifting sleeve, a fixed engagement tooth, and a planetary carrier engagement tooth. The internal gear ring hub is arranged between the fixed engagement tooth and the planetary carrier engagement tooth. The fixed engagement tooth is fixedly connected to the electric drive axle housing and is arranged toward the internal gear ring hub. The end of the planetary carrier away from the differential is provided with a planetary carrier engagement tooth, which is arranged toward the internal gear ring hub. The high / low gear shifting sleeve moves axially to switch between high and low gears.

[0017] The output end of the EM-A motor is connected to the input teeth of the two-speed gear assembly. The two-speed gear assembly includes a shift sleeve. The output teeth of the two-speed gear assembly mesh with the main reduction gear. The shift sleeve is used for switching between two gears and neutral.

[0018] The two motors are arranged in parallel to each other, and are positioned on the front and rear sides of the half-shaft.

[0019] Its further features are:

[0020] The two motors are arranged on both sides of the axial region between the corresponding main reduction gear and the sun gear, so that the center of mass of the entire structure is relatively close to the differential.

[0021] The two-speed gear assembly includes an input shaft on side A, an input tooth on side A, a first-stage driven tooth on side A, an intermediate shaft on side A, a first-speed driving tooth, a second-speed driving tooth, an output shaft on side A, a first-speed driven tooth, a first-speed engaging tooth, a second-speed driven tooth, a second-speed engaging tooth, a first- and second-speed gear hub, a first- and second-speed shift sleeve, and a third-stage driving tooth on side A.

[0022] The right end of the input shaft on side A is fixedly connected to the EM-A motor, and the left end of the input shaft on side A is fixedly connected to the input gear on side A. The right end of the intermediate shaft on side A is fixedly connected to the first gear drive gear on side A, the left end is fixedly connected to the first-stage driven gear on side A, and the middle end is fixedly connected to the second gear drive gear on side A. The right end of the output shaft on side A has a first gear driven gear, the left end is fixedly connected to the third-stage drive gear on side A, and the middle end has a second gear driven gear. The first gear driven gear and the second gear driven gear are respectively loosely fitted on the output shaft on side A through bearings. The first and second gear hubs are fixedly connected to the output shaft on side A, and are arranged on the first gear driven gear, Between the second gear driven teeth; the first gear engagement tooth is fixedly connected to the first gear driven tooth, facing the first and second gear hubs; the second gear engagement tooth is fixedly connected to the second gear driven tooth, facing the first and second gear hubs; the outer circumference of the first and second gear hubs is provided with external splines, the inner circumference of the first and second gear shift sleeve is provided with internal splines, the first and second gear shift sleeves are fitted on the first and second gear hubs through splines, and the first and second gear shift sleeves can slide axially on the first and second gear hubs; the input tooth on side A is meshed with the first-level driven tooth on side A, the first gear driving tooth is meshed with the first gear driven tooth, and the second gear driving tooth is meshed with the second gear driven tooth;

[0023] The reduction gear assembly includes a B-side input shaft, a B-side input tooth, a B-side primary driven tooth, a B-side intermediate shaft, and a B-side secondary driving tooth; the right end of the B-side input shaft is fixedly connected to the EM-B motor, and the left end is fixedly connected to the B-side input tooth; the right end of the B-side intermediate shaft is fixedly connected to the B-side primary driven tooth, and the left end is fixedly connected to the B-side secondary driving tooth; the B-side input tooth meshes with the B-side primary driven tooth.

[0024] The internal gear ring hub is provided with an internal spline, the fixed engagement teeth are provided with an external spline, the planetary carrier engagement teeth are provided with an external spline, and the high and low gear shifting sleeve is provided with splines on both the inner and outer sides. The external spline on the high and low gear shifting sleeve is engaged with the internal spline on the internal gear ring hub and can slide axially on it. Through sliding, the internal spline on the high and low gear shifting sleeve can be splined with the external spline on the fixed engagement teeth or the external spline on the planetary carrier engagement teeth.

[0025] The main reducing tooth is engaged with the secondary active tooth on side B, and the main reducing tooth is engaged with the tertiary active tooth on side A.

[0026] With this invention, power output is achieved by dual motors working at different speed ratios. The motors operate fully in their high-efficiency range, enabling single-motor neutral and dual-motor neutral modes. This reduces motor drag resistance under certain vehicle operating conditions, resulting in a powerful and efficient system. The frictionless mechanical shifting system simplifies gear shifting and speed adjustment, shortens shifting time, and offers high reliability, efficiency, and minimal power interruption, providing a superior driving experience. Power output is achieved by connecting a planetary gear set to the differential. The planetary gear set and differential are coaxially arranged, with the differential output power directly connected to the wheels via half-shafts. This eliminates the need for wheel-side reducers, resulting in fewer parts, smaller size, a compact structure, simpler overall vehicle layout, and lower cost. The two motors are distributed on the front and rear sides of the axle, with the planetary gear set coaxially arranged with the axle. This results in a reasonable mass distribution of the electric drive axle, with the center of gravity close to the axle housing's central axis and a short cantilever, significantly improving stress and vibration conditions. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structural framework of the present invention;

[0028] The names corresponding to the serial numbers in the diagram are as follows:

[0029] 1. Input gear on side B; 2. Input shaft on side B; 3. EM-B motor; 4. Fixed engagement gear; 5. High / low gear shifting sleeve; 6. Internal gear ring hub; 7. Planetary carrier engagement gear; 8. Internal gear ring; 9. Planetary gear; 10. Sun gear; 11. Planetary carrier; 12. Differential; 13. Right half shaft; 14. First / Second gear shifting sleeve; 15. First / Second gear hub; 16. First gear engagement gear; 17. Second gear engagement gear; 18. First gear driven gear; 19. EM-A motor; 20. First gear driving gear; 21. Second gear driving gear; 22. Input gear on side A; 23. Input shaft on side A; 24. First-stage driven gear on side A; 25. Output shaft on side A; 26. Third-stage driving gear on side A; 27. Second-stage driven gear on side A; 28. Left half shaft; 29. ​​Sun gear shaft; 30. Main reduction gear; 31. Intermediate shaft on side B; 32. Second-stage driving gear on side B; 33. First-stage driven gear on side B; 34. Detailed Implementation

[0030] A multi-speed electric drive axle structure for a new energy truck, see Figure 1 It includes:

[0031] Two motors, a set of reduction gear assemblies, a set of two-speed gear assemblies, a set of planetary gear shifting assemblies, a differential 12, and two half-shafts;

[0032] The two motors are specifically EM-B motor 3 and EM-A motor 19;

[0033] A set of planetary gear shifting components includes a main reduction gear 31, a sun gear shaft 30, a sun gear 10, planet gears 9, a planet carrier 11, an internal gear ring 8, and a high / low gear shifting component. The sun gear shaft 30 is a hollow shaft. The input end of the sun gear shaft 30 is fitted with the main reduction gear 31, and the output end of the sun gear shaft 30 is fixedly fitted with the sun gear 10.

[0034] The output end of the EM-B motor 3 is connected to the input teeth of the reduction gear assembly. The output teeth of the reduction gear assembly mesh with the main reduction gear 31. The housing of the differential 12 is fixedly equipped with a planet carrier 11. Several planet gears 9 are arranged around the planet carrier 11 near the corresponding half shaft. An internal gear ring 8 is arranged around the outer ring of the planet gear 9. The planet gear 9 is connected to the internal gear ring 8 and the sun gear 10 through gear meshing. The sun gear shaft is installed in one of the half shafts.

[0035] The planetary gear shift assembly is arranged coaxially with the half-shaft;

[0036] The high / low gear shifting assembly includes an internal gear ring hub 6, a high / low gear shifting sleeve 5, a fixed engagement tooth 4, and a planetary carrier engagement tooth 7. The internal gear ring hub 6 is arranged between the fixed engagement tooth 4 and the planetary carrier engagement tooth 7. The fixed engagement tooth 7 is fixedly connected to the electric drive axle housing and is arranged toward the internal gear ring hub 6. The planetary carrier engagement tooth 7 is provided at the end of the planetary carrier 11 away from the differential 12 and is arranged toward the internal gear ring hub 6. The high / low gear shifting sleeve 5 moves axially to switch between high and low gears.

[0037] The output end of the EM-A motor 19 is connected to the input teeth of the two-speed gear assembly. The two-speed gear assembly includes a shift sleeve. The output teeth of the two-speed gear assembly mesh with the main reduction gear 31. The shift sleeve is used for switching between two gears and neutral.

[0038] The two motors are arranged in parallel to each other, and are positioned on the front and rear sides of the half-shaft.

[0039] In practice:

[0040] The reduction gear assembly and the two-speed gear assembly are arranged in parallel to each other and on the front and rear sides of the half shaft;

[0041] The reduction gear assembly specifically includes a B-side input shaft 2, a B-side input gear 1, a B-side primary driven gear 33, a B-side intermediate shaft 32, and a B-side secondary driving gear 33; the right end of the B-side input shaft 2 is fixedly connected to the EM-B motor 3, and the left end is fixedly connected to the B-side input gear 1; the right end of the B-side intermediate shaft 32 is fixedly connected to the B-side primary driven gear 33, and the left end is fixedly connected to the B-side secondary driving gear 33; the B-side input gear 1 meshes with the B-side primary driven gear 33.

[0042] The two-speed gear assembly specifically includes an A-side input shaft 23, an A-side input gear 22, an A-side first-stage driven gear 25, an A-side intermediate shaft 24, a first-speed driving gear 20, a second-speed driving gear 21, an A-side output shaft 26, a first-speed driven gear 18, a first-speed engagement gear 16, a second-speed driven gear 28, a second-speed engagement gear 17, a first and second-speed gear hub 15, a first and second-speed shift sleeve, and an A-side third-stage driving gear 27.

[0043] The right end of the input shaft 23 on side A is fixedly connected to the EM-A motor 19, and the left end is fixedly connected to the input gear 22 on side A; the right end of the intermediate shaft 24 on side A is fixedly connected to the first gear active gear 20 on side A, the left end is fixedly connected to the first gear passive gear 25 on side A, and the middle is fixedly connected to the second gear active gear 21 on side A.

[0044] The right end of the output shaft 26 on side A is provided with a first-speed passive gear 18, the left end is fixedly connected to the third-speed active gear 27 on side A, and a second-speed passive gear 28 is provided in the middle; the first-speed passive gear 18 and the second-speed passive gear 28 are respectively loosely sleeved on the output shaft 26 on side A through bearings.

[0045] The first and second gear hub 15 is fixedly connected to the output shaft 26 on side A and is arranged between the first gear driven gear 18 and the second gear driven gear 28; the first gear engagement gear 16 is fixedly connected to the first gear driven gear 18 and faces the first and second gear hub 15; the second gear engagement gear 17 is fixedly connected to the second gear driven gear 28 and faces the first and second gear hub 15; the outer periphery of the first and second gear hub 15 is provided with external splines, and the inner periphery of the first and second gear shift sleeve is provided with internal splines. The first and second gear shift sleeve is sleeved on the first and second gear hub 15 through splines, and the first and second gear shift sleeve can slide axially on the first and second gear hub 15;

[0046] The input tooth 22 on side A is engaged with the first-level passive tooth 25 on side A, the first gear drive tooth 20 is engaged with the first gear passive tooth 18, and the second gear drive tooth 21 is engaged with the second gear passive tooth 28.

[0047] The planetary gear shift assembly specifically includes a main reduction gear 31, a sun gear shaft 30, a sun gear 10, planet gears 9, a planet carrier 11, and a high / low gear shifting assembly. The planet gears 9 are mounted on the planet shaft on the planet carrier 11 via bearings. The planet gears 9 are connected to the internal gear ring 8 and the sun gear 10 respectively via gear meshing. The sun gear shaft 30 is hollow, with its right end fixedly connected to the sun gear 10 and its left end fixedly connected to the main reduction gear 31.

[0048] The high / low gear shifting assembly specifically includes an internal gear ring hub 6, a high / low gear shifting sleeve 5, a fixed engagement tooth 4, and a planetary carrier 11 engagement tooth 7. The internal gear ring hub 6 is arranged between the fixed engagement tooth 4 and the planetary carrier engagement tooth 7. The fixed engagement tooth 4 is fixedly connected to the electric drive axle housing and is arranged towards the internal gear ring hub 6. The planetary carrier engagement tooth 7 is fixedly connected to the planetary carrier 11 and is arranged towards the internal gear ring hub 6. An internal spline is arranged inside the internal gear ring hub 6, an external spline is arranged on the fixed engagement tooth 4, and an external spline is arranged on the planetary carrier engagement tooth 7. Splines are evenly distributed on the inner and outer sides of the high / low gear shifting sleeve 5. The external spline on the high / low gear shifting sleeve 5 mates with the internal spline on the internal gear ring hub 6 and can slide axially on it. Through sliding, the internal spline on the high / low gear shifting sleeve 5 can be splinedly connected with the external spline on the fixed engagement tooth 4 or the external spline on the planetary carrier engagement tooth 7.

[0049] The main reduction tooth 31 is engaged with the secondary driving tooth on side B, and the main reduction tooth 31 is engaged with the tertiary driving tooth 27 on side A.

[0050] The differential housing is fixedly connected to planetary carrier 11.

[0051] The right end of the left half-shaft 29 passes through the hollow sun gear shaft 30 and is connected to the inside of the differential 12 via a spline. The left end of the right half-shaft 13 is connected to the inside of the differential 12 via a spline. The left end of the left half-shaft 29 and the right end of the right half-shaft 13 are directly connected to the wheel.

[0052] In practice, the two motors are arranged on both sides of the axial region between the corresponding main reduction gear 31 and the sun gear 10, so that the center of mass of the entire structure is relatively close to the differential 12.

[0053] Its working principle is as follows:

[0054] The two motors work together with the first and second gear shifting sleeves and the high and low gear shifting sleeves to achieve different gear transmission combinations and further enable multi-gear working modes with different speed ratios.

[0055] By using single and dual motors, engaging the first and second gear shift sleeve 14, and sliding the high and low gear shift sleeve 5, various working modes can be achieved. The power transmission principle is similar in different working modes. The following three working modes are used as examples to illustrate the shifting, power transmission principle and advantages.

[0056] The first working mode is the high torque mode. During operation, both motors participate in the drive. The first and second gear shifting sleeve 14 slides to the right, and the first and second gear hubs 15 are connected to the same gear engagement teeth 16 through the spline to achieve the first gear. Meanwhile, the high and low gear shifting sleeve 5 slides to the left, and the internal gear ring hub 6 is connected to the fixed engagement teeth 4 through the spline, so that the internal gear ring 8 is fixed and achieves the low gear.

[0057] First, the EM-A motor 19, as a power source, drives the A-side input shaft 23 and the A-side input gear 22 to rotate. The A-side input gear 22 continues to transmit power to the A-side first-stage passive gear 25 through meshing connection, further driving the A-side intermediate shaft 24 and the first-speed active gear 20 fixed on it to rotate. The first-speed active gear 20 drives the first-speed passive gear 18 to rotate through meshing connection, thereby driving the first-speed engagement gear 16, the first and second-speed shift sleeve 14, and the first and second-speed gear hub 15 to rotate, thereby transmitting power to the A-side output shaft 26 and the A-side third-stage active gear 27 fixed on it. The A-side third-stage active gear 27 transmits rotational power to the main reduction gear 31 through meshing connection.

[0058] At the same time, the EM-B motor 3 drives the B-side input shaft 2 and the B-side input tooth 1 to rotate as a power source. The B-side input tooth 1 continues to transmit power to the B-side first-level passive tooth 34 through meshing connection, thereby driving the B-side intermediate shaft 32 and the B-side second-level active tooth 33 fixed on it to rotate. The B-side second-level active tooth 33 further transmits the rotational power to the main reduction tooth 31 through meshing connection.

[0059] At this time, the power of EM-B motor 3 and the power of EM-A motor 19 are coupled on the main reduction gear 31. The combined power continues to be transmitted to the sun gear 10 by the front sun gear shaft 30. Through gear meshing, the planet gear 9 rotates on its own axis and revolves around the sun gear 10. At this time, the ring gear is fixed, which in turn drives the planet carrier 11 to decelerate and rotate. Finally, the power is transmitted directly to the wheels through the left and right half shafts via the differential 12 which is fixed to the planet carrier 11, completing the power flow transmission in working mode one.

[0060] In this process, the initial torque of motor EM-B is transmitted to the wheels after passing through the reduction gear set and the planetary gear set, achieving deceleration and torque increase; the initial torque of motor EM-A is transmitted to the wheels after passing through the second gear set and the planetary gear set, achieving deceleration and torque increase; the two motors work simultaneously, and the torques are superimposed to achieve high torque output.

[0061] The second working mode is a low-torque single-motor working mode. Taking one of the states as an example, during operation, only the EM-B motor 3 participates in driving. The high and low gear shifting sleeve 5 slides to the right, connecting the internal gear ring hub 6 with the planetary carrier engagement teeth 7 through the spline, so that the internal gear ring 8 is fixedly connected to the planetary carrier 11. At the same time, the first and second gear shifting sleeve 14 does not move on the first and second gear hub 15 and is in neutral, and is never connected to the engagement teeth.

[0062] The EM-B motor 3 serves as a power source, driving the B-side input shaft 2 and the B-side input gear 1 to rotate. The B-side input gear 1 continues to transmit power to the B-side primary passive gear 34 through meshing, thereby driving the B-side intermediate shaft 32 and the B-side secondary active gear 33 fixed on it to rotate. The B-side secondary active gear 33 further transmits the rotational power to the main reduction gear 31 through meshing. The main reduction gear 31 continues to transmit power to the sun gear 10 through the front sun gear shaft 30, driving the planet gear 9 to rotate on its own axis and revolve around the sun gear 10 through gear meshing. At this time, the internal gear ring 8 is fixed to the planet carrier 11, thereby driving the planet carrier 11 to rotate at the same speed as the sun gear 10. Finally, the power is transmitted directly to the wheels through the left and right half shafts via the differential 12 fixed to the planet carrier 11, completing the power flow transmission in working mode two.

[0063] During this process, the first and second gear shifting sleeve 14 remained in neutral, and the EM-A motor 19 was disconnected from the drive system, so no drag resistance was generated.

[0064] Working mode three is the vehicle coasting in neutral. At this time, the high and low gear shifting sleeve 5 does not move on the inner gear ring hub 6 and is in neutral, and is never connected to the engagement gear. At this time, the planetary gear set loses its power transmission function, and the EM-B motor 3 and the reduction gear set, as well as the EM-A motor 19 and the second gear set are disconnected from the drive system, and no drag resistance is formed.

[0065] Furthermore, when the first and second gear shifting sleeve 14 and the high and low gear shifting sleeve 5 slide to shift gears, there are no friction parts and no friction damage; only the speed of the motor needs to be adjusted for shifting. Moreover, in some operating conditions, when both the first and second gear shifting sleeve 14 and the high and low gear shifting sleeve 5 need to shift gears, the high and low gear shifting process does not require secondary speed adjustment, and the speed adjustment process can be carried out simultaneously when the first and second gear shifting sleeve 14 and the high and low gear shifting sleeve 5 slide to shift gears. For example, the initial state is that the first and second gear shifting sleeve 14 is in the second gear position sliding to the left, while the high and low gear shifting sleeve 5 is in the low gear position sliding to the left. When both need to shift gears, firstly, the first and second gear shifting sleeve 14 slides to the right to the neutral position, and simultaneously, the high and low gear shifting sleeve 5 also slides to the right to the neutral position. Then, both shift gears simultaneously by adjusting their speeds. The speed of the first and second gear shifting sleeve 14 is brought close to the design speed difference range by the speed adjustment of the EM-A motor 19, and it slides to the right to connect the first and second gear shifting sleeve 14 with the same gear engagement tooth 16, thus engaging first gear. At the same time, the speed of the EM-B motor 3 is brought close to the design speed difference range by the speed adjustment of the high and low gear shifting sleeve 5 with the planetary carrier engagement tooth 7, and it slides to the right to connect the high and low gear shifting sleeve 5 with the planetary carrier engagement tooth 7, thus engaging high gear. In this process, the two shifting components shift gears simultaneously by adjusting their speeds, eliminating the need for secondary speed adjustment and shortening the shifting time.

[0066] This new energy truck features a multi-speed electric drive axle structure, which uses two motors with different speed ratios to achieve power output. The motors operate fully in the high-efficiency range, and can achieve single-motor neutral and dual-motor neutral, reducing motor drag resistance under certain vehicle operating conditions. The system is powerful and efficient.

[0067] It adopts frictionless mechanical shifting, which is simple to shift and adjust speed, has a short shift time, high reliability, high efficiency, short power interruption time, and a good driving experience;

[0068] It achieves power output by connecting the planetary gear set with the differential. The planetary gear set and the differential are arranged on the same axis. The differential outputs power directly to the wheels through the half shaft. There is no wheel-side reducer. It has fewer parts, smaller size, compact structure, simple overall vehicle layout, and low cost.

[0069] The two motors are distributed on the front and rear sides of the axle, the planetary gear set is arranged coaxially with the axle, the mass distribution of the electric drive axle is reasonable, the center of gravity is close to the central axis of the axle housing, and the cantilever is short, which greatly improves the stress and vibration conditions.

[0070] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0071] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A new energy truck multi-gear electric drive axle structure, characterized in that, It comprises: Two motors, specifically EM-B motor and EM-A motor; A set of reduction gear assemblies; A set of two-gear gear assemblies; A set of gear shifting planetary gear assemblies, which comprises main reduction gear, sun shaft, sun gear, planet gear, planet carrier, and high-low gear shifting assembly, the sun shaft is a hollow shaft, the input end of the sun shaft is sleeved with the main reduction gear, and the output end of the sun shaft is fixedly sleeved with the sun gear; A differential; And two half shafts, namely left half shaft and right half shaft; The output end of the EM-B motor is connected with the input gear of the reduction gear assembly, the output gear of the reduction gear assembly is meshingly connected with the main reduction gear, the housing of the differential is fixedly connected with the planet carrier, a plurality of planet gears are arranged around the planet carrier close to the corresponding half shaft, an inner ring gear is arranged around the outer ring of the planet gear, the planet gear is meshingly connected with the inner ring gear and the sun gear through gears, and the sun shaft is sleeved with one of the half shafts; The gear shifting planetary gear assembly is coaxially arranged with the half shaft; The high-low gear shifting assembly comprises an inner ring gear hub, a high-low gear shifting sleeve, a fixed combination gear, and a planet carrier combination gear, the inner ring gear hub is arranged between the fixed combination gear and the planet carrier combination gear, the fixed combination gear is fixedly connected with the electric drive axle housing and is arranged towards the inner ring gear hub, the end of the planet carrier away from the differential is provided with the planet carrier combination gear and is arranged towards the inner ring gear hub, and the high-low gear shifting sleeve moves axially to switch the high and low gears; The output end of the EM-A motor is connected with the input gear of the two-gear gear assembly, the two-gear gear assembly comprises a gear shifting sleeve, the output gear of the two-gear gear assembly is meshingly connected with the main reduction gear, and the gear shifting sleeve is used for two-gear and neutral gear switching operation; The two motors are arranged in parallel with each other and on the front and rear sides of the half shafts; The two motors are arranged on both sides of the axial region between the corresponding main reduction gears and sun gears respectively; The two-gear gear assembly comprises an A-side input shaft, an A-side input gear, an A-side first passive gear, an A-side intermediate shaft, a first-gear driving gear, a second-gear driving gear, an A-side output shaft, a first-gear passive gear, a first-gear combination gear, a second-gear passive gear, a second-gear combination gear, a one-two-gear hub, a one-two-gear gear shifting sleeve, and an A-side third driving gear. The right end of the A-side input shaft is fixedly connected with the EM-A motor, and the left end of the A-side input shaft is fixedly connected with the A-side input tooth. The right end of the A-side output shaft is arranged with the first gear passive tooth, the left end of the A-side output shaft is fixedly connected with the third gear driving tooth, and the middle part of the A-side output shaft is arranged with the second gear passive tooth.

2. The new energy truck multi-gear electric drive axle structure of claim 1, wherein: The outer periphery of the one-two gear tooth hub is arranged with external splines, the inner periphery of the one-two gear shifting sleeve is arranged with internal splines, the one-two gear shifting sleeve is sleeved on the one-two gear tooth hub through the splines, and the one-two gear shifting sleeve can axially slide on the one-two gear tooth hub.

3. The new energy truck multi-gear electric drive axle structure of claim 1, wherein: The B-side input tooth is meshingly connected with the B-side first gear passive tooth, the first gear driving tooth is meshingly connected with the first gear passive tooth, and the second gear driving tooth is meshingly connected with the second gear passive tooth. The inner tooth ring tooth hub is arranged with internal splines, the fixed combination tooth is arranged with external splines, the planet carrier combination tooth is arranged with external splines, the high-low gear shifting sleeve is arranged with splines on the inner and outer sides, the external splines on the high-low gear shifting sleeve are matched with the internal splines on the inner tooth ring tooth hub, and the high-low gear shifting sleeve can axially slide thereon. The main reduction tooth is meshingly connected with the B-side second gear driving tooth, and the main reduction tooth is meshingly connected with the A-side third gear driving tooth.

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