An electric drive axle and a vehicle having the same

Abstract

The application discloses an electric drive axle and a vehicle with the same, and belongs to the field of vehicle drive axle technology. The electric drive axle comprises a drive shaft, a differential for transmitting power to the drive shaft, a first drive assembly and a second drive assembly, each comprising a power component and a reducer transmission mechanism, the power component being connected with an input end of the reducer transmission mechanism, a hollow shaft and a planetary gear mechanism, the hollow shaft being sleeved on an outer circumferential portion of the drive shaft, the hollow shaft being rotatable relative to the drive shaft, a hollow shaft gear and a sun gear being fixed on the hollow shaft, an output end of the reducer transmission mechanism of at least one of the first drive assembly and the second drive assembly being connected with the hollow shaft gear, the sun gear being connected with the planetary gear mechanism, and the planetary gear mechanism being connected with the differential. The electric drive axle provided by the application can transmit the power flow of the first drive assembly and the second drive assembly to the hollow shaft at the same time, so as to provide a large enough torque for the wheel hub, meet the use requirements in different environments, and has the advantages of simple structure, convenient maintenance and low use cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle driving device, in particular to an electric drive axle. In addition, the present application also relates to a vehicle comprising the electric drive axle. BACKGROUND

[0002] Since the weight range of goods carried by commercial vehicles is very wide, the road conditions are various. In order to ensure the operation ability and efficiency of the vehicle under various conditions, the vehicle must be able to obtain certain speed and traction through the electric drive axle under different conditions. Some two-gear variable speed electric drive axles on the market can obtain a certain balance between speed and traction through the speed ratio, but due to the limitation of the design structure, the speed ratio range is narrow, and in many working conditions, the speed and traction cannot be considered. At present, due to the diversification of the running conditions of commercial vehicles, the demand for speed and traction is also various. The design of the electric drive axle system of the commercial vehicle should meet the requirements of the diversification of the running conditions of the commercial vehicle as much as possible, such as the need for large traction force when climbing, which can provide sufficient traction force; when it is necessary to reduce the transportation time, a higher vehicle speed can be obtained, thereby increasing the transportation efficiency. The structure, gear number and speed ratio of the variable speed system should be reasonably selected to meet the requirements of different transportation conditions for traction and speed, and to reduce energy consumption.

[0003] The electric drive axle of the prior art usually only sets one gear and one speed ratio for the variable speed system, which cannot meet the diversified running conditions of the commercial vehicle. Some electric drive axles with two-gear variable speed system cannot meet the diversified running conditions of the commercial vehicle due to the mechanical structure. At the same time, the existing commercial vehicle electric drive axle with two-gear variable speed system cannot guarantee that the power is not interrupted during gear shifting, which will cause a high risk of vehicle gear shifting under conditions such as slope. In addition, the electric drive axle of the commercial vehicle is basically a driving form of multi-stage reduction gearbox combined with wheel edge planetary reduction, that is, the planetary gear structure is arranged on the left and right wheel ends. The wheel edge planetary gear is easy to be damaged by high temperature, which leads to a short service life of the electric drive axle as a whole, and cannot increase the torque according to different working conditions and multiple gear reduction, so the efficiency of the motor cannot be improved.

[0004] In the prior art, there is also a double-motor driving situation. However, the double-motor driving in the prior art is generally transmitted to the differential through the same gear, and then transmitted to the wheel end, which has poor torque transmission effect and few transmission mode types, and cannot meet the diversified use requirements of commercial vehicles.

[0005] Therefore, how to improve the driving performance of the electric drive axle is a technical problem to be solved by those skilled in the art at present. SUMMARY

[0006] The electric drive axle can effectively improve torque transmission efficiency, realize power flow superposition effect and meet the climbing demand by the arrangement of at least two groups of drive assemblies.

[0007] To achieve the above object, the present application provides the following technical scheme.

[0008] An electric drive axle comprises:

[0009] A drive shaft for driving a hub to rotate;

[0010] A differential for transmitting power to the drive shaft, wherein the differential is connected with the drive shaft;

[0011] A first drive assembly and a second drive assembly, wherein each of the first drive assembly and the second drive assembly comprises a power component and a reducer transmission mechanism, and the power component is connected with an input end of the reducer transmission mechanism;

[0012] A hollow shaft and a planetary gear mechanism, wherein the hollow shaft is sleeved on an outer circumferential portion of the drive shaft, the hollow shaft can rotate relative to the drive shaft, a hollow shaft gear and a sun gear are fixed on the hollow shaft, an output end of the reducer transmission mechanism of at least one of the first drive assembly and the second drive assembly is connected with the hollow shaft gear, the sun gear is connected with the planetary gear mechanism, and the planetary gear mechanism is connected with the differential;

[0013] A controller for controlling the first drive assembly and the second drive assembly to act;

[0014] Furthermore, the power components of the first drive assembly and the second drive assembly transmit power to the hollow shaft gear through the respective reducer transmission mechanisms, the hollow shaft gear drives the hollow shaft to rotate so as to drive the sun gear to rotate, the sun gear drives the planetary gear mechanism to rotate, and the planetary gear mechanism transmits power to the differential.

[0015] Preferably, the first drive assembly comprises a first power component and a first reducer transmission mechanism, the second drive assembly comprises a second power component and a second reducer transmission mechanism, and the speed ratio of the first reducer transmission mechanism is different from that of the second reducer transmission mechanism; and the controller is further configured to adjust the linear velocities of the output ends of the first reducer transmission mechanism and the second reducer transmission mechanism to be the same when the output ends of the first reducer transmission mechanism and the second reducer transmission mechanism are both engaged with the hollow shaft gear.

[0016] Preferably, a third driving assembly is further included, which comprises a power component and a reducer transmission mechanism, the power component is connected with the input end of the reducer transmission mechanism; the output end of the reducer transmission mechanism of at least one of the first driving assembly, the second driving assembly and the third driving assembly is connected with the hollow shaft gear.

[0017] Preferably, the planetary gear mechanism comprises a planet carrier and an outer gear ring, the outer peripheral part of the planet carrier is engaged with the outer gear ring, and the planet carrier drives the differential to rotate.

[0018] Preferably, the driving shaft comprises a first half shaft and a second half shaft, the first half shaft and the second half shaft are both connected with the differential, the first half shaft is used to drive the first hub to rotate, and the second half shaft is used to drive the second hub to rotate; a vehicle axle housing for fixing the driving shaft and the hub is further included.

[0019] Preferably, the reducer transmission mechanism comprises an input shaft, an intermediate shaft and a center shaft, the power component is connected with the input shaft, the input shaft is fixedly provided with an input gear, the intermediate shaft is fixedly provided with an intermediate transmission gear, an intermediate high-speed gear and an intermediate low-speed gear, the center shaft is provided with a sliding sleeve, the sliding sleeve is circumferentially clamped with the center shaft, the center shaft is further sleeved with a center high-speed gear and a center low-speed gear, and the center shaft is rotationally connected with the center high-speed gear and the center low-speed gear; the input gear is engaged with the intermediate transmission gear, the intermediate high-speed gear is engaged with the center high-speed gear, the intermediate low-speed gear is engaged with the center low-speed gear, and the sliding sleeve is circumferentially clamped with the center high-speed gear or the center low-speed gear.

[0020] Preferably, the speed ratio of the intermediate high-speed gear and the center high-speed gear in the reducer transmission mechanism of the first driving assembly is different from the speed ratio of the intermediate high-speed gear and the center high-speed gear in the reducer transmission mechanism of the second driving assembly; the speed ratio of the intermediate low-speed gear and the center low-speed gear in the reducer transmission mechanism of the first driving assembly is different from the speed ratio of the intermediate low-speed gear and the center low-speed gear in the reducer transmission mechanism of the second driving assembly.

[0021] Preferably, the intermediate high-speed gear and the center high-speed gear are normally engaged, and the intermediate low-speed gear and the center low-speed gear are normally engaged.

[0022] Preferably, the center shaft is further fixedly provided with a center shaft outer gear, the center shaft outer gear is engaged with the hollow shaft gear to realize power transmission of the reducer transmission mechanism to the hollow shaft.

[0023] The application further provides a vehicle comprising the electric drive axle.

[0024] The electric drive axle comprises a driving shaft for driving a hub to rotate, a differential for transmitting power to the driving shaft, the differential being connected with the driving shaft, a first driving assembly and a second driving assembly, each of the first driving assembly and the second driving assembly comprising a power component and a reducer transmission mechanism, the power component being connected with an input end of the reducer transmission mechanism, a hollow shaft and a planetary gear mechanism, the hollow shaft being sleeved on an outer circumferential portion of the driving shaft and being rotatable relative to the driving shaft, a hollow shaft gear and a sun gear being fixed on the hollow shaft, an output end of the reducer transmission mechanism of at least one of the first driving assembly and the second driving assembly being connected with the hollow shaft gear, the sun gear being connected with the planetary gear mechanism, the planetary gear mechanism being connected with the differential, and the power components of the first driving assembly and the second driving assembly transmitting power to the hollow shaft gear through the reducer transmission mechanisms, respectively, the hollow shaft gear driving the hollow shaft to rotate and then driving the sun gear to rotate, the sun gear driving the planetary gear mechanism to rotate, and the planetary gear mechanism transmitting power to the differential, and the differential transmitting power to the hub through the driving shaft.

[0025] In a preferred embodiment, the speed reducer transmission mechanism comprises an input shaft, an intermediate shaft and a center shaft, the power component is connected with the input shaft, the input shaft is fixed with an input gear, the intermediate shaft is fixed with an intermediate transmission gear, an intermediate high-speed gear and an intermediate low-speed gear, the center shaft is provided with a sliding sleeve, the sliding sleeve is circumferentially clamped with the center shaft, the center shaft is further sleeved with a center high-speed gear and a center low-speed gear, and the center shaft is rotationally connected with the center high-speed gear and the center low-speed gear; the input gear is engaged with the intermediate transmission gear, the intermediate high-speed gear is engaged with the center high-speed gear, the intermediate low-speed gear is engaged with the center low-speed gear, and the sliding sleeve is circumferentially clamped with the center high-speed gear or the center low-speed gear. The above arrangement realizes the multi-drive multi-gear setting mode by arranging at least two gears, i.e. a high-speed gear and a low-speed gear, in the speed reducer transmission mechanism, and the speed ratios of the gears in the speed reducer transmission mechanism in different drive assemblies can be different, which can be driven individually or simultaneously, thereby meeting the operation ability of various working conditions.

[0026] The vehicle provided by the application has the above-mentioned electric drive axle, and therefore has the corresponding technical effects. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort.

[0028] Figure 1 The structural schematic diagram of one specific embodiment of the electric drive axle provided by the application is shown in the figure.

[0029] Figure 2 The structural schematic diagram of one specific embodiment of the electric drive axle provided by the application is shown in the figure. Figure 1 The structural schematic diagram of the differential and the hollow shaft in the electric drive axle shown in the figure is shown in the figure.

[0030] Figure 3 The structural schematic diagram of the differential and the hollow shaft in the electric drive axle shown in the figure is shown in the figure. Figure 1 The structural schematic diagram of the speed reducer transmission mechanism in the electric drive axle shown in the figure is shown in the figure.

[0031] Figure 4 The schematic diagram of the transmission principle of one specific embodiment of the electric drive axle provided by the application is shown in the figure.

[0032] Wherein: Z1-input gear; Z2-intermediate transmission gear; Z3-intermediate high-speed gear; Z4-intermediate low-speed gear; Z5-center high-speed gear; Z6-center low-speed gear; Z7-hollow shaft gear; 10-first reducer transmission mechanism; 11-input shaft; 12-center shaft; 121-center shaft outer tooth; 13-sliding sleeve; 14-intermediate shaft; 15-hollow shaft; 16-sun gear; 17-planetary carrier; 18-outer ring gear; 19-differential; 20-second reducer transmission mechanism; 30a-first power component; 30b-second power component; 40-axle housing; 50-first half shaft; 60-second half shaft; 70-first hub; 80-second hub; P1-planetary gear mechanism. DETAILED DESCRIPTION

[0033] The core of the present application is to provide an electric drive axle with multiple selectable modes, effectively improving the applicability and meeting the diversified use requirements of commercial vehicles. Another core of the present application is to provide a vehicle comprising the above electric drive axle.

[0034] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0035] Please refer to Figures 1 to 4 , Figure 1 the structural schematic diagram of a specific embodiment of the electric drive axle provided by the present application; Figure 2 the structural schematic diagram of the reducer transmission mechanism and the differential in the electric drive axle shown in Figure 1 Figure 3 the structural schematic diagram of the reducer transmission mechanism in the electric drive axle shown in Figure 1 Figure 4 the transmission principle schematic diagram of a specific embodiment of the electric drive axle provided by the present application.

[0036] In this embodiment, the electric drive axle comprises:

[0037] a drive shaft for driving the hub to rotate;

[0038] a differential 19 for transmitting power to the drive shaft, the differential 19 being connected with the drive shaft;

[0039] a first drive assembly and a second drive assembly, the first drive assembly and the second drive assembly each comprising a power component and a reducer transmission mechanism, the power component being connected with the input end of the reducer transmission mechanism;

[0040] ​​The hollow shaft 15 is sleeved on the outer periphery of the drive shaft, the hollow shaft 15 can rotate relative to the drive shaft, the hollow shaft gear Z7 and the sun gear 16 are fixed on the hollow shaft 15, the output end of the reducer transmission mechanism of at least one of the first drive assembly and the second drive assembly is connected with the hollow shaft gear Z7, the sun gear 16 is connected with the planetary gear mechanism P1, and the planetary gear mechanism P1 is connected with the differential 19;

[0041] A controller is configured to control the first drive assembly and the second drive assembly to act;

[0042] The power components of the first drive assembly and the second drive assembly transmit power to the hollow shaft gear Z7 through the respective reducer transmission mechanisms, the hollow shaft gear Z7 drives the hollow shaft 15 to rotate, thereby driving the sun gear 16 to rotate, the sun gear 16 drives the planetary gear mechanism P1 to rotate, and the planetary gear mechanism P1 transmits power to the differential 19; the input end of the reducer transmission mechanism is the input shaft 11, and the output end of the reducer transmission mechanism is the center shaft 12.

[0043] Specifically, the drive shaft includes a first half shaft 50 and a second half shaft 60, the first half shaft 50 and the second half shaft 60 are both connected with the differential 19, the first half shaft 50 is configured to drive the first wheel hub 70 to rotate, and the second half shaft 60 is configured to drive the second wheel hub 80 to rotate, power is transmitted to the differential 19 through the reducer transmission mechanism, the differential 19 drives the left and right first half shaft 50 and the second half shaft 60, and then the power is transmitted to the corresponding first wheel hub 70 and the second wheel hub 80.

[0044] Further, the vehicle axle housing 40 for fixing the drive shaft and the wheel hub is further included, the first drive assembly and the second drive assembly are arranged on the front and rear sides of the vehicle axle housing 40, the torques of the first drive assembly and the second drive assembly are coupled through the hollow shaft gear Z7, and then the power is transmitted to the differential 19 through the planetary gear mechanism P1. Optionally, the power of the first drive assembly and the second drive assembly are designed in an integrated manner with the vehicle axle housing 40, or are fixed together through screwing, so that the first drive assembly and the second drive assembly and other related parts can work safely and efficiently in a stable and reliable environment.

[0045] The electric drive axle provided by the application utilizes the power component to drive the speed reducer transmission mechanism, then utilizes the speed reducer transmission mechanism to drive the hollow shaft 15, further drives the planet carrier 17 through the hollow shaft 15, and transmits power to the differential 19, and the differential 19 transmits power to the wheel hub through the drive shaft; the electric drive axle, through the setting of the first driving assembly and the second driving assembly, in actual application, can adopt the first driving assembly and the second driving assembly to drive separately, ensures the operation reliability, and can be meshed with the hollow shaft gear Z7 through the first driving assembly and the second driving assembly at the same time, so that the power flow of the first driving assembly and the second driving assembly is transmitted to the hollow shaft 15 at the same time, sufficient torque is provided for the wheel hub, the use requirements of different environments are met, a plurality of selectable modes are provided, the applicability is obviously improved, and the structure is simple, convenient to maintain and low in use cost.

[0046] In some embodiments, the first driving assembly comprises the first power component 30a and the first speed reducer transmission mechanism 10, the second driving assembly comprises the second power component 30b and the second speed reducer transmission mechanism 20, and the speed ratio of the first speed reducer transmission mechanism 10 and the second speed reducer transmission mechanism 20 is different; and the controller is further configured to adjust the linear velocities of the output ends of the first speed reducer transmission mechanism 10 and the second speed reducer transmission mechanism 20 to be the same when the output ends of the first speed reducer transmission mechanism 10 and the second speed reducer transmission mechanism 20 are meshed with the hollow shaft gear Z7. Specifically, by setting the speed ratio of the first speed reducer transmission mechanism 10 and the second speed reducer transmission mechanism 20 to be different, in actual use, the first driving assembly or the second driving assembly can be selected to work according to the needs, thereby improving the applicability, of course, when a larger torque is required, the first driving assembly and the second driving assembly drive the hollow shaft 15 to rotate at the same time, in order to avoid interference between the first driving assembly and the second driving assembly, the controller can adjust the output linear velocities of the first driving assembly and the second driving assembly to be the same, for example, the power of the first power component 30a or the second power component 30b can be adjusted to change the final output linear velocity, and the output linear velocities of the first driving assembly and the second driving assembly can be adjusted to be the same. Further, the first power component 30a and the second power component 30b can both be motors.

[0047] In some embodiments, a third driving assembly is further included, the third driving assembly comprising a power component and a reducer transmission mechanism, the power component being connected to an input end of the reducer transmission mechanism; an output end of the reducer transmission mechanism of at least one of the first driving assembly, the second driving assembly and the third driving assembly is connected to the hollow shaft gear Z7. Specifically, the third driving assembly comprises a third power component and a third reducer transmission mechanism, and the controller is further configured to adjust the linear speed of the output end of the corresponding first reducer transmission mechanism 10, second reducer transmission mechanism 20 or third reducer transmission mechanism when the output ends of at least two of the first reducer transmission mechanism 10, the second reducer transmission mechanism 20 and the third reducer transmission mechanism are all engaged with the hollow shaft gear Z7. The above arrangement can adopt three groups of driving assemblies, further improving the transmission efficiency of torque and the diversity of mode selection. Of course, the number of driving assemblies can be set as needed, and two groups are preferred in order to save costs while ensuring driving effect.

[0048] Preferably, the first driving assembly and the second driving assembly are located on the two sides of the hollow shaft 15 in the radial direction, thereby ensuring the stability of driving the hollow shaft 15. When there are three groups of driving assemblies, they are preferably uniformly distributed along the circumference of the hollow shaft 15.

[0049] In some embodiments, the planetary gear mechanism P1 comprises a planet carrier 17 and an outer ring gear 18, the outer circumferential part of the planet carrier 17 is engaged with the outer ring gear 18, the planet carrier 17 drives the differential 19 to rotate, and the outer ring gear 18 supports the planet carrier 17 to facilitate the rotation of the planet carrier 17.

[0050] In some embodiments, the speed reducer transmission mechanism comprises an input shaft 11, an intermediate shaft 14 and a center shaft 12, the power component is connected with the input shaft 11, the input gear Z1 is fixed on the input shaft 11, the intermediate transmission gear Z2, the intermediate high-speed gear Z3 and the intermediate low-speed gear Z4 are fixed on the intermediate shaft 14, the sliding sleeve 13 is arranged on the center shaft 12, the sliding sleeve 13 is circumferentially clamped with the center shaft 12, the center high-speed gear Z5 and the center low-speed gear Z6 are sleeved on the center shaft 12, and the center shaft 12 is rotationally connected with the center high-speed gear Z5 and the center low-speed gear Z6; the input gear Z1 is engaged with the intermediate transmission gear Z2, the intermediate high-speed gear Z3 is engaged with the center high-speed gear Z5, the intermediate low-speed gear Z4 is engaged with the center low-speed gear Z6, and the sliding sleeve 13 is circumferentially clamped with the center high-speed gear Z5 or the center low-speed gear Z6. The above arrangement realizes the setting mode of multiple driving and multiple gears by arranging at least two gears, i.e. high-speed gear and low-speed gear, in the speed reducer transmission mechanism, and the speed ratios of gears in the speed reducer transmission mechanisms in different driving components can be different, which can be driven individually or simultaneously, thereby meeting the operation ability of various working conditions. Further, the matching connection between the intermediate shaft 14 and the center shaft 12 is preferably two-gear adjustment, and can also be three-gear or above adjustment, thereby further improving the diversification of modes.

[0051] In some embodiments, the speed ratio of the intermediate high-speed gear Z3 and the center high-speed gear Z5 in the speed reducer transmission mechanism of the first driving component is different from the speed ratio of the intermediate high-speed gear Z3 and the center high-speed gear Z5 in the speed reducer transmission mechanism of the second driving component; the speed ratio of the intermediate low-speed gear Z4 and the center low-speed gear Z6 in the speed reducer transmission mechanism of the first driving component is different from the speed ratio of the intermediate low-speed gear Z4 and the center low-speed gear Z6 in the speed reducer transmission mechanism of the second driving component. Specifically, when only the first driving component is selected, two kinds of speed ratio transmission can be adopted, and when only the second driving component is selected, another two kinds of different speed ratio transmission can be adopted, so that the selectable driving mode is more diversified.

[0052] In some embodiments, the intermediate high-speed gear Z3 and the center high-speed gear Z5, and the intermediate low-speed gear Z4 and the center low-speed gear Z6 are always engaged. That is, the intermediate high-speed gear Z3 and the center high-speed gear Z5, and the intermediate low-speed gear Z4 and the center low-speed gear Z6 are always in the engaged state, and the center shaft 12 can be connected with the center high-speed gear Z5 and the center low-speed gear Z6 by a shaft sleeve.

[0053] In some embodiments, a gear shifting mechanism for controlling the movement of the sliding sleeve 13 is further included, the gear shifting mechanism is connected with the sliding sleeve 13, and the sliding sleeve 13 can slide along the axial direction of the center shaft 12 to realize the selective connection with the center high-speed gear Z5 or the center low-speed gear Z6, thereby realizing the selection of two gears.

[0054] In some embodiments, the central shaft 12 is further provided with a central shaft outer gear 121, which is engaged with the hollow shaft gear Z7 to achieve power transmission from the reducer transmission mechanism to the hollow shaft 15. The central shaft outer gear 121 can be directly provided on one end of the central shaft 12 to improve the stability of the central shaft outer gear 121. Of course, a transmission gear can also be fixed on the central shaft 12 to achieve power output.

[0055] In a specific embodiment, as shown in Figure 1 The power of the first drive assembly is transmitted from the power component to the input gear Z1 through the input shaft 11, and the input gear Z1 is engaged with the intermediate transmission gear Z2 for transmission. The intermediate transmission gear Z2, the intermediate high-speed gear Z3, the intermediate low-speed gear Z4, and the intermediate shaft 14 are an integral part. When the sleeve 13 connected with the inner spline of the central shaft 12 is connected with the central high-speed gear Z5, the power is transmitted from the intermediate high-speed gear Z3 to the central high-speed gear Z5, through the sleeve 13, to the central shaft 12, and the power output and the first gear ratio are achieved through the central shaft outer gear 121. At this time, the central low-speed gear Z6 idles with the intermediate low-speed gear Z4. When the sleeve 13 connected with the inner spline of the central shaft 12 is connected with the central low-speed gear Z6, the power is transmitted from the intermediate low-speed gear Z4 to the central low-speed gear Z6, through the sleeve 13, to the central shaft 12, and the power output and the second gear ratio are achieved through the central shaft outer gear 121. At this time, the central high-speed gear Z5 idles with the intermediate high-speed gear Z3. The power component of the second drive assembly is configured in a similar manner as the first assembly, with the difference being the different reduction ratios, which are 11.72 and 3.16, respectively. The torques of the first drive assembly and the second drive assembly are coupled at the hollow shaft gear Z7.

[0056] Further, when the electric drive axle system is in the first transmission mode, the first drive assembly and the second drive assembly simultaneously drive the planetary differential reduction system to achieve torque coupling, thereby providing the vehicle with the maximum driving torque. When the electric drive axle system is in the second transmission mode, the first drive assembly or the second drive assembly drives the planetary differential reduction system at different times to achieve efficient use of electric energy. In the above manner, the power performance of the vehicle can be fully utilized, the mechanical differential 19 is used to meet the speed difference requirements of the left and right wheels in the vehicle turning condition and other uneven road conditions, and the maintenance process is also more convenient.

[0057] When the electric drive axle is in the first transmission mode, the power of the first power component 30a is reduced and increased in torque by the low speed gear of the two-gear reduction box, and the power of the second power component 30b is superimposed on the hollow shaft gear Z7, and then the power flow is transmitted to the differential 19 through the planetary gear mechanism P1, and then the first half shaft 50 and the second half shaft 60 on the left and right sides are driven through the differential 19, and then the corresponding first wheel hub 70 and the second wheel hub 80 are driven. When the electric drive axle is in the second transmission mode, the first power component 30a or the second power component 30b is not powered to the corresponding input shaft 11, which is mainly used in the case of vehicle empty load to save one power component and save energy. The power flow superposition of the electric drive axle in the first transmission mode is suitable for more common working conditions. The above-mentioned distributed electric drive axle system is in the first transmission mode, the shift mechanism of the sliding sleeve 13 is in transmission connection with the center shaft 12 of the planetary gear mechanism P1, the transmission speed ratio of the first power component 30a and the corresponding first half shaft 50 is 4.32-15.98, and the transmission speed ratio of the first power component 30a and the corresponding first half shaft 50 is 3.16-11.72. The transmission speed ratio of the first power component 30a and the second power component 30b to the first half shaft 50 and the second half shaft 60 is 29.5-109.1 when the electric drive axle is in the first transmission mode.

[0058] In some embodiments, the transmission system in the electric drive axle system is arranged with two gears, wherein the low speed gear is mainly used for large traction conditions such as climbing, and the high speed gear is mainly used for vehicle normal transportation conditions, automatic gear shifting, improving operation efficiency and reducing labor intensity of the driver. The speed ratio of the low speed gear is 29.5-109.1, and the speed ratio of the high speed gear is 2.45-8.5. The low speed gear is mainly used when climbing is required, and the high speed gear is mainly used when the vehicle is running normally. The low speed gear speed ratio is set to 12.5-75.5, and the low speed gear is usually achieved by the planetary carrier 17 of the planetary gear mechanism P1 to achieve speed reduction and torque increase input. Alternatively, the speed reduction ratio of the planetary carrier 17 of the planetary gear mechanism P1 is 12.5-17, which can meet the requirements of commercial vehicles on traction on various slopes and ensure the operation ability in various conditions. The high speed gear speed ratio is set to 12.5-17, which meets the requirements of the vehicle in normal conditions and shortens the transportation time. According to different vehicles, different conditions and loads, different specific speed ratios can be selected within the above speed ratio setting range to achieve the optimal power and torque transmission of the vehicle, meet the requirements of the vehicle on traction, speed and efficiency, and achieve the lowest energy consumption requirement of the vehicle. Compared with the existing electric drive axle transmission system, the electric drive axle has a simple and clear structure, relatively simple maintenance, lower maintenance and use cost, cost savings for users and improved efficiency.

[0059] In some embodiments, as Figure 4The power transmission route of the electric drive axle system is shown, the first power component (30a) and the second power component (30b) both output power, according to the power of the power component, the torque, the different commercial vehicle models and the different load quality, the size of the configured power component and the two-gear reduction box is also different.

[0060] The electric drive axle realizes four-gear combination through two two-speed ratio reducers, forms two transmission modes through the planetary reduction mechanism and the mechanical differential mechanism, meets the torque and speed requirements of the vehicle in different working conditions, makes the motor always in high efficiency operation state, greatly improves the efficiency of the power assembly, and is more energy-saving.

[0061] It should be noted that the distributed electric drive axle of the present application can be applied to a transport vehicle similar to an electric commercial vehicle, and can also be applied to other electric vehicles, hybrid electric vehicles, three-wheeled vehicles or other vehicles.

[0062] In addition to the above electric drive axle, the present application also provides a vehicle comprising the above electric drive axle, other parts of the vehicle structure please refer to the prior art, this paper will not be repeated.

[0063] Each embodiment in the specification is described in a progressive manner, and each embodiment focuses on the difference from other embodiments.

[0064] The electric drive axle provided by the present application is described in detail above. The principle and implementation mode of the present application are described by applying specific examples in this paper, and the above embodiment description is only used to help understand the method and core idea of the present application. It should be pointed out that for ordinary skilled persons in the technical field, some improvements and modifications can be made to the present application without departing from the principle of the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. An electric drive axle, characterized in that The application relates to a differential mechanism for a vehicle wheel hub, comprising: a driving shaft for driving the wheel hub to rotate; a differential (19) for transmitting power to the driving shaft, the differential (19) being connected with the driving shaft; a first driving assembly and a second driving assembly, each of the first driving assembly and the second driving assembly comprising a power component and a reducer transmission mechanism, the power component being connected with an input end of the reducer transmission mechanism; a hollow shaft (15) and a planetary gear mechanism (P1), the hollow shaft (15) being sleeved on an outer circumferential portion of the driving shaft, the hollow shaft (15) being rotatable relative to the driving shaft, a hollow shaft gear (Z7) and a sun gear (16) being fixed on the hollow shaft (15), an output end of the reducer transmission mechanism of at least one of the first driving assembly and the second driving assembly being connected with the hollow shaft gear (Z7), the sun gear (16) being connected with the planetary gear mechanism (P1), and the planetary gear mechanism (P1) being connected with the differential (19); a controller for controlling the first driving assembly and the second driving assembly to act; and power components of the first driving assembly and the second driving assembly transmit power to the hollow shaft gear (Z7) through the respective reducer transmission mechanisms, the hollow shaft gear (Z7) drives the hollow shaft (15) to rotate so as to drive the sun gear (16) to rotate, the sun gear (16) drives the planetary gear mechanism (P1) to rotate, and the planetary gear mechanism (P1) transmits power to the differential (19); the reducer transmission mechanism comprises an input shaft (11), an intermediate shaft (14) and a central shaft (12), the power component is connected with the input shaft (11), the input shaft (11) is fixed with an input gear (Z1), the intermediate shaft (14) is fixed with an intermediate transmission gear (Z2), an intermediate high-speed gear (Z3) and an intermediate low-speed gear (Z4), the central shaft (12) is provided with a sliding sleeve (13), the sliding sleeve (13) is circumferentially clamped with the central shaft (12), the central shaft (12) is further sleeved with a central high-speed gear (Z5) and a central low-speed gear (Z6), and the central shaft (12) is rotatably connected with the central high-speed gear (Z5) and the central low-speed gear (Z6); the input gear (Z1) is engaged with the intermediate transmission gear (Z2), the intermediate high-speed gear (Z3) is engaged with the central high-speed gear (Z5), the intermediate low-speed gear (Z4) is engaged with the central low-speed gear (Z6), and the sliding sleeve (13) is circumferentially clamped with the central high-speed gear (Z5) or the central low-speed gear (Z6) alternatively; the intermediate high-speed gear (Z3) and the central high-speed gear (Z5) are always engaged, and the intermediate low-speed gear (Z4) and the central low-speed gear (Z6) are always engaged. The center shaft (12) is further provided with a center shaft outer gear (121) which is engaged with the hollow shaft gear (Z7) to realize power transmission from the speed reducer transmission mechanism to the hollow shaft (15); The planetary gear mechanism (P1) comprises a planet carrier (17) and an outer gear (18), the outer peripheral part of the planet carrier (17) is engaged with the outer gear (18), and the planet carrier (17) drives the differential (19) to rotate.

2. The electrically driven axle of claim 1, wherein, The first driving assembly comprises a first power component (30a) and a first speed reducer transmission mechanism (10), the second driving assembly comprises a second power component (30b) and a second speed reducer transmission mechanism (20), and the speed ratio of the first speed reducer transmission mechanism (10) is different from that of the second speed reducer transmission mechanism (20); the controller is further used for adjusting the linear velocities of the output ends of the first speed reducer transmission mechanism (10) and the second speed reducer transmission mechanism (20) to be the same when the output ends of the first speed reducer transmission mechanism (10) and the second speed reducer transmission mechanism (20) are engaged with the hollow shaft gear (Z7).

3. The electrically driven axle of claim 1, wherein, The third driving assembly comprises a power component and a speed reducer transmission mechanism, the power component is connected with the input end of the speed reducer transmission mechanism, and the output end of the speed reducer transmission mechanism of at least one of the first driving assembly, the second driving assembly and the third driving assembly is connected with the hollow shaft gear (Z7).

4. The electrically driven axle of claim 1, wherein, The driving shaft comprises a first half shaft (50) and a second half shaft (60), the first half shaft (50) and the second half shaft (60) are both connected with the differential (19), the first half shaft (50) is used for driving a first wheel hub (70) to rotate, and the second half shaft (60) is used for driving a second wheel hub (80) to rotate; the vehicle bridge housing (40) for fixing the driving shaft and the wheel hub is further included.

5. The electrically driven axle of claim 1, wherein, The speed ratio of the intermediate high-speed gear (Z3) to the center high-speed gear (Z5) in the speed reducer transmission mechanism of the first driving assembly is different from that of the intermediate high-speed gear (Z3) to the center high-speed gear (Z5) in the speed reducer transmission mechanism of the second driving assembly; the speed ratio of the intermediate low-speed gear (Z4) to the center low-speed gear (Z6) in the speed reducer transmission mechanism of the first driving assembly is different from that of the intermediate low-speed gear (Z4) to the center low-speed gear (Z6) in the speed reducer transmission mechanism of the second driving assembly.

6. A vehicle comprising an electric drive axle, characterized in that The electric drive bridge is the electric drive bridge according to any one of claims 1 to 5.

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