An electric drive axle and vehicle

Abstract

This invention relates to an electric drive axle and a vehicle. The electric drive axle includes a drive motor, a balance shaft gear transmission mechanism, a planetary gear mechanism, a differential, a left half-shaft, a right half-shaft, and a shifting mechanism mounted on the planetary gear mechanism. The shifting mechanism includes a support member fixed relative to the vehicle body, on which a first engaging gear is mounted. The shifting mechanism also includes a second engaging gear fixed to an internal gear ring and a third engaging gear on a planetary carrier, with the second engaging gear located between the first and third engaging gears. The shifting mechanism further includes a shift sleeve fitted around the first, second, and third engaging gears, a shift fork connected to the shift sleeve, and a shifting drive device for driving the shift fork. The shift sleeve has a low gear position, a high gear position, and a neutral position. This invention effectively solves the problems of increased weight and manufacturing costs in existing electric drive axles due to excessively long cantilever lengths and numerous shifting gears.

Description

Technical Field

[0001] This invention relates to an electric drive axle and a vehicle, belonging to the field of electric vehicle technology. Background Technology

[0002] In existing technologies, the electric drive axle is an electromechanical integrated drive system designed for electric vehicles, offering advantages such as high integration, small size, and low energy consumption. An electric drive axle typically consists of a drive motor, reducer, differential, axle housing, and half-shafts. The reducer and differential are both mounted within the axle housing, which supports and protects them. Furthermore, to support the entire electric drive axle, a cantilever is usually installed between the drive motor and the axle housing. This cantilever supports the entire electric drive axle housing, ensuring the stability of the entire electric drive axle installation.

[0003] Currently, electric drive axles typically employ a balance shaft type single-stage reducer or a balance shaft type multi-gear design. For example, Chinese utility model patent CN214492504U discloses a dual-motor electric drive axle with wheel-side reducers. This electric drive axle comprises a drive motor, an axle housing, a planetary reduction module, a first half-shaft, a second half-shaft, and a differential. Two drive motors are provided, positioned on opposite sides of the axle housing. The drive motors are sequentially connected to a first gear transmission reduction module, a second gear transmission reduction module, and a third gear transmission reduction module. The third gear transmission reduction module is connected to the sun gear of the planetary reduction module via a shifting module. The second gear transmission reduction module includes a third transmission gear and a fourth transmission gear rotatably mounted on the third shaft. The third gear transmission reduction module includes a sixth transmission gear and a seventh transmission gear rotatably mounted on the axle housing. The sixth transmission gear meshes with the third transmission gear, and the seventh transmission gear meshes with the fourth transmission gear. The shift module is connected to the sun gear in the planetary reduction module through an intermediate shaft. The shift module is located between the third shaft and the axle housing, and also between the sixth and seventh transmission gears. The sixth and seventh transmission gears are respectively connected to the intermediate shaft through the shift module to realize gear shifting.

[0004] In the electric drive axle of the aforementioned patent document, since the shift module is located between the third shaft and the axle housing, sufficient installation space is required between the third shaft and the axle housing to ensure the installation of the shift module. However, this also results in a large distance between the drive motor and the axle housing. Furthermore, since the drive motor and the axle housing are supported by a cantilever, the extension length of the cantilever is also relatively long, leading to an increase in the weight and manufacturing cost of the entire electric drive axle. In addition, in order to achieve shifting, a large number of independent gears are required, which not only increases the weight of the electric drive axle but also increases its manufacturing cost. Summary of the Invention

[0005] The purpose of this invention is to provide an electric drive axle to solve the problem that the weight and manufacturing cost of electric drive axles are increased due to excessively long cantilever lengths and numerous shifting gears in the prior art; the purpose of this invention is also to provide a vehicle to solve the above-mentioned problems.

[0006] To achieve the above objectives, the electric drive axle in this invention adopts the following technical solution:

[0007] An electric drive axle includes a drive motor, a balance shaft gear transmission mechanism, a planetary gear mechanism, a differential, a left half-shaft, and a right half-shaft. The input end of the balance shaft gear transmission mechanism is connected to the output end of the drive motor. The planetary gear mechanism includes a sun gear, planet gears, a planet carrier, and an internal gear ring. The output end of the balance shaft gear transmission mechanism is connected to the input element of the planetary gear mechanism. The planet carrier is connected to the differential, which is connected to both the left and right half-shafts. The left and right half-shafts are used to drive the left and right wheels, respectively. The electric drive axle also includes a shifting mechanism mounted on the planetary gear mechanism. The shifting mechanism includes a support member fixed relative to the vehicle body, on which a first engagement gear is mounted. The shifting mechanism also includes a gear engagement mechanism with the internal gear ring. The shifting mechanism includes a fixedly connected second engagement gear and a third engagement gear mounted on the planetary carrier to move synchronously with the planetary carrier. The second engagement gear is located between the first engagement gear and the third engagement gear. The shifting mechanism also includes a shift sleeve for sleeved on the outside of the first engagement gear, the second engagement gear, and the third engagement gear, a shift fork connected to the shift sleeve, and a shifting drive device for driving the shift fork. The shift sleeve has a low gear position for engaging the first engagement gear and the second engagement gear to achieve a transmission ratio greater than 1 in the planetary gear mechanism. The shift sleeve also has a high gear position for engaging the second engagement gear and the third engagement gear to achieve a transmission ratio equal to 1 in the planetary gear mechanism. The shift sleeve also has a neutral position when engaged only with the second engagement gear.

[0008] The beneficial effects of the above technical solution are as follows: In the electric drive axle of the present invention, a shifting mechanism is provided on the planetary gear mechanism. The shifting mechanism includes a support member fixed relative to the vehicle body and a first engaging gear disposed on the support member, a second engaging gear fixedly connected to the internal gear ring, and a third engaging gear disposed on the planetary carrier to move synchronously with the planetary carrier. The second engaging gear is located between the first engaging gear and the third engaging gear. The shifting mechanism also includes a shifting sleeve for sleeved on the outside of the first engaging gear, the second engaging gear, and the third engaging gear, a shift fork connected to the shifting sleeve, and a shifting drive device for driving the shift fork. Thus, when the shifting drive device drives the shifting sleeve to shift gears through the shift fork, the shifting sleeve can engage with the first engaging gear and the second engaging gear to brake the internal gear ring. In this case, according to the principle of the planetary gear mechanism, the transmission ratio of the planetary gear mechanism is large. In the first case, the planetary gear mechanism can further reduce the speed after being reduced by the balance shaft gear transmission mechanism, so the shift sleeve is in the low gear position. The shift sleeve can also engage with the second and third engaging gears, connecting the planetary carrier and the internal gear ring. In this case, according to the principle of the planetary gear mechanism, the transmission ratio is 1, meaning the planetary gear mechanism does not further reduce the speed after being reduced by the balance shaft gear transmission mechanism; that is, the planetary gear mechanism does not play a deceleration role, so the final output speed is still relatively high, and the shift sleeve is in the high gear position. Alternatively, the shift sleeve can engage only with the second engaging gear, meaning the planetary gear mechanism has no braking element. In this case, according to the principle of the planetary gear mechanism, the transmission ratio is 0, meaning the planetary gear mechanism has no power output, and the shift sleeve is in the neutral position.

[0009] Compared to existing technologies that place the shifting mechanism on a balance shaft gear transmission mechanism, this invention, by placing the shifting mechanism on a planetary gear mechanism, eliminates the need for the shifting mechanism to occupy the space between the balance shaft gear transmission mechanism and the left or right half-shaft. This allows the balance shaft gear transmission mechanism to be positioned closer to the left or right half-shaft, and consequently, the drive motor can also be positioned closer to the left or right half-shaft. This also allows for a closer distance between the drive motor and the axle housing, reducing the length of the cantilever supporting the electric drive axle and the axle housing, thus lowering the overall weight and manufacturing cost of the electric drive axle. Furthermore, compared to existing technologies with numerous shifting gears, this invention, where the second engaging gear is connected to the internal gear ring and the third engaging gear is mounted on the planetary carrier, eliminates the need for separate gears for the second and third engaging gears. This further reduces the manufacturing cost and weight of the electric drive axle.

[0010] Furthermore, the differential and the shifting mechanism are respectively located on the left and right sides of the planetary gear mechanism.

[0011] The beneficial effect of the above technical solution is that it can make full use of the space on both sides of the planetary gear mechanism, and facilitate the setting of the shifting mechanism on the planetary gear mechanism.

[0012] Furthermore, the output end of the balance shaft gear transmission mechanism is connected to the sun gear transmission. The internal gear ring is fixedly connected to the second engaging gear through a fixed cylinder. The fixed cylinder includes a first cylinder section, a second cylinder section, and a connecting section connecting the first cylinder section and the second cylinder section, all arranged coaxially with the sun gear. The internal gear ring is located inside the first cylinder section, and the second engaging gear is located outside the second cylinder section. The outer diameter of the second cylinder section is smaller than the outer diameter of the first cylinder section, so that a clearance space is formed between the second cylinder section and the connecting section to avoid the support member and the first engaging gear.

[0013] The beneficial effects of the above technical solution are as follows: connecting the output end of the balance shaft gear transmission mechanism to the sun gear transmission, that is, using the sun gear as the input element of the planetary gear mechanism, is conducive to optimizing the layout between the planetary gear mechanism and the shifting mechanism, and makes it easier to set the shifting mechanism on the planetary gear mechanism; setting a fixed cylinder including a first cylinder section, a second cylinder section and a connecting section, the fixed cylinder facilitates the transmission connection between the second engaging gear and the internal gear ring, and at the same time, the clearance space between the second cylinder section and the connecting section avoids the first engaging gear and the support member, making the structure of the entire planetary gear mechanism more compact, which helps to reduce the space occupied by the planetary gear mechanism and facilitates the arrangement of the planetary gear mechanism.

[0014] Furthermore, a first bearing for supporting the second cylinder section is installed between the second cylinder section and the planetary carrier.

[0015] The beneficial effects of the above technical solution are as follows: by supporting the second cylinder section with the first bearing, the coaxial arrangement between the fixed cylinder and the sun gear can be ensured. Furthermore, this can ensure the normal engagement between the second engaging gear and the shift sleeve, as well as the normal meshing between the internal gear ring and the planet gear, thus ensuring the performance of the planetary gear mechanism and the shift mechanism.

[0016] Furthermore, the support is ring-shaped, and the first engaging gear is a circular gear.

[0017] The beneficial effect of the above technical solution is that the use of circular gears can ensure effective cooperation between the first engaging gear and the shift sleeve, which in turn helps to ensure the normal operation of the shift mechanism.

[0018] Furthermore, the shift drive device is a shift cylinder or a shift motor.

[0019] The beneficial effect of the above technical solution is that the shift cylinder or shift motor facilitates the automatic control of the shift sleeve's movement, thereby facilitating the automatic control of shifting.

[0020] Furthermore, the shift drive device and the drive motor are located on the front and rear sides of the left and right half shafts, respectively.

[0021] The beneficial effect of the above technical solution is that it makes full use of the space on the front and rear sides of the left and right half shafts, which facilitates the arrangement of the shift drive device and the drive motor.

[0022] Furthermore, the shift drive device and the drive motor are located on the same side of the left and right half shafts, and the output end of the shift drive device and the output end of the drive motor are arranged opposite to each other.

[0023] The beneficial effects of the above technical solution are as follows: This arrangement makes the shift drive device and drive motor more compact, which helps to reduce the space occupied by the shift drive device and drive motor, and further facilitates the miniaturization design of the electric drive axle. At the same time, by arranging the output end of the shift drive device and the output end of the drive motor opposite each other, it can prevent the interference between the shift drive device and the drive motor to a certain extent, thus ensuring the normal operation of the electric drive axle.

[0024] Furthermore, the planetary carrier includes a third cylinder section and a fourth cylinder section connected to the planetary gears and arranged coaxially with the sun gear. The outer diameter of the third cylinder section is larger than the outer diameter of the fourth cylinder section. The third engagement gear is located on the outer side of the third cylinder section near the end of the fourth cylinder section. A second bearing is installed between the fourth cylinder section and the vehicle body.

[0025] The beneficial effects of the above technical solution are as follows: setting the third and fourth cylindrical sections optimizes the structural configuration of the planetary carrier. This not only allows the planetary carrier to be supported by the second bearing installed between the fourth cylindrical section and the car body, ensuring the coaxial arrangement between the planetary carrier and the sun gear, but also facilitates the installation of the third coupling gear on the planetary carrier.

[0026] To achieve the above objectives, the vehicle in this invention adopts the following technical solution:

[0027] A vehicle includes a left wheel, a right wheel, and an electric drive axle connecting the left and right wheels. The electric drive axle includes a drive motor, a balance shaft gear transmission mechanism, a planetary gear mechanism, a differential, a left half-shaft, and a right half-shaft. The input end of the balance shaft gear transmission mechanism is connected to the output end of the drive motor. The planetary gear mechanism includes a sun gear, planet gears, a planet carrier, and an internal ring gear. The output end of the balance shaft gear transmission mechanism is connected to the input element of the planetary gear mechanism. The planet carrier is connected to the differential, which is connected to both the left and right half-shafts. The left and right half-shafts are used to drive the left and right wheels to rotate, respectively. The electric drive axle also includes a shift mechanism mounted on the planetary gear mechanism. The shift mechanism includes a support member fixed relative to the vehicle body, and a first gear is mounted on the support member. The shifting mechanism also includes a first engagement gear, a second engagement gear fixedly connected to the internal gear ring, and a third engagement gear mounted on the planetary carrier to move synchronously with the planetary carrier. The second engagement gear is located between the first engagement gear and the third engagement gear. The shifting mechanism also includes a shift sleeve for sleeved on the outside of the first engagement gear, the second engagement gear, and the third engagement gear, a shift fork connected to the shift sleeve, and a shifting drive device for driving the shift fork. The shift sleeve has a low gear position for engaging the first engagement gear and the second engagement gear to achieve a transmission ratio greater than 1 in the planetary gear mechanism. The shift sleeve also has a high gear position for engaging the second engagement gear and the third engagement gear to achieve a transmission ratio equal to 1 in the planetary gear mechanism. The shift sleeve also has a neutral position when engaged only with the second engagement gear.

[0028] The beneficial effects of the above technical solution are as follows: In the vehicle of the present invention, a shifting mechanism is provided on the planetary gear mechanism of the electric drive axle. The shifting mechanism includes a support member fixed relative to the vehicle body and a first engaging gear disposed on the support member, a second engaging gear fixedly connected to the internal gear ring, and a third engaging gear disposed on the planet carrier to move synchronously with the planet carrier. The second engaging gear is located between the first engaging gear and the third engaging gear. The shifting mechanism also includes a shifting sleeve for sleeved on the outside of the first engaging gear, the second engaging gear, and the third engaging gear, a shift fork connected to the shifting sleeve, and a shifting drive device for driving the shift fork. Thus, when the shifting drive device drives the shifting sleeve to shift gears via the shift fork, the shifting sleeve can engage with the first engaging gear and the second engaging gear, braking the internal gear ring. In this case, according to the principle of the planetary gear mechanism, the transmission ratio of the planetary gear mechanism is... A gear ratio greater than 1 indicates that the planetary gear mechanism can further reduce the speed after it has been reduced by the balance shaft gear transmission mechanism. Therefore, the shift sleeve is in a low gear position. The shift sleeve can also engage with the second and third engaging gears, connecting the planetary carrier and the internal gear ring. In this case, according to the principle of the planetary gear mechanism, the transmission ratio is equal to 1, meaning the planetary gear mechanism will not further reduce the speed after it has been reduced by the balance shaft gear transmission mechanism. Thus, the planetary gear mechanism does not perform a reduction function, and the final output speed is still relatively high. Therefore, the shift sleeve is in a high gear position. Alternatively, the shift sleeve can engage only with the second engaging gear, meaning the planetary gear mechanism has no braking element. In this case, according to the principle of the planetary gear mechanism, the transmission ratio is equal to 0, meaning the planetary gear mechanism has no power output. In this case, the shift sleeve is in neutral.

[0029] Compared to existing technologies that place the shifting mechanism on a balance shaft gear transmission mechanism, this invention, by placing the shifting mechanism on a planetary gear mechanism, eliminates the need for the shifting mechanism to occupy the space between the balance shaft gear transmission mechanism and the left or right half-shaft. This allows the balance shaft gear transmission mechanism to be positioned closer to the left or right half-shaft, and consequently, the drive motor can also be positioned closer to the left or right half-shaft. This also allows for a closer distance between the drive motor and the axle housing, reducing the length of the cantilever supporting the electric drive axle and the axle housing, thus lowering the overall weight and manufacturing cost of the electric drive axle. Furthermore, compared to existing technologies with numerous shifting gears, this invention, where the second engaging gear is connected to the internal gear ring and the third engaging gear is mounted on the planetary carrier, eliminates the need for separate gears for the second and third engaging gears. This further reduces the manufacturing cost and weight of the electric drive axle.

[0030] Furthermore, the differential and the shifting mechanism are respectively located on the left and right sides of the planetary gear mechanism.

[0031] The beneficial effect of the above technical solution is that it can make full use of the space on both sides of the planetary gear mechanism, and facilitate the setting of the shifting mechanism on the planetary gear mechanism.

[0032] Furthermore, the output end of the balance shaft gear transmission mechanism is connected to the sun gear transmission. The internal gear ring is fixedly connected to the second engaging gear through a fixed cylinder. The fixed cylinder includes a first cylinder section, a second cylinder section, and a connecting section connecting the first cylinder section and the second cylinder section, all arranged coaxially with the sun gear. The internal gear ring is located inside the first cylinder section, and the second engaging gear is located outside the second cylinder section. The outer diameter of the second cylinder section is smaller than the outer diameter of the first cylinder section, so that a clearance space is formed between the second cylinder section and the connecting section to avoid the support member and the first engaging gear.

[0033] The beneficial effects of the above technical solution are as follows: connecting the output end of the balance shaft gear transmission mechanism to the sun gear transmission, that is, using the sun gear as the input element of the planetary gear mechanism, is conducive to optimizing the layout between the planetary gear mechanism and the shifting mechanism, and makes it easier to set the shifting mechanism on the planetary gear mechanism; setting a fixed cylinder including a first cylinder section, a second cylinder section and a connecting section, the fixed cylinder facilitates the transmission connection between the second engaging gear and the internal gear ring, and at the same time, the clearance space between the second cylinder section and the connecting section avoids the first engaging gear and the support member, making the structure of the entire planetary gear mechanism more compact, which helps to reduce the space occupied by the planetary gear mechanism and facilitates the arrangement of the planetary gear mechanism.

[0034] Furthermore, a first bearing for supporting the second cylinder section is installed between the second cylinder section and the planetary carrier.

[0035] The beneficial effects of the above technical solution are as follows: by supporting the second cylinder section with the first bearing, the coaxial arrangement between the fixed cylinder and the sun gear can be ensured. Furthermore, this can ensure the normal engagement between the second engaging gear and the shift sleeve, as well as the normal meshing between the internal gear ring and the planet gear, thus ensuring the performance of the planetary gear mechanism and the shift mechanism.

[0036] Furthermore, the support is ring-shaped, and the first engaging gear is a circular gear.

[0037] The beneficial effect of the above technical solution is that the use of circular gears can ensure effective cooperation between the first engaging gear and the shift sleeve, which in turn helps to ensure the normal operation of the shift mechanism.

[0038] Furthermore, the shift drive device is a shift cylinder or a shift motor.

[0039] The beneficial effect of the above technical solution is that the shift cylinder or shift motor facilitates the automatic control of the shift sleeve's movement, thereby facilitating the automatic control of shifting.

[0040] Furthermore, the shift drive device and the drive motor are located on the front and rear sides of the left and right half shafts, respectively.

[0041] The beneficial effect of the above technical solution is that it makes full use of the space on the front and rear sides of the left and right half shafts, which facilitates the arrangement of the shift drive device and the drive motor.

[0042] Furthermore, the shift drive device and the drive motor are located on the same side of the left and right half shafts, and the output end of the shift drive device and the output end of the drive motor are arranged opposite to each other.

[0043] The beneficial effects of the above technical solution are as follows: This arrangement makes the shift drive device and drive motor more compact, which helps to reduce the space occupied by the shift drive device and drive motor, and further facilitates the miniaturization design of the electric drive axle. At the same time, by arranging the output end of the shift drive device and the output end of the drive motor opposite each other, it can prevent the interference between the shift drive device and the drive motor to a certain extent, thus ensuring the normal operation of the electric drive axle.

[0044] Furthermore, the planetary carrier includes a third cylinder section and a fourth cylinder section connected to the planetary gears and arranged coaxially with the sun gear. The outer diameter of the third cylinder section is larger than the outer diameter of the fourth cylinder section. The third engagement gear is located on the outer side of the third cylinder section near the end of the fourth cylinder section. A second bearing is installed between the fourth cylinder section and the vehicle body.

[0045] The beneficial effects of the above technical solution are as follows: setting the third and fourth cylindrical sections optimizes the structural configuration of the planetary carrier. This not only allows the planetary carrier to be supported by the second bearing installed between the fourth cylindrical section and the car body, ensuring the coaxial arrangement between the planetary carrier and the sun gear, but also facilitates the installation of the third coupling gear on the planetary carrier. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of Embodiment 1 of the vehicle of the present invention;

[0047] Figure 2 yes Figure 1 Enlarged view of section A;

[0048] Figure 3 This is a schematic diagram of Embodiment 2 of the vehicle of the present invention;

[0049] Figure 4 This is a schematic diagram of embodiment 3 of the vehicle of the present invention;

[0050] Figure 5This is a schematic diagram of embodiment 4 of the vehicle of the present invention;

[0051] Figure 6 This is a logic diagram of gear shift control in the vehicle of the present invention.

[0052] In the diagram: 10. Drive motor; 20. First gear reduction module; 30. Second gear reduction module; 40. Third gear reduction module; 41. Transmission gear; 50. Planetary gear mechanism; 51. Sun gear; 52. Planetary gears; 53. Internal gear ring; 54. Planetary carrier; 55. First cylinder section; 56. Connecting section; 57. Second cylinder section; 58. Third cylinder section; 59. Fourth cylinder section; 60. Shifting mechanism; 61. Support member; 62. First gear; 63. Second gear; 64. Third gear; 65. Shifting drive device; 66. Shift fork; 67. Shifting sleeve; 70. First bearing; 80. Second bearing; 90. Differential; 100. Left half-shaft; 110. Right half-shaft; 120. Left wheel; 130. Right wheel; 140. Drive shaft. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0054] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0055] It should be noted that, in specific embodiments of the present invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any actual relationship or order between these entities or operations. Furthermore, terms such as "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, the use of phrases such as "comprising a…" to define an element does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0056] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linkage" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0057] In the description of this invention, unless otherwise explicitly specified and limited, the term "provided with" should be interpreted broadly. For example, the object "provided with" can be a part of the body, or it can be separately arranged from the body and connected to the body. This connection can be a detachable connection or a non-detachable connection. Those skilled in the art can understand the specific meaning of the above terms in this invention through specific circumstances.

[0058] The present invention will be further described in detail below with reference to the embodiments.

[0059] Embodiment 1 of the vehicle in this invention:

[0060] like Figure 1As shown, the vehicle includes a left wheel 120, a right wheel 130, and an electric drive axle connecting the left wheel 120 and the right wheel 130. The electric drive axle includes a drive motor 10 and a balance shaft gear transmission mechanism. The drive motor 10 is located on the right side of the balance shaft gear transmission mechanism, which consists of transmission gears 41 in a first gear reduction module 20, a second gear reduction module 30, and a third gear reduction module 40. The transmission gears 41 in these modules have the same structure as the seventh transmission gear in the first, second, and third gear reduction modules in Chinese Utility Model Patent No. CN214492504U. Therefore, the specific structure of the balance shaft gear transmission mechanism can be found in the aforementioned patent document and will not be described in detail in this embodiment.

[0061] The input end of the balance shaft gear transmission mechanism is connected to the output end of the drive motor 10. Specifically, the first engagement gear reduction module 20 of the balance shaft gear transmission mechanism is connected to the output end of the drive motor 10. Figure 1 and Figure 2 As shown, the electric drive axle also includes a planetary gear mechanism 50, a differential 90, a left half-shaft 100, and a right half-shaft 110. Among them, a drive shaft 140 is mounted on the left half-shaft 100 and is rotatably disposed relative to the vehicle body. The left end of the drive shaft 140 is connected to the drive gear 41 for transmission.

[0062] like Figure 2As shown, the planetary gear mechanism 50 includes a sun gear 51, planet gears 52, a planet carrier 54, and an internal gear ring 53. The sun gear 51 is connected to the right end of the drive shaft 140, meaning that the sun gear 51 and the drive gear 41 are connected via the drive shaft 140. In other words, the output end of the balance shaft gear transmission mechanism is connected to the sun gear 51. In this case, the sun gear 51 is the input element connecting the planetary gear mechanism 50 to the output end of the balance shaft gear transmission mechanism. Thus, the rotational speed output from the drive motor 10 and reduced by the balance shaft gear transmission mechanism can be transmitted to the planetary gear mechanism 50 through the sun gear 51. The planetary carrier 54 is connected to the differential 90 via a transmission connection, specifically as disclosed in the Chinese Utility Model Patent with authorization announcement number CN214492504U. Through the transmission connection between the planetary carrier 54 and the differential 90, the rotational speed of the planetary gear mechanism 50 can be transmitted to the differential 90. Since the differential 90 is connected to the left half-shaft 100 and the right half-shaft 110 respectively, and the left half-shaft 100 and the right half-shaft 110 are connected to the left wheel 120 and the right wheel 130 respectively, the differential 90 can transmit the rotational speed to the left wheel 120 and the right wheel 130 through the left half-shaft 100 and the right half-shaft 110 to drive the left wheel 120 and the right wheel 130 to rotate.

[0063] like Figure 1 and Figure 2 As shown, the electric drive axle also includes a shift mechanism 60. The shift mechanism 60 and the differential 90 are respectively located on the left and right sides of the planetary gear mechanism 50. The shift mechanism 60 includes a support member 61 for fixed installation relative to the vehicle body. Specifically, in this embodiment, the support member 61 is fixed to the housing of the electric drive axle. In other embodiments, the support member 61 can also be fixed to the axle housing. In this embodiment, the support member 61 is annular, and a first engaging gear 62 is provided on the support member 61. The first engaging gear 62 is a circular gear, and both the support member 61 and the first engaging gear 62 are located close to the internal gear ring 53. The shift mechanism 60 also includes a second engaging gear 63 fixedly connected to the internal gear ring 53. Specifically, the internal gear ring 53 is fixedly connected to the second engaging gear 63 through a fixed cylinder, such as... Figure 2 As shown, the fixed cylinder includes a first cylinder section 55, a second cylinder section 57 arranged coaxially with the sun gear 51, and a connecting section 56 connecting the first cylinder section 55 and the second cylinder section 57. The internal gear ring 53 is disposed on the inner side of the first cylinder section 55, and the second engagement gear 63 is disposed on the outer side of the second cylinder section 57. Thus, the fixed cylinder can achieve a fixed connection between the internal gear ring 53 and the second engagement gear 63.

[0064] like Figure 2As shown, the outer diameter of the second cylindrical section 57 is smaller than that of the first cylindrical section 55, thereby creating a clearance space between the second cylindrical section 57 and the connecting section 56 to avoid the support member 61 and the first engaging gear 62. By avoiding the first engaging gear 62 and the support member 61 through the clearance space, the structure of the entire planetary gear mechanism 50 can be made more compact, which is beneficial to reducing the space occupied by the planetary gear mechanism 50 and facilitating the arrangement of the planetary gear mechanism 50. A first bearing 70 for supporting the second cylinder section 57 is installed between the second cylinder section 57 and the planetary carrier 54. Specifically, the planetary carrier 54 includes a third cylinder section 58 and a fourth cylinder section 59 connected to the planetary gear 52 and arranged coaxially with the sun gear 51. The third cylinder section 58 and the fourth cylinder section 59 are arranged sequentially from right to left, and the outer diameter of the third cylinder section 58 is larger than the outer diameter of the fourth cylinder section 59. The first bearing 70 is installed between the second cylinder section 57 and the third cylinder section 58. Through the support of the second cylinder section 57 by the first bearing 70, the coaxial arrangement between the fixed cylinder and the sun gear 51 can be ensured. Furthermore, it can ensure the normal engagement between the second engagement gear 63 and the shift sleeve 67, and also ensure the normal meshing between the internal gear ring 53 and the planetary gear 52, thus ensuring the performance of the planetary gear mechanism 50 and the shift mechanism 60. In addition, a second bearing 80 is installed between the fourth cylindrical section 59 and the car body. The second bearing 80 can support the planet carrier 54 to ensure the coaxial arrangement between the planet carrier 54 and the sun gear 51, thereby ensuring the performance of the planetary gear mechanism 50.

[0065] like Figure 2 As shown, the shifting mechanism 60 also includes a third engagement gear 64 disposed on the planetary carrier 54 to move synchronously with the planetary carrier 54. Specifically, the third engagement gear 64 is disposed on the outer side of the third cylinder section 58 near the end of the fourth cylinder section 59. The first engagement gear 62, the second engagement gear 63, and the third engagement gear 64 are arranged sequentially from right to left, that is, the second engagement gear 63 is located between the first engagement gear 62 and the third engagement gear 64. The shifting mechanism 60 also includes a shift sleeve 67 for sleeved on the outside of the first engagement gear 62, the second engagement gear 63, and the third engagement gear 64, a shift fork 66 connected to the shift sleeve 67, and a shifting drive device 65 for driving the shift fork 66. The shift drive device 65 is located on the right side of the shift sleeve 67, and the shift drive device 65 and the drive motor 10 are located on the front and rear sides of the left and right half shafts, respectively. In this embodiment, the shift drive device 65 is a shift motor. The shift drive device 65 is used to drive the shift sleeve 67 to move in the left and right direction through the shift fork 66 connected to the shift sleeve 67, so as to engage with the first engagement gear 62, the second engagement gear 63, and the third engagement gear 64. During the left and right movement, the shift sleeve 67 engages with the first engagement gear 62, the second engagement gear 63, and the third engagement gear 64 to form three gears: low gear, high gear, and neutral.

[0066] When the shift sleeve 67 is in the low gear position, it engages with the first engaging gear 62 and the second engaging gear 63 to brake the internal gear ring 53. In this case, according to the principle of the planetary gear mechanism 50, the transmission ratio of the planetary gear mechanism 50 is greater than 1, meaning that the planetary gear mechanism 50 can further reduce the speed after the reduction by the balance shaft gear transmission mechanism. When the shift sleeve 67 is in the high gear position, it engages with the second engaging gear 63 and the third engaging gear 64 to connect the planet carrier 54 and the internal gear ring 53. In this case, according to the principle of the planetary gear mechanism 50, the planetary gear mechanism... The transmission ratio of planetary gear mechanism 50 is equal to 1, meaning that planetary gear mechanism 50 does not further reduce the speed after the speed is reduced by the balance shaft gear transmission mechanism. In other words, the planetary gear mechanism does not play a speed reduction role, so the final output speed is still relatively high. When the shift sleeve 67 is in the neutral position, the shift sleeve 67 only engages with the second engagement gear 63, meaning that there is no braking element in planetary gear mechanism 50. In this case, according to the principle of planetary gear mechanism 50, the transmission ratio of planetary gear mechanism 50 is equal to 0, meaning that planetary gear mechanism 50 has no power output, and both balance shaft gear transmission mechanism and planetary gear mechanism 50 are in an idle state.

[0067] The working principle of vehicle gear shifting in this invention is as follows:

[0068] like Figure 6 As shown, when the driver engages a low gear, the shift motor enters the low gear position setting according to the shift command, and drives the shift sleeve 67 to move through the shift fork 66, so that the shift sleeve 67 engages with the first engagement gear 62 and the second engagement gear 63 to brake the internal gear ring 53. At this time, the sun gear 51 is input, the planet carrier 54 is output, the transmission ratio of the planetary gear mechanism 50 is greater than 1, and the shift sleeve 67 is in the low gear position.

[0069] When the driver engages a high gear, the shift motor enters the high gear setting position according to the shift command, and drives the shift sleeve 67 to move through the shift fork 66, so that the shift sleeve 67 engages with the second engagement gear 63 and the third engagement gear 64 to connect the planetary carrier 54 and the internal gear ring 53. At this time, the transmission ratio of the planetary gear mechanism 50 is equal to 1, and the shift sleeve 67 is in the high gear position.

[0070] When the driver shifts to neutral, the shift motor enters the neutral position setting according to the shift command, and drives the shift sleeve 67 to move through the shift fork 66, so that the shift sleeve 67 engages only with the second engagement gear 63. At this time, the planetary gear mechanism 50 has no braking element, the transmission ratio of the planetary gear mechanism 50 is equal to 0, there is no power output, and the shift sleeve 67 is in the neutral position.

[0071] Compared to existing technologies that place the shifting mechanism on a balance shaft gear transmission mechanism, this invention places the shifting mechanism on a planetary gear mechanism. This eliminates the need for the shifting mechanism to occupy the space between the balance shaft gear transmission mechanism and the left or right half-shaft. This allows the balance shaft gear transmission mechanism to be positioned closer to the left half-shaft, and consequently, the drive motor. This also allows for a closer distance between the drive motor and the axle housing, reducing the length of the cantilever supporting the electric drive axle and the axle housing, thus lowering the overall weight and manufacturing cost of the electric drive axle. Furthermore, by placing the shifting mechanism on the planetary gear mechanism, it enables the switching between two high-gear and three low-gear transmissions. Compared to existing technologies with only three transmissions, this improves transmission efficiency and reduces vehicle energy consumption. Moreover, compared to existing technologies with numerous shifting gears, this invention, with the second engaging gear connected to the internal gear ring and the third engaging gear mounted on the planetary carrier, eliminates the need for independent gears for the second and third engaging gears. This further reduces the manufacturing cost and weight of the electric drive axle.

[0072] Embodiment 2 of the vehicle in this invention:

[0073] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the shift drive device and the drive motor are located on the front and rear sides of the left and right half-shafts, respectively. In this embodiment, as shown... Figure 3 As shown, the shift drive device 65 and the drive motor 10 are located on the front side of the left and right half-shafts, and the output end of the shift drive device 65 and the output end of the drive motor 10 are arranged opposite to each other. In other embodiments, the shift drive device and the drive motor may also be located on the rear side of the left and right half-shafts.

[0074] Embodiment 3 of the vehicle in this invention:

[0075] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the shift drive device is located on the rear side of the left and right half-shafts, and the drive motor is located on the front side of the left and right half-shafts. In this embodiment, as shown... Figure 4 As shown, the shift drive device 65 is located on the front side of the left and right half shafts, and the drive motor 10 is located on the rear side of the left and right half shafts.

[0076] Embodiment 4 of the vehicle in this invention:

[0077] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the drive motor is located on the right side of the balance shaft gear transmission mechanism. However, in this embodiment, as shown... Figure 5 As shown, the drive motor 10 is located on the left side of the balance shaft gear transmission mechanism.

[0078] Embodiment 5 of the vehicle in this invention:

[0079] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the shift drive device is located on the right side of the shift sleeve, while in this embodiment, the shift drive device is located on the left side of the shift sleeve.

[0080] Embodiment 6 of the vehicle in this invention:

[0081] The difference between this embodiment and Embodiment 1 is that, in Embodiment 1, the planet carrier includes a third cylinder section and a fourth cylinder section connected to the planet gears and arranged coaxially with the sun gear. In this embodiment, the planet carrier does not include the fourth cylinder section, and the third engagement gear is mounted on the third cylinder section.

[0082] Embodiment 7 of the vehicle in this invention:

[0083] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the shift drive device is a shift motor, and automatic shifting can be achieved through the shift motor. In this embodiment, the shift drive device is a shift cylinder, and automatic shifting can be achieved through the shift cylinder. In other embodiments, manual shifting is also possible.

[0084] Embodiment 8 of the vehicle in this invention:

[0085] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the support member is annular and the first engaging gear is a spherical gear. In this embodiment, the support member is semi-annular and the first engaging gear is a semi-circular gear.

[0086] Embodiment 9 of the vehicle in this invention:

[0087] The difference between this embodiment and Embodiment 1 is that, in Embodiment 1, a first bearing for supporting the second cylinder section is installed between the second cylinder section and the planetary carrier. In this embodiment, however, no first bearing is installed between the second cylinder section and the planetary carrier; the coaxiality between the fixed cylinder and the internal gear ring can only be ensured by the degree of fit between the two components.

[0088] Embodiment 10 of the vehicle in this invention:

[0089] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the fixed cylinder includes a first cylinder segment, a second cylinder segment, and a connecting segment connecting the first and second cylinder segments, and the outer diameter of the second cylinder segment is smaller than the outer diameter of the first cylinder segment. In this embodiment, the fixed cylinder only includes the first cylinder segment, and the second engaging gear is located outside the first cylinder segment. In this case, the support member and the first engaging gear are located to the right of the second engaging gear, and the third engaging gear is located to the left of the second engaging gear through the planetary carrier structure. The first engaging gear, the second engaging gear, and the third engaging gear are mutually corresponding left and right.

[0090] Embodiment 11 of the vehicle in this invention:

[0091] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the output end of the balance shaft gear transmission mechanism is connected to the sun gear transmission. In this embodiment, the output end of the balance shaft gear transmission mechanism is connected to the internal gear ring, meaning the internal gear ring is the input element of the planetary gear mechanism. In this case, the differential is located on the left side of the planetary gear mechanism, the second engaging gear is connected to the sun gear via a connecting sleeve and is located on the right side of the planetary gear mechanism, the third engaging gear is connected to the planet carrier and is located on the right side of the planetary gear mechanism, the support frame and the first engaging gear are also located on the right side of the planetary gear mechanism, and the first engaging gear, second engaging gear, and third engaging gear are arranged sequentially from right to left.

[0092] Embodiment 12 of the vehicle in this invention:

[0093] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, the differential and the shifting mechanism are located on the left and right sides of the planetary gear mechanism, respectively. In this embodiment, the differential and the shifting mechanism are located on the same side of the planetary gear mechanism.

[0094] Embodiment 13 of the vehicle in this invention:

[0095] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, when the shift sleeve is in the neutral position, it only engages with the second engagement gear. In this embodiment, when the shift sleeve is in the neutral position, it only engages with the first engagement gear.

[0096] Embodiment 14 of the vehicle in this invention:

[0097] The difference between this embodiment and Embodiment 1 is that in Embodiment 1, when the shift sleeve is in the neutral position, it only engages with the second engagement gear. In this embodiment, when the shift sleeve is in the neutral position, it only engages with the third engagement gear.

[0098] An embodiment of the electric drive axle in this invention: The specific structure of the electric drive axle is the same as that of the electric drive axle in the above vehicle embodiment, and will not be repeated here.

[0099] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. The scope of patent protection of the present invention shall be determined by the claims. Similarly, any equivalent structural changes made based on the description and drawings of the present invention shall also be included within the scope of protection of the present invention.

Claims

1. An electric drive axle comprising a drive motor (10), a balance shaft type gear transmission mechanism, a planetary gear mechanism (50), a differential (90), a left half axle (100) and a right half axle (110), the input end of the balance shaft type gear transmission mechanism being in driving connection with the output end of the drive motor, the planetary gear mechanism comprising a sun gear (51), a planet gear (52), a planet carrier (54) and an inner ring gear (53), the output end of the balance shaft type gear transmission mechanism being in driving connection with the input element of the planetary gear mechanism, the planet carrier being connected with the differential, the differential being connected with the left half axle and the right half axle respectively, the left half axle and the right half axle being respectively used for driving the left wheel (120) and the right wheel (130) to rotate; characterized in that, The electric drive axle further comprises a shift mechanism (60) arranged on the planetary gear mechanism, the shift mechanism comprising a support (61) fixedly arranged relative to the vehicle body, the support being provided with a first coupling gear (62), the shift mechanism further comprising a second coupling gear (63) fixedly connected with the inner ring gear and a third coupling gear (64) arranged on the carrier to synchronously move with the carrier, the second coupling gear being located between the first coupling gear and the third coupling gear; the shift mechanism further comprising a shift sleeve (67) for being sleeved outside the first coupling gear, the second coupling gear and the third coupling gear, a shift fork (66) connected with the shift sleeve and a shift driving device (65) for driving the shift fork to move, the shift sleeve having a low gear position for coupling the first coupling gear and the second coupling gear to realize a transmission ratio of the planetary gear mechanism greater than 1, the shift sleeve further having a high gear position for coupling the second coupling gear and the third coupling gear to realize a transmission ratio of the planetary gear mechanism equal to 1, the shift sleeve further having a neutral position for coupling only the second coupling gear; an output end of the balance shaft type gear transmission mechanism is in transmission connection with the sun gear, the inner ring gear is fixedly connected with the second coupling gear through a fixed cylinder, the fixed cylinder comprising a first cylinder segment (55) coaxially arranged with the sun gear, a second cylinder segment (57) and a connecting segment (56) connecting the first cylinder segment and the second cylinder segment, the differential and the shift mechanism being arranged on left and right sides of the planetary gear mechanism; the carrier comprising a third cylinder segment (58) and a fourth cylinder segment (59) connected with the planetary gears and coaxially arranged with the sun gear, a second bearing (80) being arranged between the fourth cylinder segment and the vehicle body, the second bearing being located on the side of the shift mechanism of the planetary gear mechanism; a first bearing (70) for supporting the second cylinder segment being arranged between the second cylinder segment and the third cylinder segment.

2. An electric drive axle according to claim 1, characterized in that The inner ring gear (53) is arranged inside the first cylinder segment (55), the second coupling gear (63) is arranged outside the second cylinder segment (57), and an outer diameter of the second cylinder segment (57) is smaller than an outer diameter of the first cylinder segment (55) to form a clearance space between the second cylinder segment (57) and the connecting segment (56) for avoiding the support (61) and the first coupling gear (62).

3. The electric drive axle of claim 1, wherein, The support (61) is annular, and the first coupling gear (62) is a circular gear.

4. The electric drive axle of claim 1, wherein, The shift driving device (65) is a shift cylinder or a shift motor.

5. The electric drive axle of claim 1, wherein, The shift driving device (65) and the driving motor (10) are respectively arranged on front and back sides of the left and right half shafts.

6. The electric drive axle of claim 1, wherein, The shift driving device (65) and the driving motor (10) are arranged on the same side of the left and right half shafts, and output ends of the shift driving device (65) and the driving motor (10) are oppositely arranged.

7. The electric drive axle of claim 1, wherein, An outer diameter of the third cylinder segment (58) is greater than an outer diameter of the fourth cylinder segment (59), and the third coupling gear (64) is arranged outside the third cylinder segment (58) close to one end of the fourth cylinder segment (59).

8. A vehicle comprising a left wheel (120), a right wheel (130) and an electric drive axle drivingly connected between the left wheel (120) and the right wheel (130), characterized in that The electric drive axle comprises a drive motor (10), a balance shaft type gear transmission mechanism, a planetary gear mechanism (50), a differential (90), a left half axle (100) and a right half axle (110), the input end of the balance shaft type gear transmission mechanism is in transmission connection with the output end of the drive motor, the planetary gear mechanism comprises a sun gear (51), a planet gear (52), a planet carrier (54) and an inner ring gear (53), the output end of the balance shaft type gear transmission mechanism is in transmission connection with the input element of the planetary gear mechanism, the planet carrier is connected with the differential, the differential is connected with the left half axle and the right half axle respectively, and the left half axle and the right half axle are respectively used for driving the left wheel (120) and the right wheel (130) to rotate; characterized in that the electric drive axle further comprises a gear shifting mechanism (60) arranged on the planetary gear mechanism, the gear shifting mechanism comprises a support (61) arranged fixedly relative to the vehicle body, the support is provided with a first engaging gear (62), the gear shifting mechanism further comprises a second engaging gear (63) fixedly connected with the inner ring gear and a third engaging gear (64) arranged on the planet carrier to act synchronously with the planet carrier, and the second engaging gear is located between the first engaging gear and the third engaging gear; the gear shifting mechanism further comprises a gear shifting tooth sleeve (67) for being sleeved outside the first engaging gear, the second engaging gear and the third engaging gear, a shift fork (66) connected with the gear shifting tooth sleeve and a gear shifting driving device (65) for driving the shift fork to act, the gear shifting tooth sleeve has a low gear position for combining the first engaging gear and the second engaging gear to realize that the transmission ratio of the planetary gear mechanism is greater than 1, the gear shifting tooth sleeve further has a high gear position for combining the second engaging gear and the third engaging gear to realize that the transmission ratio of the planetary gear mechanism is equal to 1, and the gear shifting tooth sleeve further has an idle gear position when the second engaging gear is combined only; the output end of the balance shaft type gear transmission mechanism is in transmission connection with the sun gear, the inner ring gear is fixedly connected with the second engaging gear through a fixed cylinder, the fixed cylinder comprises a first cylinder segment (55) coaxially arranged with the sun gear, a second cylinder segment (57) and a connecting segment (56) connecting the first cylinder segment and the second cylinder segment, the differential and the gear shifting mechanism are arranged on the left and right sides of the planetary gear mechanism; the planet carrier comprises a third cylinder segment (58) connected with the planet gear and coaxially arranged with the sun gear and a fourth cylinder segment (59), a second bearing (80) is arranged between the fourth cylinder segment and the vehicle body, and the second bearing is located on the side of the gear shifting mechanism of the planetary gear mechanism; a first bearing (70) for supporting the second cylinder segment is arranged between the second cylinder segment and the third cylinder segment.

9. The vehicle of claim 8, wherein, The inner ring gear (53) is arranged on the inner side of the first cylinder segment (55), the second engaging gear (63) is arranged on the outer side of the second cylinder segment (57), the outer diameter of the second cylinder segment (57) is smaller than the outer diameter of the first cylinder segment (55), so that the avoiding space for avoiding the support (61) and the first engaging gear (62) is formed between the second cylinder segment (57) and the connecting segment (56).

10. The vehicle of claim 8, wherein, The support (61) is annular, and the first engaging gear (62) is a circular gear.

11. The vehicle of claim 8, wherein, The gear shifting driving device (65) is a gear shifting cylinder or a gear shifting motor.

12. The vehicle of claim 8, wherein, The shift driving device (65) and the driving motor (10) are respectively located on the front and rear sides of the left and right half shafts.

13. The vehicle of claim 8, wherein, The shift driving device (65) and the driving motor (10) are located on the same side of the left and right half shafts, and the output end of the shift driving device (65) and the output end of the driving motor (10) are oppositely arranged.

14. The vehicle of claim 8, wherein, The third cylinder section (58) has an outer diameter greater than that of the fourth cylinder section (59), and the third combination gear (64) is arranged on the outer side of the end of the third cylinder section (58) close to the fourth cylinder section (59).

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