Electric drive axle system

Abstract

The application relates to an electric drive axle system, which comprises a differential, a first carrier, a first driving part, a second driving part and at least two wheel-side reduction assemblies, the first carrier is fixedly connected with a power input end of the differential, the first driving part is in transmission connection with a first rotating shaft through a first primary gear reduction part, and the second driving part is in transmission connection with the power input end of the differential through a second primary gear reduction part; the electric drive axle system of the application sets the wheel-side reduction assembly at the power output end of the differential, increases the stability of torque transmission, can uninterruptedly provide power for the second driving part during gear shifting, ensures that the differential can always ensure power output during gear shifting, reduces the risk of vehicle sliding during gear shifting, and the electric drive axle system of the application can meet the reduction transmission demand by using only the primary gear reduction part, effectively reduces the number of reduction gears, improves the integration of the electric drive axle and reduces the production cost.

Description

Technical Field

[0001] This application relates to the field of automotive drive axle technology, and in particular to electric drive axle systems. Background Technology

[0002] An electric drive axle is an electromechanical integrated drive system designed for automobiles, offering advantages such as high integration, small size, and low energy consumption. Existing electric drive axles primarily utilize their internal transmission structure to adapt to different "gears" at varying driving speeds, thereby achieving multiple different speed or torque conversion ratios.

[0003] However, most electric drive axle systems in automobiles currently use multi-stage gear reduction structures, which are costly and have limited integration. In addition, during gear shifting, power is interrupted between disengaging the gear and successfully shifting it. This reduces the driver's driving experience and, when shifting gears on a slope, the vehicle's weight can easily cause it to roll backwards, potentially endangering the driver's safety in severe cases. Summary of the Invention

[0004] Therefore, it is necessary to provide an electric drive axle system that addresses the problems of current electric drive axle systems, which are mostly costly and have limited integration, and which experience power interruption during gear shifting.

[0005] An electric drive axle system, comprising:

[0006] A differential has a power input end and two power output ends;

[0007] The first planetary carrier is fixedly connected to the power input end of the differential via a shifting mechanism, and the first planetary gear is fixedly sleeved on the first planetary carrier.

[0008] The first driving component is connected to the first rotating shaft via a first-stage gear reducer. A first sun gear is fixedly sleeved on the first rotating shaft, and the first sun gear meshes with the first planet gear.

[0009] The second drive component is sequentially connected to the power input end of the differential via a second-stage gear reducer and the shifting mechanism; and

[0010] At least two wheel-side reduction gears are provided, and each of the two wheel-side reduction gears is connected to one of the two power output terminals of the differential.

[0011] In one embodiment, the differential includes a connecting shaft, a first housing, and a second housing. The first planetary carrier and the connecting shaft are both disposed on the first housing. The connecting shaft passes through the first rotating shaft and is coaxial with the first rotating shaft. The second stage gear reducer is connected to the connecting shaft.

[0012] In one embodiment, the differential further includes at least two half-shafts, one end of which is connected to the output end of the differential, and the other end of which is connected to the wheel-side reduction assembly.

[0013] In one embodiment, the connecting shaft is a hollow shaft, and one of the half shafts passes through the connecting shaft and is coaxial with the connecting shaft.

[0014] In one embodiment, the second stage gear reducer includes a second driving rotating member and a second driven rotating member that are connected by transmission. The second driving rotating member is sleeved on the output end of the second driving member and is fixedly connected to the output end of the second driving member. The second driven rotating member is sleeved on the connecting shaft and is fixedly connected to the connecting shaft.

[0015] In one embodiment, the first stage gear reducer includes a first driving rotating member and a first driven rotating member that are connected by transmission. The first driving rotating member is sleeved on the output end of the first driving member and is fixedly connected to the output end of the first driving member. The first driven rotating member is sleeved on the first rotating shaft and is fixedly connected to the first rotating shaft.

[0016] In one embodiment, the shifting mechanism includes:

[0017] The first gear ring meshes with the first planetary gear;

[0018] A first locking element is provided, wherein the first gear ring has a rotating state and a stopped state, and the first locking element is used to control the first gear ring to switch between the rotating state and the stopped state.

[0019] In one embodiment, the first locking member includes:

[0020] The first movable gear sleeve is movably mounted on the first gear ring;

[0021] The first fixed meshing tooth is fixedly connected to the outer housing;

[0022] The second fixed meshing tooth is fixedly mounted on another housing of the differential;

[0023] When the first movable tooth sleeve moves to the first fixed meshing tooth, the first movable tooth sleeve engages with the first fixed meshing tooth, so that the first tooth ring is in the stopped state.

[0024] When the first movable toothed sleeve moves to the second fixed meshing tooth, the first movable toothed sleeve can engage with the second fixed meshing tooth, so that the first toothed ring is in the rotating state.

[0025] In one embodiment, the first drive member and the second drive member are respectively disposed on both sides of the differential and are symmetrically arranged with respect to the rotation axis of the power output end of the differential.

[0026] In one embodiment, the wheel-side reduction assembly includes:

[0027] The second sun gear is fixedly mounted on the power output end of the differential.

[0028] The second planetary carrier is configured to be connected to the wheel, and the second planetary carrier is provided with a second planetary gear, which is connected to the second sun gear in a transmission.

[0029] The second gear ring is connected to the second planetary gear transmission;

[0030] The second locking element is configured as the inner wall of the electric drive axle and is fixedly connected to the second gear ring.

[0031] The aforementioned electric drive axle system employs a novel power transmission path. By incorporating wheel-side reduction gears at the differential's power output end, it enhances torque transmission stability. During gear shifts, power is continuously supplied via a second drive component, ensuring the differential maintains consistent power output throughout the shifting process. Power is uninterrupted from disengaging the gear to successfully shifting, improving system efficiency, enhancing the driver's experience, reducing the risk of rollover during shifts, and ensuring driver safety. Furthermore, the electric drive axle system of this application requires only a single-stage gear reduction component to meet reduction transmission needs, effectively reducing the number of reduction gears, increasing the integration of the electric drive axle, and lowering production costs. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of an electric drive bridge system according to some embodiments of this application.

[0033] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle.

[0034] Figure 3 This is a partial structural schematic diagram of an electric drive bridge system according to some embodiments of this application.

[0035] Figure label:

[0036] 100. Electric drive axle system;

[0037] 110. Differential; 111. Power input end; 112. Power output end; 113. Connecting shaft; 114. First housing; 115. Half shaft; 116. Second housing;

[0038] 120. First planetary carrier; 121. First planetary gear;

[0039] 130. First driving component; 131. First rotating shaft; 132. First sun gear;

[0040] 140. Second driving component;

[0041] 150. Wheel-side reduction gear assembly; 151. Second sun gear; 152. Second planetary carrier; 153. Second ring gear; 154. Second locking element; 155. Second planetary gear;

[0042] 160. First stage gear reducer; 161. First driving rotating component; 162. First driven rotating component;

[0043] 170. Second-stage gear reducer; 171. Second driving rotating component; 172. Second driven rotating component;

[0044] 180. Gear shifting mechanism; 1810. First gear ring; 1820. First locking element; 1821. First moving gear sleeve; 1822. First fixed meshing tooth; 1823. Second fixed meshing tooth;

[0045] 200. Wheel. Detailed Implementation

[0046] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0047] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0048] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0049] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0050] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0051] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0052] The engine, transmission, and axle are the three core power assemblies of a truck. Although the axle is not as often mentioned as the engine and transmission, it plays a vital role in the transmission of power in a vehicle and has a crucial impact on the vehicle's dynamics and stability. The function of the axle in commercial vehicles is to transmit the forces and torques between the frame (or monocoque chassis) and the wheels in all directions, which has a significant impact on the vehicle's dynamics, stability, load-bearing capacity, and other performance characteristics.

[0053] Existing drive axles generally consist of a reducer, differential, wheels, and axle housing. The reducer is responsible for transmitting the motor's torque to the differential. The differential is responsible for disconnecting the coupling between the two wheels when the vehicle turns, enabling the two wheels to rotate at different speeds, thereby ensuring the overall stability of the commercial vehicle.

[0054] However, the applicant discovered that the existing electric drive axle separates the reducer and differential during gear shifting, thereby changing the gear position of the reducer, which is commonly known as "gear shifting." During this process, the separation of the reducer and differential means that the vehicle can no longer receive power. For small vehicles, the impact of temporarily losing power is minimal. However, for large commercial vehicles, due to their slower load, the differential experiences a significant impact when shifting gears and restarting after power loss, affecting the driver's driving experience. In addition, due to the load and weight of commercial vehicles, it is easy for the vehicle to stall during gear shifting, and there is even a risk of rolling away on sloping roads.

[0055] See Figure 1One embodiment of this application provides an electric drive axle system 100, including a differential 110, a first planetary carrier 120, a first drive member 130, a second drive member 140, and at least two wheel-side reduction gears 150. The differential 110 has a power input end 111 and two power output ends 112. The first planetary carrier 120 is fixedly connected to the power input end 111 of the differential 110 via a shifting mechanism 180, and a first planetary gear 121 is fixedly mounted on the first planetary carrier 120. The first drive member 130 is driven by a first-stage gear reducer 160 and a first rotating shaft 131, and a first sun gear 132 is fixedly mounted on the first rotating shaft 131, with the first sun gear 132 meshing with the first planetary gear 121. The second drive member 140 is sequentially driven by a second-stage gear reducer 170 and the shifting mechanism 180 to the power input end 111 of the differential 110. The two wheel-side reduction gears 150 are respectively connected to the two power output terminals 112 of the differential 110.

[0056] It is understood that in the embodiments of this application, the first drive member 130 and the second drive member 140 are configured as drive motors.

[0057] The electric drive axle system 100 of this application designs a new power transmission path. By setting a wheel-side reduction assembly 150 at the power output end 112 of the differential 110, the stability of torque transmission is increased. During gear shifting, power is continuously provided through the second drive component 140, ensuring that the differential 110 can always maintain power output during the gear shifting process. The power is uninterrupted from disengaging the gear to successfully shifting the gear, improving system efficiency, enhancing the driver's driving experience, reducing the risk of vehicle slippage during gear shifting, and ensuring the driver's personal safety. In addition, the electric drive axle system 100 of this application can meet the reduction transmission requirements using only a single-stage gear reduction structure, effectively reducing the number of reduction gears, improving the integration of the electric drive axle, and reducing production costs.

[0058] See Figure 1 and Figure 3 In one embodiment, the shifting mechanism 180 includes a first gear ring 1810 and a first locking member 1820. The first gear ring 1810 meshes with a first planetary gear 121 and has a rotating state and a stopped state. The first locking member 1820 is used to control the first gear ring 1810 to switch between the rotating state and the stopped state.

[0059] Specifically, in some embodiments, the revolution curve of the first planetary gear 121 can be controlled by the meshing between the first ring gear 1810 and the first planetary gear 121. Then, the first locking member 1820 controls the rotation or stop of the first ring gear 1810. The transmission ratio is controlled by the rotation or stop state of the first ring gear 1810, so that the shift mechanism 180 can better adjust the speed of the first planetary gear 121 and the first planetary carrier 120 according to the different working conditions of the vehicle, so as to adjust the speed of the input end of the differential 110.

[0060] In some specific embodiments, the first locking member 1820 includes a first movable sleeve 1821, a first fixed engaging tooth 1822, and a second fixed engaging tooth 1823. The first movable sleeve 1821 is movably mounted on the first gear ring 1810, the first fixed engaging tooth 1822 is fixedly connected to the outer housing, and the second fixed engaging tooth 1823 is fixedly mounted on one of the power input terminals 111 of the differential 110. Specifically, when the first movable sleeve 1821 moves to the first fixed engaging tooth 1822, the first movable sleeve 1821 engages with the first fixed engaging tooth 1822, so that the first gear ring 1810 is in a stopped state; when the first movable sleeve 1821 moves to the second fixed engaging tooth 1823, the first movable sleeve 1821 can engage with the second fixed engaging tooth 1823, so that the first gear ring 1810 is in a rotating state.

[0061] Specifically, since the first fixed meshing tooth 1822 cannot rotate, by engaging the first movable tooth sleeve 1821 with the first fixed meshing tooth 1822, the first movable tooth sleeve 1821 cannot rotate, thereby making the first gear ring 1810 stationary. When the vehicle requires high torque operation, the first gear ring 1810 remains stationary, resulting in a large transmission ratio. The first planetary carrier 120 connected to the first planetary gear 121 and the input end of the differential 110 can rotate at a lower speed, thereby providing higher torque output to better adapt to the vehicle's high torque operation.

[0062] When the first movable gear sleeve 1821 engages with the second fixed gear 1823, it can be driven by the differential 110 and the second stage gear reducer 170, making the first gear ring 1810 rotate actively (driven by the second stage gear reducer 170). When the first movable gear sleeve 1821 does not engage with the second fixed gear 1823, the first gear ring 1810 rotates passively (driven by the first planetary gear 121). That is, when the vehicle is in a medium torque demand state, the first movable gear sleeve 1821 and the second fixed gear 1823 are engaged, at which time the transmission ratio is at the median and the torque output is also at the median. When the vehicle is in a low torque demand state, the first movable gear sleeve 1821 is not engaged with the second fixed gear 1823, nor with the first fixed gear 1822, and is in neutral. At this time, the first gear ring 1810 is in a differential state, at which time the transmission ratio is at its minimum and the torque output is at its minimum.

[0063] See Figure 1 and Figure 2 In one embodiment, the differential 110 includes a connecting shaft 113, a first housing 114, and a second housing 116. A second fixed meshing gear 1823 is connected to the second housing 116. The first housing 114 is fixedly connected to the first planetary carrier 120. The connecting shaft 113 is disposed on the first housing 114 and coaxially passes through the first rotating shaft 131. A second-stage gear reducer 170 is connected to the connecting shaft 113. It is understood that in some embodiments, the power input end 111 and the power output end 112 of the differential 110 can be arbitrarily configured, as long as they can receive and transmit the torque output from the rotating drive component.

[0064] Specifically, in the embodiments of this application, the power input end 111 of the differential 110 can be configured as a first housing 114 and a second housing 116 of the differential 110, that is, the first housing 114 and the second housing 116 cooperate to form the power input end 111 of the differential 110. The connecting shaft 113 and the first planetary carrier 120 are disposed on the first housing 114, and the second fixed meshing tooth 1823 is disposed on the second housing 116. The two power output ends 112 of the differential 110 can be configured as two half-shaft gears disposed inside the differential 110. The transmission connection between the second drive member 140 and the differential 110 is completed through the second stage gear reducer 170 and the connecting shaft 113, so that the second drive member 140 can directly transmit power to the differential 110, thereby enabling the second drive member 140 to still provide power to the differential 110 when the first drive member 130 is in a power interruption shifting state.

[0065] In one embodiment, the differential 110 further includes at least two half-shafts 115, one end of which is connected to the output end of the differential 110, and the other end of which is connected to the wheel-side reduction assembly 150. Specifically, one end of each of the two half-shafts 116 is connected to two half-shaft gears, and the other ends of each of the two half-shafts 115 are connected to two wheel-side reduction assemblies 150. A wheel 200 is mounted on each wheel-side reduction assembly 150. The wheel-side reduction assembly 150 can minimize the load and size on the sun gear shaft and the input end of the differential 110 while maintaining the same overall gear ratio, and can also allow the drive axle to achieve a larger ground clearance.

[0066] See Figure 1 and Figure 3 In some specific embodiments, the wheel-side reduction assembly 150 includes a second sun gear 151 and a second planetary carrier 152. The second sun gear 151 is fixedly mounted on the power output end 112 of the differential 110. The second planetary carrier 152 is configured to be connected to the wheel 200. A second planetary gear 155 is provided on the second planetary carrier 152. The second planetary gear 155 and the second sun gear 151 are connected in a transmission manner.

[0067] Specifically, the second sun gear 151 is fixedly mounted on the half-shaft 115 of the differential 110, and the second planetary carrier 152 is fixedly connected to the wheel 200, and is also connected to the second sun gear 151 via the second planetary gear 155. Through the arrangement of the second sun gear 151 and the second planetary gear 155, the wheel-side reduction assembly 150, when in use, can first transmit the torque and speed output from the half-shaft 115 to the second planetary gear 155 and the second planetary carrier 152, and then the second planetary carrier 152 drives the wheel 200 to rotate, thereby further reducing the speed of the wheel 200 and ensuring that the torque and speed of the wheel 200 meet the actual operating requirements.

[0068] Furthermore, the wheel-side reduction assembly 150 also includes a second gear ring 153 and a second locking member 154. The second gear ring 153 is connected to the second planetary gear 155, and the second locking member 154 is configured as the inner wall of the electric drive axle and fixedly connected to the second gear ring 153. By configuring the second locking member 154 as the inner wall of the electric drive axle, the inner wall of the electric drive axle can be fixedly connected to the second gear ring 153, thereby reducing the transmission ratio. This allows the first drive member 130 to output a larger torque at a lower speed, reducing power consumption.

[0069] It is understood that the second locking element 154 can be configured in the same manner as the first locking element 1820 described above, and this application does not impose any restrictions on this.

[0070] See Figure 1 and Figure 3In one embodiment, the connecting shaft 113 is a hollow shaft, and one half shaft 115 passes through the connecting shaft 113 and is coaxially arranged with the connecting shaft 113.

[0071] Specifically, the first housing 114 of the differential 110 is integrated with the first planetary carrier 120. A connecting shaft 113 is mounted on the first housing 114, and a half-shaft 115 passes through the connecting shaft 113, connecting to the output end of the differential 110 and the wheel-side reduction assembly 150 within the first housing 114. By making the connecting shaft 113 a hollow shaft, and the half-shaft 115 passing through the hollow shaft without contacting the inner wall of the hollow shaft, the half-shaft 115 can rotate within the connecting shaft 113. This arrangement allows the half-shaft 115 and the connecting shaft 113 to be arranged coaxially without interference, further making the arrangement of the electric drive axle system 100 more compact and reducing its size.

[0072] In one embodiment, the second-stage gear reducer 170 includes a second driving rotating member 171 and a second driven rotating member 172 connected by a transmission connection. The second driving rotating member 171 is sleeved on the output end of the second drive member 140 and fixedly connected to the output end of the second drive member 140. The second driven rotating member 172 is sleeved on the connecting shaft 113 and fixedly connected to the connecting shaft 113. The transmission connection between the connecting shaft 113 of the differential 110 and the output end of the second drive member 140 is completed through the second driving rotating member 171 and the second driven rotating member 172, so that the second drive member 140 can directly transmit power to the differential 110. Consequently, even when the first drive member 130 is in a power interruption shifting state, the second drive member 140 can still provide power to the differential 110.

[0073] Specifically, the second driving rotating member 171 and the second driven rotating member 172 can be selected as transmission gears to construct a two-stage cylindrical gear reduction mechanism. More specifically, the second driving rotating member 171 can be a driving cylindrical gear shaft, and the second driven rotating member 172 can be a driven cylindrical gear.

[0074] In one embodiment, the first-stage gear reducer 160 includes a first driving rotating member 161 and a first driven rotating member 162 connected by a transmission connection. The first driving rotating member 161 is sleeved on the output end of the first driving member 130 and fixedly connected to the output end of the first driving member 130. The first driven rotating member 162 is sleeved on the first rotating shaft 131 and fixedly connected to the first rotating shaft 131. The first driving rotating member 161 and the first driven rotating member 162 assist the first rotating shaft 131 in completing the transmission connection between the differential 110 and the output end of the first driving member 130, enabling the first driving member 130 to directly transmit power to the differential 110.

[0075] Specifically, the first driving rotating member 161 and the first driven rotating member 162 can be selected as transmission gears to construct a single-stage cylindrical gear reduction mechanism. More specifically, the first driving rotating member 161 can be a driving cylindrical gear shaft, and the first driven rotating member 162 can be a driven cylindrical gear.

[0076] See Figure 1 In one embodiment, the first drive member 130 and the second drive member 140 are respectively disposed on both sides of the differential 110 and symmetrically arranged with respect to the rotation axis of the power output end of the differential 110, so as to maintain the balance of the electric drive axle system 100 along the direction perpendicular to the line connecting the two wheels 200. Specifically, by distributing the first drive member 130 and the second drive member 140 on both sides of the differential 110 and symmetrically arranged with respect to the central axis of the half shaft 115 of the differential 110, the shape of the electric drive axle system 100 can be made more regular, and the electric drive axle system 100 can achieve weight balance through the first drive member 130, the second drive member 140 and the left and right wheels 200, reducing the tilting and uneven force distribution of the electric drive axle.

[0077] In summary, please refer to Figures 1-3 The electric drive axle system 100 of this application can select different working modes according to different working conditions:

[0078] When the vehicle is in a high-torque-demanding condition such as starting or climbing, the first movable gear sleeve 1821 is engaged with the first fixed meshing gear 1822, causing the first drive member 130 and the second drive member 140 to work together. The power of the first drive member 130 is reduced by the first stage gear reducer 160 formed by the cooperation of the first driving rotating member 161 and the first driven rotating member 162, so that the first planetary gear 121 can participate in the operation. That is, at this time, the first gear ring 1810 is fixed due to the meshing of the first moving gear sleeve 1821 and the first fixed meshing gear 1822, the first planetary gear 121 rotates at a reduced speed, the power is input from the first sun gear 132 and transmitted to the differential 110 through the first planetary carrier 120, so that the initial torque is amplified by the first stage gear reducer 160, the first sun gear 132, and the first planetary carrier 120 and then transmitted to the differential 110, realizing speed reduction and torque increase; the power of the second drive member 140 is reduced by the second stage gear reducer 170 formed by the cooperation of the second driving rotating member 171 and the second driven rotating member 172, and then transmitted to the differential 110 through the connecting shaft 113; after the power is coupled in the differential 110, it is transmitted to the wheel-side reduction assembly 150 through the two half-shafts 115 respectively, so that the wheel-side reduction assembly 150 transmits the power to the wheel 200 through the second planetary carrier 152, at which time the torque is the highest.

[0079] When the vehicle is under medium torque demand, the first moving sleeve 1821 is controlled to mesh with the second fixed meshing tooth 1823, and the first drive member 130 and the second drive member 140 work together. The power of the first drive member 130 is reduced by the first stage gear reducer 160 formed by the cooperation of the first driving member 161 and the first driven member 162. At this time, the first planetary gear 121 rotates at the same speed as the first sun gear 132 and does not participate in the deceleration. The initial torque is amplified by the first stage gear reducer 160 and then transmitted to the differential 110 by the first sun gear 132 and the first planetary carrier 120. The power of the second drive member 140 is reduced by the second stage gear reducer 170 formed by the cooperation of the second driving member 171 and the second driven member 172 and then transmitted to the differential 110 through the connecting shaft 113. After the power is coupled in the differential 110, it is transmitted to the wheel-side reduction assembly 150 through the two half-shafts 115 respectively, so that the wheel-side reduction assembly 150 transmits the power to the wheel 200 through the second planetary carrier 152. At this time, the torque is at the median value.

[0080] When the vehicle is in a low-torque-demand condition such as high-speed driving, the first moving sleeve 1821 is in neutral, and the first driving component 130 is not engaged. The power of the second driving component 140 is reduced by the second-stage gear reducer 170 formed by the cooperation of the second driving component 171 and the second driven component 172, and then transmitted to the differential 110 through the connecting shaft 113. The differential 110 transmits the power to the wheel-side reduction assembly 150 through the two half-shafts 115, so that the wheel-side reduction assembly 150 transmits the power to the wheel 200 through the second planetary carrier 152. At this time, the torque is the lowest, which greatly reduces the power consumption.

[0081] By employing two power transmission routes between the first drive component 130 and the second drive component 140, single and dual motor drives can be achieved; alternating operation extends motor life. Simultaneously, because the second drive component 140 is directly connected to the differential 110, uninterrupted power transmission during gear shifts is ensured. A single gear shift mechanism 180 achieves three speed ratios, i.e., three operating modes, allowing the drive motor to operate in its most efficient range, further improving system efficiency, better meeting vehicle requirements, and significantly enhancing the driving experience.

[0082] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0083] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An electric drive axle system, characterized in that, The electric drive axle system includes: A differential has a power input end and two power output ends; The first planetary carrier is fixedly connected to the power input end of the differential via a shifting mechanism, and the first planetary gear is fixedly sleeved on the first planetary carrier. The first driving component is connected to the first rotating shaft via a first-stage gear reducer. A first sun gear is fixedly sleeved on the first rotating shaft, and the first sun gear meshes with the first planet gear. The second drive component is sequentially connected to the power input end of the differential via a second-stage gear reducer and the shifting mechanism; and At least two wheel-side reduction gears are provided, and the two wheel-side reduction gears are respectively connected to the two power output terminals of the differential. The differential includes a connecting shaft, a first housing and a second housing, the first planetary carrier and the connecting shaft are both disposed on the first housing, and the second stage gear reducer is connected to the connecting shaft; The power input terminal of the differential is configured as the first housing and the second housing of the differential.

2. The electric drive axle system according to claim 1, characterized in that, The connecting shaft passes through the first rotating shaft and is coaxial with the first rotating shaft.

3. The electric drive axle system according to claim 2, characterized in that, The differential also includes at least two half-shafts, one end of which is connected to the output end of the differential, and the other end of which is connected to the wheel-side reduction assembly.

4. The electric drive axle system according to claim 3, characterized in that, The connecting shaft is a hollow shaft, and one of the half shafts passes through the connecting shaft and is coaxial with the connecting shaft.

5. The electric drive axle system according to claim 2, characterized in that, The second-stage gear reducer includes a second driving rotating component and a second driven rotating component that are connected by transmission. The second driving rotating component is sleeved on the output end of the second driving component and is fixedly connected to the output end of the second driving component. The second driven rotating component is sleeved on the connecting shaft and is fixedly connected to the connecting shaft.

6. The electric drive axle system according to claim 1, characterized in that, The first stage gear reducer includes a first driving rotating component and a first driven rotating component that are connected by transmission. The first driving rotating component is sleeved on the output end of the first driving component and is fixedly connected to the output end of the first driving component. The first driven rotating component is sleeved on the first rotating shaft and is fixedly connected to the first rotating shaft.

7. The electric drive axle system according to claim 2, characterized in that, The shifting mechanism includes: The first gear ring meshes with the first planetary gear and has a rotating state and a stopped state; A first locking element is used to control the first gear ring to switch between the rotating state and the stopped state.

8. The electric drive axle system according to claim 7, characterized in that, The first locking element includes: The first movable toothed sleeve is movably mounted on the first toothed ring; The first fixed meshing tooth is fixedly connected to the outer casing; The second fixed meshing tooth is fixedly mounted on another housing of the differential; When the first movable tooth sleeve moves to the first fixed meshing tooth, the first movable tooth sleeve engages with the first fixed meshing tooth, so that the first tooth ring is in the stopped state. When the first movable toothed sleeve moves to the second fixed meshing tooth, the first movable toothed sleeve can engage with the second fixed meshing tooth, so that the first toothed ring is in the rotating state.

9. The electric drive axle system according to claim 1, characterized in that, The first drive member and the second drive member are respectively located on both sides of the differential and are symmetrically arranged with respect to the rotation axis of the power output end of the differential.

10. The electric drive axle system according to claim 1, characterized in that, The wheel-side speed reduction assembly includes: The second sun gear is fixedly mounted on the power output end of the differential. The second planetary carrier is configured to be connected to the wheel, and the second planetary carrier is provided with a second planetary gear, which is connected to the second sun gear in a transmission. The second gear ring is connected to the second planetary gear transmission; The second locking element is configured as the inner wall of the electric drive axle and is fixedly connected to the second gear ring.

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