Integrated electric drive axle and vehicle

Abstract

This invention relates to the field of vehicle technology, disclosing an integrated electric drive axle and a vehicle. The integrated electric drive axle includes a first motor and a parking brake. The parking brake includes a brake housing, an input shaft, a parking gear ring, and a piston. The input shaft is connected to the first motor. The parking gear ring is sleeved on the outer circumference of the input shaft, and the parking gear ring and the input shaft rotate synchronously. The piston is located inside the brake housing, and the piston and the brake housing are in a limiting engagement in the direction of relative rotation around the axis of the input shaft. The parking gear ring has a first brake spline, and the piston has a second brake spline. The piston can move axially along the input shaft to switch the parking brake between a first parking state and a first parking release state. In the first parking state, the first brake spline and the second brake spline are engaged; in the first parking release state, the first brake spline and the second brake spline are disengaged. This invention solves the problem of poor parking reliability of parking brakes in related technologies.

Description

Technical Field

[0001] This invention relates to vehicles, and more particularly to an integrated electric drive axle and vehicle. Background Technology

[0002] The braking mechanism of a vehicle is an important mechanism to ensure the safe driving and safe parking of the vehicle. The relevant technology usually uses a parking brake to ensure that the vehicle stays in place after parking and does not roll away, thus bringing the vehicle to a stable stop.

[0003] The parking brake in the relevant technology operates by using friction pads connected to the motor output shaft and steel plates mounted on the brake housing to achieve parking. When parking, the steel plates and friction pads are pressed together, causing the friction pads to stop rotating, thereby stopping the motor output shaft from rotating and achieving parking.

[0004] However, when using this type of parking brake to brake the high-speed shaft, the braking efficiency is low, and the friction pads are easily damaged by friction. In severe cases, the friction pads will be completely worn out, resulting in a loss of braking effect and low reliability of parking brake. Summary of the Invention

[0005] This invention provides an integrated electric drive axle and vehicle to solve the problem of poor parking reliability of parking brakes in related technologies.

[0006] This invention provides an integrated electric drive axle, including a first motor and a parking brake, wherein the parking brake includes a brake housing, an input shaft, a parking gear ring, and a piston, wherein:

[0007] The input shaft is connected to the output shaft of the first motor. The parking gear ring is sleeved on the outer circumference of the input shaft. The parking gear ring and the input shaft rotate synchronously. The piston is located inside the brake housing. The piston and the brake housing are in a limiting fit in the direction of relative rotation around the axis of the input shaft. The parking gear ring is provided with a first brake spline, and the piston is provided with a second brake spline.

[0008] The piston can move axially along the input shaft to switch the parking brake between a first parking state and a first parking release state.

[0009] In the first parking state, the first brake spline and the second brake spline are engaged; in the first parking release state, the first brake spline and the second brake spline are disengaged.

[0010] According to an integrated electric drive axle provided by the present invention, the parking brake further includes a piston return elastic element, which acts on the piston to drive the piston to move toward the parking gear ring so that the first brake spline and the second brake spline engage.

[0011] The brake housing and the piston can form a hydraulic containment space. The brake housing is provided with a first oil passage. The hydraulic containment space is connected to the oil supply device through the first oil passage. When pressurized oil is filled into the hydraulic containment space, the first brake spline and the second brake spline separate.

[0012] According to an integrated electric drive axle provided by the present invention, the first brake spline has a first side surface, the second brake spline has a second side surface, and when the first brake spline and the second brake spline are separated, the first side surface and the second side surface are opposite to each other.

[0013] The parking brake also includes a second parking state, in which the second side of the second brake spline abuts against the first side of the first brake spline.

[0014] According to an integrated electric drive axle provided by the present invention, the parking brake includes a wear-resistant pad, which is fixed relative to the brake housing. In the second parking state, the end face of the parking gear ring facing away from the first brake spline abuts against the wear-resistant pad.

[0015] According to an integrated electric drive axle provided by the present invention, the parking gear ring is movably disposed on the input shaft along the axial direction of the input shaft. The parking brake includes a gear ring return elastic element and a first retaining ring. The gear ring return elastic element acts on the parking gear ring. The first retaining ring is fixedly disposed on the input shaft and is located between the parking gear ring and the piston. The gear ring return elastic element is used to drive the parking gear ring to abut against the first retaining ring. When the gear ring return elastic element abuts against the first retaining ring, the end face of the parking gear ring away from the first brake spline separates from the wear pad.

[0016] According to an integrated electric drive axle provided by the present invention, the parking brake further includes a parking end cover and a return screw. The parking end cover is connected to the brake housing. The return screw is movably disposed on the parking end cover along the axial direction of the input shaft. The piston is provided with a threaded hole for engaging with the return screw.

[0017] In the first parking release state, the return screw is separated from the threaded hole, and the head of the return screw is separated from the outer wall of the parking end cover.

[0018] The parking brake also includes a second parking release state. In the second parking release state, the return screw is threaded into the threaded hole, and the head of the return screw abuts against the outer wall of the parking end cover. The first brake spline and the second brake spline are separated.

[0019] According to an integrated electric drive axle provided by the present invention, the parking brake further includes a mounting structure and a first fastener. The mounting structure is detachably disposed on the parking end cover. The return screw is fixed to the mounting structure by the first fastener. In the second parking release state, the first fastener is separated from the return screw, so that the return screw is separated from the mounting structure and the mounting structure is separated from the parking end cover.

[0020] According to an integrated electric drive axle provided by the present invention, the brake housing is provided with a first oil passage hole, the piston is provided with a second oil passage hole, the first oil passage hole and the second oil passage hole are connected, and the piston is provided with a first oil passage cavity connected to the second oil passage hole at one end facing the input shaft.

[0021] The input shaft is provided with an oil passage that extends along the axial direction of the input shaft and communicates with the first oil passage cavity. A first bearing is sleeved on the outer periphery of the input shaft. The input shaft is provided with a third oil passage that communicates with the oil passage and the outer surface of the input shaft. The third oil passage is located adjacent to the first bearing.

[0022] According to an integrated electric drive axle provided by the present invention, the piston includes a cylinder and a partition plate, the partition plate dividing the internal area of ​​the cylinder into a first oil passage chamber and a first receiving groove, the threaded hole is provided in the partition plate, and a first sealing ring is provided between the return screw and the parking end cover.

[0023] According to an integrated electric drive axle provided by the present invention, the integrated electric drive axle further includes a second motor and a gearbox assembly, the gearbox assembly including a hollow shaft assembly, the hollow shaft assembly including a hollow shaft, a first gear, a second gear, and a sliding engagement sleeve, wherein:

[0024] The first gear is fixedly sleeved on the outer circumference of the hollow shaft and is drivenly connected to the output shaft of the first motor. The second gear is rotatably sleeved on the outer circumference of the hollow shaft and is drivenly connected to the output shaft of the second motor. The sliding engagement sleeve is movably sleeved on the outer circumference of the hollow shaft along the axial direction of the hollow shaft, and the sliding engagement sleeve rotates synchronously with the hollow shaft. The sliding engagement sleeve is provided with a first engagement tooth, and the second gear is provided with a second engagement tooth.

[0025] The integrated electric drive axle includes a gear engagement state and a gear disengagement state. In the gear engagement state, the first gear engagement tooth and the second gear engagement tooth are engaged. In the gear disengagement state, the first gear engagement tooth and the second gear engagement tooth are disengaged.

[0026] According to an integrated electric drive axle provided by the present invention, the hollow shaft assembly further includes a second bearing, the inner ring of the second bearing is fixedly sleeved on the outer periphery of the hollow shaft, and the second bearing and the hollow shaft are axially limited to each other in the hollow shaft, and the outer ring of the second bearing is provided with an annular groove distributed around the axial direction of the second bearing.

[0027] The gearbox assembly also includes a gearbox body, the hollow shaft assembly is disposed in the gearbox body, the inner wall of the gearbox body is provided with an annular protrusion, the outer ring surface of the second bearing abuts against the inner wall of the annular protrusion, a second retaining spring is provided in the annular groove, a portion of the second retaining spring extends out of the annular groove, and the extended portion is opposite to the side wall of the annular protrusion.

[0028] The integrated electric drive axle also includes a clamping member disposed on the gearbox body. The clamping member and the second bearing are distributed along the axial direction of the hollow shaft. The clamping member abuts against the second bearing, and the second bearing presses the second retaining ring against the side wall of the annular protrusion through the groove wall of the annular groove.

[0029] According to an integrated electric drive axle provided by the present invention, the clamping member is an annular structure, the gearbox body is provided with an annular cavity, the clamping member and the inner wall of the annular cavity are threadedly connected by a threaded structure so that the clamping member can move axially along the hollow shaft, and the end of the second bearing is located in the annular cavity.

[0030] According to an integrated electric drive axle provided by the present invention, a locking washer is detachably provided on the gearbox body. The locking washer includes a washer body and a locking tongue. The locking tongue protrudes from the washer body in a direction close to the clamping member. The clamping member is provided with a locking groove, and the locking tongue extends into the locking groove.

[0031] According to an integrated electric drive axle provided by the present invention, the gearbox assembly further includes a differential assembly, the differential assembly including a first differential half-shell, cylindrical planetary gears and planetary pins, the planetary pins being fixedly disposed on the first differential half-shell, and the cylindrical planetary gears being rotatably disposed on the planetary pins.

[0032] The gearbox assembly also includes a gearbox housing, the differential assembly is disposed within the gearbox housing, a gear ring is disposed within the gearbox housing, the hollow shaft assembly also includes a sun gear, the sun gear is fixedly sleeved on the outer periphery of the hollow shaft, the sun gear is located within the first half-shell of the differential and meshes with the cylindrical planetary gears, the cylindrical planetary gears are located within the gear ring and mesh with the gear ring.

[0033] According to an integrated electric drive axle provided by the present invention, the inner wall of the gearbox housing has a limiting step, and the inner wall of the gearbox housing is provided with a limiting member. The limiting member and the limiting step are distributed along the axial direction of the hollow shaft and are arranged opposite to each other. The gearbox assembly further includes a pressure ring. The pressure ring and the gear ring are distributed along the axial direction of the hollow shaft, and the pressure ring and the gear ring are limited in the axial direction of the hollow shaft between the limiting member and the limiting step.

[0034] According to an integrated electric drive axle provided by the present invention, the gear ring and the gearbox housing are clearance-fitted. The outer circumferential surface of the gear ring is provided with a first semi-cylindrical hole, and the inner wall of the gearbox housing is provided with a second semi-cylindrical hole. The first semi-cylindrical hole and the second semi-cylindrical hole are arranged opposite to each other so that the first semi-cylindrical hole and the second semi-cylindrical hole can form a cylindrical hole. The gearbox assembly also includes a first needle roller, which is located in the first semi-cylindrical hole and the second semi-cylindrical hole. The diameter of the first needle roller is smaller than the diameter of the first semi-cylindrical hole and the second semi-cylindrical hole.

[0035] The present invention also provides a vehicle including the aforementioned integrated electric drive axle.

[0036] In this embodiment of the invention, the integrated electric drive axle includes a parking brake. The parking brake achieves parking braking of the input shaft through the engagement of a first brake spline on the parking gear ring and a second brake spline on the piston. The input shaft is connected to the output shaft of a first motor, thereby achieving parking braking of the output shaft of the first motor. The engagement of the first and second brake splines generates a large braking torque, making parking safe, reliable, and efficient. It also alleviates the brake loss problem caused by friction pad wear in related technologies. When used in vehicles, it improves the reliability of the vehicle's parking brake and enhances the stability of the vehicle when parked. Therefore, this invention solves the problem of poor parking reliability in related technologies. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the integrated electric drive bridge provided by the present invention;

[0039] Figure 2 This is a schematic diagram of the parking brake in the first parking release state provided by the present invention;

[0040] Figure 3 This is a schematic diagram of the parking brake in the second parking state provided by the present invention;

[0041] Figure 4 This is a schematic diagram of the parking brake in the first parking state provided by the present invention;

[0042] Figure 5 This is a diagram showing the path of lubricating oil being injected into the input shaft of the parking brake provided by the present invention (the arrows indicate the flow direction of the lubricating oil).

[0043] Figure 6 This is a schematic diagram of the parking end cap, return screw, mounting structure and first fastener in a disassembled state provided by the present invention.

[0044] Figure 7 This is a schematic diagram of the parking brake in the second parking release state provided by the present invention;

[0045] Figure 8 This is a schematic diagram of the parking brake provided by the present invention, in which the wear-resistant pad is assembled on the parking end cover;

[0046] Figure 9 This is a schematic diagram of the hollow shaft assembly provided by the present invention;

[0047] Figure 10 This is a schematic diagram of the differential assembly provided by the present invention;

[0048] Figure 11 This is a schematic diagram of the structure of the first half-shell of the differential provided by the present invention;

[0049] Figure 12 This is a schematic diagram of the gearbox assembly provided by the present invention;

[0050] Figure 13 This is a schematic diagram of the gear ring provided by the present invention;

[0051] Figure 14 This is a schematic diagram of the mating structure of the locking tongue and locking groove provided by the present invention.

[0052] Figure label:

[0053] 110. First motor; 120. Second motor;

[0054] 200. Parking brake; 210. Brake housing; 220. Input shaft; 221. Oil passage; 222. Third oil passage; 230. Parking gear ring; 231. First brake spline; 2311. First side; 240. Piston; 241. Second brake spline; 2411. Second side; 242. Cylinder; 243. Partition plate; 244. Threaded hole; 245. Second oil passage; 246. First oil passage chamber; 247. First receiving groove; 250. 260. Hydraulic accommodating space; 270. Wear-resistant pad; 280. Gear ring return elastic element; 290. First retaining ring; 2100. Parking end cover; 2110. Return screw; 2111. First sealing ring; 2120. Mounting structure; 2130. First fastener; 2140. First bearing; 2150. First connecting spline assembly; 2160. Second connecting spline assembly; 2170. Second fastener; 2180. Sixth sealing ring;

[0055] 300. Gearbox assembly; 310. Gearbox housing; 311. Limiting step; 312. Second semi-cylindrical hole; 313. Inner cylindrical surface; 320. Locking washer; 321. Locking tongue; 330. Gear ring; 331. First semi-cylindrical hole; 340. Limiting element; 350. Pressure ring; 360. First needle roller; 370. Gearbox end cover; 380. Intermediate gear; 390. Fourth sealing ring; 3100. First adjusting shim; 3110. Bearing housing; 3120. Fifth sealing ring; 3130. Sixth sealing ring; 3150. Second adjusting shim;

[0056] 400. Hollow shaft assembly; 410. Hollow shaft; 420. First gear; 430. Second gear; 431. Oil inlet groove; 432. Second engagement gear; 440. Sliding engagement sleeve; 441. First engagement gear; 450. Second bearing; 451. Annular groove; 460. Second snap ring; 470. Clamping element; 471. Locking groove; 472. First end face; 480. Sun gear; 490. Third snap ring; 4100. Third bearing; 4110. Fourth snap ring; 4120. Fifth snap ring; 4130. Lifting hole; 4140. Second needle roller bearing; 4150. First clearance; 4160. Threaded structure;

[0057] 500. Differential assembly; 510. First differential housing; 511. Anti-rotation groove; 512. First part; 513. Second part; 514. Hemispherical surface; 515. First hole; 516. Second hole; 520. Cylindrical planetary gear; 530. Planetary pin; 540. Fourth bearing; 550. Half-shaft gear; 560. Spherical washer; 570. Second differential housing; 580. Planetary bevel gear; 590. Third fastener; 5100. Fifth bearing; 5110. Half-shaft gear washer; 5120. Cross shaft; 5130. Needle roller spacer; 5140. First needle roller bearing; 5150. Planetary gear washer; 5160. Sixth snap ring; 5170. Anti-rotation pin;

[0058] 610. Oil pump assembly; 620. Gear shifting mechanism assembly; 630. Axle housing assembly; 640. Brake assembly; 650. Wheel-side reduction gear and wheel-side brake assembly;

[0059] 710, First output half-shaft; 720, Second output half-shaft;

[0060] 810. Second sealing ring; 820. Third sealing ring; 830. First retaining ring; 840. Second retaining ring;

[0061] 900. Threaded connectors. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0063] Please refer to Figures 1 to 14 The present invention discloses an integrated electric drive axle, which includes a first motor 110 and a parking brake 200. The parking brake 200 includes a brake housing 210, an input shaft 220, a parking gear ring 230 and a piston 240.

[0064] The input shaft 220 is connected to the output shaft of the first motor 110, and the first motor 110 and the input shaft 220 rotate synchronously at the same speed. Optionally, the input shaft 220 and the first motor 110 can be connected by a spline connection. The parking gear ring 230 is sleeved on the outer circumference of the input shaft 220, and the parking gear ring 230 and the input shaft 220 rotate synchronously. The parking gear ring 230 and the input shaft 220 can be connected by a spline connection through the first connecting spline group 2150.

[0065] The piston 240 is housed within the brake housing 210, which is fixed relative to the housing of the first motor 110. The piston 240 and brake housing 210 are mutually restrictive in their direction of rotation around the axis of the input shaft 220; that is, the piston 240 cannot rotate within the brake housing 210. Optionally, the piston 240 and brake housing 210 can be connected via a spline connection using a second connecting spline assembly 2160. The parking gear ring 230 is provided with a first brake spline 231, which can be an external spline of the parking gear ring 230. The piston 240 is provided with a second brake spline 241, which can be an internal spline of the piston 240.

[0066] The piston 240 can move axially along the input shaft 220 to switch the parking brake 200 between a first parking state and a first parking release state.

[0067] In the first parking state, the first brake spline 231 and the second brake spline 241 are engaged. In this state, the parking gear ring 230 is blocked by the piston 240 and cannot rotate, and the input shaft 220 is blocked by the parking gear ring 231 and cannot rotate. In this way, parking is achieved through the cooperation of the first brake spline 231 and the second brake spline 241. In the first parking release state, the first brake spline 231 and the second brake spline 241 are separated from each other. In this state, both the input shaft 220 and the parking gear ring 230 can rotate under the drive of the first motor 110.

[0068] In this embodiment of the invention, the integrated electric drive axle includes a parking brake 200. The parking brake 200 achieves parking braking of the input shaft 220 through the engagement of the first brake spline 231 on the parking gear ring 230 and the second brake spline 241 on the piston 240. The input shaft 220 is connected to the output shaft of the first motor 110, thereby achieving parking braking of the output shaft of the first motor 110. The large braking torque of the engagement of the first brake spline 231 and the second brake spline 241 makes parking safe, reliable, and efficient, and can alleviate the brake loss problem caused by friction pad wear in related technologies. When used in vehicles, it can improve the reliability of the vehicle's parking brake and enhance the stability of the vehicle when parked. Therefore, the present invention can solve the problem of poor parking reliability of parking brakes that use friction pads for parking in related technologies.

[0069] It should be noted that the output shaft of the first motor 110 in this article can be either a high-speed shaft or a low-speed shaft, and this article does not impose any restrictions on this.

[0070] In order to enable the piston 240 to move axially along the input shaft 220, the parking brake 200 may also include a piston return elastic element 250. The piston return elastic element 250 acts on the piston 240 to drive the piston 240 to move towards the parking gear ring 230 so that the first brake spline 231 and the second brake spline 241 engage. In this case, the parking brake 200 is in the first parking state.

[0071] The brake housing 210 and piston 240 can form a hydraulic containment space 260. The brake housing 210 is provided with a first oil passage, and the hydraulic containment space 260 is connected to an oil supply device through the first oil passage. The oil supply device can be an oil pump assembly 610. When pressurized oil is filled into the hydraulic containment space 260, the pressurized oil pushes the piston 240 to move away from the parking gear ring 230, causing the first brake spline 231 and the second brake spline 241 to separate. At this time, the parking brake 200 is in the first parking release state. After the injection of pressurized oil into the hydraulic containment space 260 stops, under the action of the piston return elastic element 250, the piston 240 moves towards the parking gear ring 230, causing the first brake spline 231 and the second brake spline 241 to engage.

[0072] It should be noted that the volume of the hydraulic accommodating space 260 changes as the piston 240 moves relative to the brake housing 210. In the first parking state, the volume of the hydraulic accommodating space 260 is the smallest, and in the first parking release state, the volume of the hydraulic accommodating space 260 is the largest.

[0073] In this case, the normally closed parking is achieved by the driving force of the piston return elastic element 250, which has high safety and reliability. The size of the hydraulic accommodating space 260 is variable. By introducing pressurized oil into the hydraulic accommodating space 260, the piston 240 is driven to move away from the parking gear ring 230, thereby releasing the parking.

[0074] The parking brake 200 may also include a parking end cover 2100 fixedly connected to the brake housing 210. The piston 240 may be provided with a first receiving groove 247. The opening of the first receiving groove 247 is opposite to the parking end cover 2100. The piston return elastic member 250 may be provided in the first receiving groove 247. One end of the piston return elastic member 250 may abut against the bottom of the first receiving groove 247 of the piston 240 (i.e., the partition 243 in the following text), and the other end abuts against the parking end cover 2100.

[0075] The brake housing 210 may be provided with a first annular groove and a second annular groove. The second sealing ring 810 and the third sealing ring 820 are respectively provided in the first annular groove and the second annular groove, and are respectively located on both sides of the hydraulic accommodating space 260. The second sealing ring 810 and the third sealing ring 820 are used to seal the gap between the brake housing 210 and the piston 240 to prevent hydraulic oil leakage in the hydraulic accommodating space 260.

[0076] The brake housing 210 may also be provided with a first retaining ring 830 and a second retaining ring 840. The first retaining ring 830 may be located in the first annular groove and is used to press the second sealing ring 810 against the groove wall of the first annular groove. The second retaining ring 840 may be located in the second annular groove and is used to press the third sealing ring 820 against the groove wall of the second annular groove, thereby preventing the second sealing ring 810 and the third sealing ring 820 from being rolled out of their respective annular grooves due to friction during the movement of the piston 240 relative to the brake housing 210.

[0077] When the piston 240 moves toward the parking gear ring 230, the second brake spline 241 is difficult to engage in one go. The first brake spline 231 has a first side 2311, and the second brake spline 241 has a second side 2411. When the first brake spline 231 and the second brake spline 241 are separated, the first side 2311 and the second side 2411 are opposite to each other.

[0078] The parking brake 200 may also include a second parking state, in which the second side 2411 of the second brake spline 241 is pressed against the first side 2311 of the first brake spline 231. In this case, the second side 2411 of the second brake spline 241 presses against the first side 2311 of the first brake spline 231, and braking can also be achieved by the friction between the first side 2311 and the second side 2411.

[0079] The first side surface 2311 and the second side surface 2411 can be conical surfaces with the same taper. When the first side surface 2311 and the second side surface 2411 are conical surfaces, the cooperation of the two conical surfaces has a certain guiding effect on the movement of the piston 240.

[0080] However, the braking force is smaller in the second parking state, so the second parking state is suitable for parking on flat ground or a slight slope.

[0081] When the slope is large, the friction between the first side 2311 and the second side 2411 is insufficient to fully park the vehicle. The input shaft 220 will continue to rotate slightly under the drive of the first motor 110 until the second brake spline 241 of the piston 240 engages with the first brake spline 231 of the parking gear ring 230 under the action of the piston return elastic member 250. At the same time, the gear ring return elastic member 280 pushes the parking gear ring 230 back to the position defined by the first snap ring 290 (see below). Since the piston 240 and the brake housing 210 are connected by the second connecting spline group 2160, the braking of the input shaft 220 is achieved, thereby realizing parking.

[0082] In a further technical solution, the parking brake 200 may also include a wear-resistant pad 270, which is fixed relative to the brake housing 210. In the second parking state, the end face of the parking gear ring 230 facing away from the first brake spline 231 abuts against the wear-resistant pad 270. In this case, the frictional force on the parking gear ring 230 in the second parking state can be increased, thereby improving the parking stability and reliability of the parking brake in the second parking state.

[0083] The integrated electric drive axle may also include a gearbox assembly 300, which may include a gearbox housing 310 and a gearbox end cover 370 connected by threaded fasteners 900 (e.g., bolts). The gearbox housing 310 may be connected to the housing of the first motor 110 by screws. A fourth sealing ring 390 is provided between the gearbox housing 310 and the gearbox end cover 370. The brake housing 210 of the parking brake 200 may be fixedly connected to the gearbox end cover 370. A fifth sealing ring 3120 may be provided between the brake housing 210 and the gearbox end cover 370. The end of the brake housing 210 facing the gearbox end cover 370 is an open structure. At least a portion of the input shaft 220 is located inside the gearbox housing 310 and the gearbox end cover 370, and the end of the input shaft 220 extends into the brake housing 210 through the open structure. A wear-resistant pad 270 may be clamped between the gearbox end cover 370 and the brake housing 210.

[0084] A wear-resistant pad 270 is provided between the parking gear ring 230 and the transmission end cover 370 to prevent wear of the transmission end cover 370 by the parking gear ring 230 in the second parking state or in the initial stage of switching to the first parking state (referring to the stage when the piston 240 moves towards the parking gear ring 230 and the first side 2311 abuts against the second side 2411).

[0085] The wear-resistant pad 270 can be pressed onto the gearbox end cover 370 by the brake housing 210 so that the wear-resistant pad 270 is relatively fixed to the brake housing 210.

[0086] In a further technical solution, the parking gear ring 230 is movably disposed on the input shaft 220 along the axial direction of the input shaft 220. The parking brake 200 includes a gear ring return elastic member 280 and a first retaining ring 290. The gear ring return elastic member 280 acts on the parking gear ring 230. The first retaining ring 290 is fixedly disposed on the input shaft 220 and is located between the parking gear ring 230 and the piston 240. The gear ring return elastic member 280 is used to drive the parking gear ring 230 to abut against the first retaining ring 290. When the gear ring return elastic member 280 abuts against the first retaining ring 290, the end face of the parking gear ring 230 (the end face of the parking gear ring 230 away from the first brake spline 231) separates from the wear-resistant pad 270.

[0087] In this case, when the parking brake 200 is not in the second parking state, the parking gear ring 230 and the wear-resistant pad 270 are separated to avoid wear of the parking gear ring 230 during the rotation of the input shaft 220. In the second parking state, the clamping force of the piston 240 on the parking gear ring 230 pushes the parking gear ring 230 to compress the gear ring return elastic element 280, so that the first end of the parking gear ring 230 abuts against the wear-resistant pad 270.

[0088] During the specific process of releasing the parking brake, after pressurized oil is introduced into the hydraulic accommodating space 260 through the first oil circuit, the piston 240 is pushed to the right until its right surface contacts the left surface of the parking end cover 2100. The piston return elastic element 250 is compressed, and the first brake spline 231 and the second brake spline 241 disengage. Since the parking gear ring 230 and the input shaft 220 are splined together by the first connecting spline assembly 2150 and limited by the first retaining ring 290 and the gear ring return elastic element 280, the parking gear ring 230 and the input shaft 220 rotate synchronously. Through this process, by disengaging the parking gear ring 230 and the piston 240, the movement is separated, and the vehicle is released from parking and can be driven normally.

[0089] A first bearing 2140 is sleeved on the outer periphery of the input shaft 220. There can be multiple first bearings 2140, such as two. One is located between the input shaft 220 and the gearbox housing 310, and the other is located between the input shaft 220 and the gearbox end cover 370. The first bearing 2140 can be fixedly sleeved on the input shaft 220 by interference fit, so that the first bearing 2140 and the input shaft 220 are in a limiting fit along the axial direction of the input shaft 220. A first adjusting shim 3100 can be provided between the first bearing 2140 and the first shoulder of the gearbox end cover 370 for adjusting the clearance of the first bearing 2140. The input shaft 220 is rotatably connected to the gearbox end cover 370 and the gearbox housing 310 through the first bearing 2140. One end of the gear ring return elastic member 280 can abut against the first bearing 2140 located between the input shaft 220 and the gearbox end cover 370, and the other end abuts against the parking gear ring 230.

[0090] In this embodiment of the invention, the piston return elastic element 250 can be either an elastic column or a piston return spring. The piston return spring has a smaller return distance, higher stiffness, greater compression, and a larger impact force. The toothed ring return elastic element 280 can be either an elastic column or a toothed ring return spring. The toothed ring return spring is compressed, has a smaller compression, lower stiffness, and a smaller impact force, thus causing less damage to the first bearing 2140.

[0091] In the above solution, pressurized oil is injected into the hydraulic reservoir 260 to drive the piston 240 to move, thereby disengaging the first brake spline 231 and the second brake spline 241 and releasing the parking brake. However, if the components used to inject pressurized oil into the hydraulic reservoir 260 are damaged, or if towing is required, the parking brake cannot be released.

[0092] Therefore, in this embodiment of the invention, the parking brake 200 may further include a parking end cover 2100 and a return screw 2110. The parking end cover 2100 is connected to the brake housing 210. The return screw 2110 is movably disposed on the parking end cover 2100 along the axial direction of the input shaft 220. The piston 240 is provided with a threaded hole 244 for engaging with the return screw 2110.

[0093] In the first parking release state, the return screw 2110 is separated from the threaded hole 244, and the head of the return screw 2110 is separated from the outer wall of the parking end cover 2100. Of course, in the second parking state and the first parking state, the return screw 2110 is separated from the threaded hole 244 to prevent the return screw 2110 from obstructing the movement of the piston 240.

[0094] The parking brake 200 also includes a second parking release state. In the second parking release state, the return screw 2110 is threaded into the threaded hole 244, and the head of the return screw 2110 abuts against the outer wall of the parking end cover 2100, and the first brake spline 231 and the second brake spline 241 are separated.

[0095] When it is necessary to release the parking brake, move the return screw 2110 towards the threaded hole 244 on the piston 240. After the return screw 2110 contacts the threaded hole 244, rotate the return screw 2110 to make the return screw 2110 threadedly engage with the threaded hole 244. Continue to move the return screw 2110 towards the piston 240 until the head of the return screw 2110 abuts against the outer wall of the parking end cover 2100. Continue to rotate the return screw 2110, and the return screw 2110 will drive the piston 240 to move away from the parking gear ring 230 until the first brake spline 231 and the second brake spline 241 disengage.

[0096] In this situation, if pressurized oil cannot be supplied to the hydraulic containment space 260, the parking brake can be manually released using the return screw 2110.

[0097] In a further technical solution, the parking brake 200 may also include a mounting structure 2120 and a first fastener 2130. The mounting structure 2120 is detachably disposed on the parking end cover 2100. The first fastener 2130 passes through the mounting structure 2120 and is connected to a return screw 2110, so that the return screw 2110 is fixed to the mounting structure 2120 by the first fastener 2130, thereby fixing the return screw 2110 on the parking end cover 2100. In the second parking release state, the first fastener 2130 separates from the return screw 2110, so that the return screw 2110 separates from the mounting structure 2120, and the mounting structure 2120 separates from the parking end cover 2100, so that the return screw 2110 can move relative to the parking end cover 2100.

[0098] In this case, without the need for manual release of the parking brake, the return screw 2110 is fixed to the parking end cover 2100 by the mounting structure 2120 and the first fastener 2130 to prevent the return screw 2110 from shifting and improve the safety and reliability of the parking brake 200. When manual release of the parking brake is required, the mounting structure 2120 and the first fastener 2130 are removed to allow the return screw 2110 to move.

[0099] Optionally, the parking end cover 2100 may be provided with a cylindrical protrusion, and the mounting structure 2120 may be detachably mounted on the cylindrical protrusion of the parking end cover 2100 via a second fastener 2170.

[0100] During the specific manual release of the parking brake, after removing the second fastener 2170, the first fastener 2130, and the mounting structure 2120, push the return screw 2110 to the left until the left thread of the return screw 2110 contacts the thread of the piston 240. Tighten the return screw 2110 until the right end face of the piston 240 contacts the left end face of the parking end cover 2100. At this time, the second brake spline 241 of the piston 240 and the first brake spline 231 of the parking gear ring 230 disengage, the piston return elastic element 250 is compressed, and the parking brake is released.

[0101] The input shaft 220 is rotatably mounted on the gearbox assembly 300 via the first bearing 2140. The end of the brake housing 210 facing the gearbox assembly 300 can be an open structure. The end of the input shaft 220 extends into the brake housing 210 through the open structure. The parking gear ring 230 is sleeved on the outer periphery of the portion of the input shaft 220 located inside the brake housing 210.

[0102] To lubricate the first bearing 2140, the brake housing 210 may be provided with a first oil passage hole, and the piston 240 may be provided with a second oil passage hole 245. The first oil passage hole and the second oil passage hole 245 are connected. The end of the piston 240 facing the input shaft 220 is provided with a first oil passage chamber 246 that communicates with the second oil passage hole 245. The first oil passage hole is connected to the oil outlet pipe of the oil pump assembly 610 so that lubricating oil is injected into the first oil passage chamber 246 through the oil pump assembly 610.

[0103] The input shaft 220 may be provided with an oil passage 221, which extends axially along the input shaft 220 and communicates with the first oil passage 246. A first bearing 2140 is fitted around the outer periphery of the input shaft 220. The input shaft 220 is provided with a third oil passage 222, which connects the oil passage 221 and the outer surface of the input shaft 220. The third oil passage 222 is located adjacent to the first bearing 2140. This structure facilitates the filling of lubricating oil into the input shaft 220 and the first bearing 2140 mounted on the input shaft 220.

[0104] The piston 240 may include a cylinder 242 and a partition 243. The partition 243 divides the internal area of ​​the cylinder 242 into a first oil passage chamber 246 and a first receiving groove 247. The piston return elastic element 250 may be provided in the first receiving groove 247. The threaded hole 244 is provided in the partition 243. A first sealing ring 2111 is provided between the return screw 2110 and the parking end cover 2100.

[0105] In this case, the structure of piston 240 can reduce the weight of piston 240 and reduce the driving force required to move piston 240. The first sealing ring 2111 can prevent the lubricating oil in the first oil passage chamber 246 from entering the mating surface between the return screw 2110 and the parking end cover 2100 through the threaded hole 244 on the partition plate 243 and leaking out along the mating surface, thereby avoiding oil leakage.

[0106] The above structure enables elastic pressure parking, hydraulic release parking, and manual release parking functions. Furthermore, in related technologies, the parking mechanism uses friction plates on the motor and steel plates on the brake housing for parking. During braking, the steel plates and friction plates are pressed together to achieve parking. However, after release, the friction plates are difficult to return to their original position automatically, resulting in drag between the friction plates and steel plates, affecting driving efficiency. In this embodiment of the invention, except for the second parking state, the parking gear ring 230 separates from the wear-resistant pad 270, achieving a separate parking design. This ensures that the integrated electric drive axle does not experience reduced efficiency due to parking during operation.

[0107] In an alternative embodiment, the wear-resistant pad 270 can be pressed onto the gearbox end cover 370 by the brake housing 210, the edge portion of the parking gear ring 230 is opposite to the wear-resistant pad 270, and the diameter of the portion of the parking gear ring 230 with the first brake spline 231 is smaller than the radius of the portion of the parking gear ring 230 used to mate with the wear-resistant pad 270.

[0108] In another alternative embodiment, the wear-resistant pad 270 can also be interference-fitted into the fixing groove of the gearbox end cover 370. This reduces the diameter of the wear-resistant pad 270 and also reduces the diameter of the portion of the parking gear ring 230 that mates with the wear-resistant pad 270. The root circle diameter of the first brake spline 231 of the parking gear ring 230 is larger than the outer diameter of the portion of the parking gear ring 230 that mates with the wear-resistant pad 270. This structure makes the parking gear ring 230 easier to manufacture and install.

[0109] The parking brake 200 of this invention can be used in a multi-motor drive structure or a single-motor drive structure. It can be used for parking braking of high-speed shafts or low-speed shafts.

[0110] The integrated electric drive axle may also include a second motor 120 and a gearbox assembly 300. The gearbox assembly 300 may include a hollow shaft assembly 400, which may include a hollow shaft 410, a first gear 420, a second gear 430, and a sliding engagement sleeve 440.

[0111] The first gear 420 is fixedly sleeved on the outer circumference of the hollow shaft 410 and is drivenly connected to the output shaft of the first motor 110. The second gear 430 is rotatably sleeved on the outer circumference of the hollow shaft 410 and is drivenly connected to the output shaft of the second motor 120. The sliding engagement sleeve 440 is movably sleeved on the outer circumference of the hollow shaft 410 along the axial direction of the hollow shaft 410, and the sliding engagement sleeve 440 rotates synchronously with the hollow shaft 410. The sliding engagement sleeve 440 is provided with a first engagement tooth 441, and the second gear 430 is provided with a second engagement tooth 432.

[0112] The integrated electric drive axle includes a gear-engaged state and a gear-disengaged state. In the gear-engaged state, the first gear 441 and the second gear 432 are engaged. Limited by the sliding engagement sleeve 440, the second gear 430 cannot rotate relative to the hollow shaft 410, allowing the second gear 430 to rotate synchronously with the hollow shaft 410. In the gear-disengaged state, the first gear 441 and the second gear 432 are disengaged, allowing the second gear 430 to rotate relative to the hollow shaft 410. Optionally, the first gear 441 can be an external tooth, and the second gear 432 can be an internal tooth; both the first gear 441 and the second gear 432 can be inverted bevel teeth.

[0113] In this case, when the gear is engaged, the power transmitted from the first motor 110 through the first gear 420 and the power transmitted from the second motor 120 through the second gear 430 are coupled on the hollow shaft 410 and transmitted to the sun gear 480 (see below). This enables the hollow shaft assembly 400 to couple or shift the two power sources of the first motor 110 and the second motor 120, increasing the application range of the integrated electric drive axle and thus increasing the application range of the vehicle.

[0114] The integrated electric drive axle may also include a shift fork and a shift mechanism assembly 620. The shift fork is connected to a sliding engagement sleeve 440 and the shift mechanism assembly 620. The shift mechanism assembly 620 is used to drive the shift fork to slide, so that the shift fork drives the sliding engagement sleeve 440 to slide, thereby realizing gear engagement and disengagement.

[0115] Optionally, the first gear 420 can be sleeved on the outer periphery of the hollow shaft 410 by means of interference fit or spline connection, the second gear 430 can be rotatably sleeved on the outer periphery of the hollow shaft 410 by means of the second needle roller bearing 4140, and the sliding engagement sleeve 440 can be disposed on the hollow shaft 410 by means of the third spline connection group. The third spline connection group can include the third internal spline disposed on the sliding engagement sleeve 440 and the third external spline disposed on the hollow shaft 410.

[0116] Optionally, the first gear 420 and the first motor 110 can be connected by a first transmission mechanism, which may include an intermediate gear 380. The second gear 430 and the second motor 120 can be connected by a second transmission mechanism. It should be noted that the specific structures of the first transmission mechanism for connecting the first gear 420 and the first motor 110, and the second transmission mechanism for connecting the second gear 430 and the second motor 120 in the integrated electric drive axle are existing technologies and will not be described further here.

[0117] The end of the second gear 430 facing away from the first gear 420 is attached to the second shoulder of the hollow shaft 410, and the end face of the second gear 430 facing away from the first gear 420 is provided with a plurality of evenly distributed oil inlet grooves 431. Lubricating oil can enter the area where the second needle roller bearing 4140 is located through the oil inlet grooves 431 to lubricate the second needle roller bearing 4140.

[0118] The end of the first gear 420 facing the second gear 430 is in contact with the third shoulder of the hollow shaft 410, and there is a first gap 4150 between the end of the first gear 420 facing the second gear 430 and the end face of the second gear 430 and the second needle roller bearing 4140 facing the first gear 420, to prevent the second gear 430 from rubbing against the first gear 420 and the second needle roller bearing 4140 during rotation.

[0119] The hollow shaft assembly 400 also includes a second bearing 450, which is sleeved on the outer periphery of the hollow shaft 410. The end face of the inner ring of the second bearing 450 facing the first gear 420 is in contact with the first gear 420. The inner ring of the second bearing 450 and the hollow shaft 410 can be fixedly connected by an interference fit (or by a key connection). The end face of the inner ring of the second bearing 450 facing away from the first gear 420 can abut against the third snap ring 490, thereby limiting the inner ring of the second bearing 450 along the axial direction of the hollow shaft 410.

[0120] For ease of hoisting, a hoisting hole 4130 can be provided at the end of the hollow shaft 410.

[0121] A third bearing 4100 can also be fitted around the outer periphery of the hollow shaft 410. The inner ring of the third bearing 4100 can be interference-fitted with the hollow shaft 410. The two end faces of the inner ring of the third bearing 4100, which are arranged opposite to each other along the axial direction of the hollow shaft 410, can be respectively fitted by the fourth shoulder of the hollow shaft 410 and the fourth snap ring 4110 provided on the hollow shaft 410, thereby realizing the limiting of the inner ring of the third bearing 4100 in the axial direction of the hollow shaft 410.

[0122] The hollow shaft assembly 400 may also include a sun gear 480, which can be connected to the outer periphery of the hollow shaft 410 via a spline connection. The two end faces of the sun gear 480, which are arranged opposite to each other along the axial direction of the hollow shaft 410, can respectively abut against the fifth shoulder of the hollow shaft 410 and the fifth retaining ring 4120 provided on the hollow shaft 410, thereby achieving the axial positioning of the sun gear 480 on the hollow shaft 410.

[0123] The hollow shaft assembly 400 may further include a second bearing 450. The inner ring of the second bearing 450 may be fixedly sleeved on the outer circumference of the hollow shaft 410, and the second bearing 450 and the hollow shaft 410 are axially limited and matched. The outer ring of the second bearing 450 may be provided with an annular groove 451 distributed around the axial direction of the second bearing 450.

[0124] The gearbox assembly 300 may also include a gearbox body, which may include a gearbox housing 310 and a gearbox end cover 370 connected by a threaded connector 900. The hollow shaft assembly 400 may be disposed in the gearbox body. The inner wall of the gearbox body may be provided with an annular protrusion. The outer annular surface of the second bearing 450 may abut against the inner wall of the annular protrusion. A second retaining spring 460 is provided in the annular groove 451. The second retaining spring 460 extends out of the annular groove 451, and the portion extending out of the annular groove 451 is opposite to the side wall of the annular protrusion.

[0125] The integrated electric drive axle may also include a clamping member 470, which may be disposed in the gearbox body. The clamping member 470 and the second bearing 450 may be distributed along the axial direction of the hollow shaft 410. The clamping member 470 abuts against the second bearing 450, and the second bearing 450 presses the second snap ring 460 against the side wall of the annular protrusion through the groove wall of the annular groove 451.

[0126] In this case, the outer ring of the second bearing 450 is axially limited in the hollow shaft 410 by the cooperation of the clamping member 470 and the second retaining ring 460. In the above scheme, the inner ring of the second bearing 450 is also axially limited in the hollow shaft 410, thereby realizing the axial limitation of the second bearing 450 in the hollow shaft 410. This enables the hollow shaft assembly 400 to be axially limited when it is installed in the gearbox body. The structure is simple and easy to install.

[0127] The clamping member 470 can be a ring-shaped structure, and the gearbox body can have an annular chamber. The clamping member 470 and the inner wall of the annular chamber can be threaded together by a threaded structure 4160. The clamping member 470 can have external threads, and the gearbox end cover 370 can have internal threads, so that the clamping member 470 can move axially along the hollow shaft 410. The end of the second bearing 450 is located in the annular chamber. In this case, rotating the clamping member 470 can clamp the second bearing 450, which facilitates the clamping operation.

[0128] In the specific operation of using the clamping member 470 to clamp the second bearing 450, tighten the clamping member 470 so that its first end face 472 presses against the outer ring of the second bearing 450, and further pushes the right end face of the annular groove 451 and the right end face of the second snap ring 460 to be close together, and the left end face of the second snap ring 460 and the plane of the gearbox end cover 370 to be close together.

[0129] In a further technical solution, a locking washer 320 may be detachably provided on the gearbox body. The locking washer 320 may include a washer body and a locking tongue 321. The locking tongue 321 may protrude from the washer body toward the clamping member 470. The clamping member 470 may be provided with a locking groove 471, and the locking tongue 321 extends into the locking groove 471. In this case, when the clamping member 470 does not need to rotate, the cooperation between the locking tongue 321 and the locking groove 471 can prevent the clamping member 470 from rotating, thereby preventing the clamping member 470 from separating from the second bearing 450 due to accidental rotation, and preventing the clamping member 470 from effectively applying clamping force to the bearing.

[0130] During the process of adjusting the locking tongue 321 to extend into the locking groove 471, the clamping member 470 can be finely adjusted, the locking washer 320 is fastened to the left end face of the gearbox end cover 370 with a threaded connector 900 (e.g., a screw), and the locking tongue 321 of the locking washer 320 is inserted into the locking groove 471 at the right end of the clamping member 470.

[0131] The gearbox assembly 300 may also include a differential assembly 500, which may include a first differential housing 510, cylindrical planetary gears 520 and planetary pins 530. The planetary pins 530 may be fixed to the first differential housing 510 by an interference fit, and the cylindrical planetary gears 520 may be rotatably disposed on the planetary pins 530, with the teeth of the cylindrical planetary gears 520 extending beyond the first differential housing 510.

[0132] In this case, the first half-shell 510 of the differential can serve as both a planetary gear carrier and a differential half-shell, enabling the differential assembly 500 to have the functions of planetary reduction and differential.

[0133] Specifically, the first half-shell 510 of the differential may include a first part 512 and a second part 513 distributed along the axial direction. The diameter of the second part 513 may be larger than the diameter of the first part 512. An opening may be provided on the side wall of the second part 513. The planetary pin 530 may be fixedly mounted on the second part 513 by an interference fit. The cylindrical planetary gear 520 may be rotatably connected to the planetary pin 530 by a first needle roller bearing 5140. The axial direction of the planetary pin 530 and the cylindrical planetary gear 520 is consistent with the axial direction of the first half-shell 510 of the differential. The teeth of the cylindrical planetary gear 520 may extend out of the second part 513 through the opening for meshing with the sun gear 480 of the hollow shaft assembly 400. A planetary gear washer 5150 may be provided between the cylindrical planetary gear 520 and the inner wall of the second part 513. A needle roller spacer 5130 may be provided between the planetary gear washer 5150 and the first needle roller bearing 5140.

[0134] The inner wall of the second part 513 may be provided with an anti-rotation groove 511, and the planetary gear gasket 5150 may be provided with an anti-rotation ear. The anti-rotation ear can extend into the anti-rotation groove 511 to prevent the planetary gear gasket 5150 from rotating and causing wear on the first half-shell 510 of the differential.

[0135] Please refer to this again. Figure 11 The inner wall of the second part 513 may be provided with two anti-rotation grooves 511. The two anti-rotation grooves 511 respectively cooperate with the anti-rotation ears extending outward of the two planetary gear washers 5150, thereby preventing the planetary gear washers 5150 from rotating and damaging the mating surface of the first half-shell 510 of the differential. The first half-shell 510 of the differential is provided with a hemispherical surface 514 for supporting the spherical washers 560 and the planetary bevel gears 580.

[0136] The second part 513 of the first half-shell 510 of the differential may be provided with a first hole 515 and a second hole 516 arranged opposite each other along the axial direction of the first half-shell 510 of the differential. The first hole 515 and the planetary pin 530 are clearance fit, and the second hole 516 and the planetary pin 530 are interference fit. In the axial direction, the bottom surface of the second hole 516 and the retaining ring provided on the first hole 515 limit the planetary pin 530. The number of cylindrical planetary gears 520 can be 3, but in specific implementations, it can be 4, 5 or other numbers.

[0137] The differential assembly 500 may further include a second differential housing 570, and the first differential housing 510 and the second differential housing 570 may be fixedly connected by a third fastener 590, which may be a bolt. The differential assembly 500 may also include a half-shaft gear 550, a spherical washer 560, a planetary bevel gear 580, a half-shaft gear washer 5110, and a cross shaft 5120.

[0138] A cross shaft 5120 is located between the first half-shell 510 and the second half-shell 570 of the differential and is fixedly connected to them. There can be four planetary bevel gears 580, all of which are located on the cross shaft 5120. Spherical washers 560 are respectively provided between the two planetary bevel gears 580 on the same side of the cross shaft 5120 and the first half-shell 510 of the differential. Spherical washers 560 are respectively provided between the two planetary bevel gears 580 on the other side of the cross shaft 5120 and the second half-shell 570 of the differential. There can be two half-shaft gears 550. The two half-shaft gears 550 mesh with the two planetary bevel gears 580 on the same side. The inner holes of the two half-shaft gears 550 are provided with internal splines, which are used to connect the first output half-shaft 710 and the second output half-shaft 720, respectively.

[0139] There can be two half-shaft gear washers 5110. One half-shaft gear washer 5110 is located between one half-shaft gear 550 and the first differential half-shell 510, and the other half-shaft gear washer 5110 is located between the other half-shaft gear 550 and the second differential half-shell 570. The two half-shaft gear washers 5110 can be connected to the corresponding first differential half-shell 510 and second differential half-shell 570 respectively by anti-rotation pins 5170 to prevent the rotation of the half-shaft gear washers 5110 from causing wear on the first differential half-shell 510 and second differential half-shell 570. A fourth bearing 540 can also be fitted around the outer periphery of the first differential half-shell 510, and a fifth bearing 5100 can be fitted around the outer periphery of the second differential half-shell 570.

[0140] The gearbox assembly 300 may also include a gearbox housing 310, and a differential assembly 500 may be disposed within the gearbox housing 310. A gear ring 330 is disposed within the gearbox housing 310. The hollow shaft assembly 400 may also include a sun gear 480, which may be fixedly sleeved on the outer periphery of the hollow shaft 410. The sun gear 480 may be located within the first half-house 510 of the differential and mesh with a cylindrical planetary gear 520. The cylindrical planetary gear 520 is located within the gear ring 330 and meshes with the gear ring 330.

[0141] In this structure, the first half-shell of the differential 510 can also serve as a planet carrier, achieving two functions in one and simplifying the structure of the gearbox assembly 300. The sun gear 480, cylindrical planet gears 520, and the first half-shell of the differential 510 are equivalent to the planet carrier and the ring gear 330 forming a planetary gear system, which can achieve the function of speed reduction and torque increase.

[0142] The inner wall of the gearbox housing 310 may have a limiting step 311, and the inner wall of the gearbox housing 310 may be provided with a limiting member 340, which may be a spiral retaining ring or a snap ring. The gearbox housing 310 is provided with a slot, and the limiting member 340 may be provided in the slot. The limiting member 340 and the limiting step 311 may be distributed along the axial direction of the hollow shaft 410 and arranged opposite to each other. The gearbox assembly 300 may also include a pressure ring 350, and the pressure ring 350 and the gear ring 330 may be distributed along the axial direction of the hollow shaft 410. The pressure ring 350 and the gear ring 330 are limited in the axial direction of the output shaft between the limiting member 340 and the limiting step 311.

[0143] In this case, the axial limit of the gear ring 330 can be achieved. The distance between the limiting member 340 and the limiting step 311 is difficult to adjust, and the axial dimension of the gear ring 330 cannot be adjusted. Therefore, the total axial length of the gear ring 330 and the limiting step 311 can be made equal to the distance between the limiting member 340 and the limiting step 311 by adjusting the axial dimension of the pressure ring 350, thereby reducing the requirements for machining accuracy.

[0144] In the radial direction of the gear ring 330, the gear ring 330 and the gearbox housing 310 can be clearance-fitted. The outer ring surface of the gear ring 330 can be provided with a first semi-cylindrical hole 331, and the inner wall of the gearbox housing 310 is provided with a second semi-cylindrical hole 312. The first semi-cylindrical hole 331 and the second semi-cylindrical hole 312 are arranged opposite to each other so that the first semi-cylindrical hole 331 and the second semi-cylindrical hole 312 can form a cylindrical hole. The gearbox assembly 300 can also include a first needle roller 360. The first needle roller 360 can be located in the first semi-cylindrical hole 331 and the second semi-cylindrical hole 312, and the diameter of the first needle roller 360 is smaller than the diameter of the first semi-cylindrical hole 331 and the second semi-cylindrical hole 312 so that the gear ring 330 and the gearbox housing 310 are clearance-fitted in the radial direction of the gear ring 330.

[0145] In this case, the gear ring 330 can float radially, extending the life of the planetary reduction system.

[0146] The right end face of the gear ring 330 contacts the limiting step 311 of the gearbox housing 310, and the outer circle of the gear ring 330 and the mating inner cylindrical surface 313 of the gearbox housing 310 are in clearance fit; the right end face of the pressure ring 350 contacts the left end face of the gear ring 330, and the outer circle of the pressure ring 350 and the mating inner cylindrical surface 313 of the gearbox housing 310 are in small interference or overfit fit; the left end face of the pressure ring 350 contacts the limiting member 340 installed in the gearbox housing 310 for axial limiting.

[0147] On one side of the outer circumference of the gear ring 330, there are multiple first semi-cylindrical holes 331 distributed in a certain pattern, and the gearbox housing 310 has second semi-cylindrical holes 312 distributed in the same pattern. The axial length of the first needle roller 360 is less than the depth of the second semi-cylindrical holes 312 on the gear ring 330. A certain gap is left on the right end face of the pressure ring 350 on the left end face of the first needle roller 360 to prevent wear on the end face of the first needle roller 360.

[0148] When assembling the gearbox assembly 300, after installing the gear ring 330, first needle roller 360, pressure ring 350, and limiting member 340 on the gearbox housing 310, the differential assembly 500 is installed from left to right, so that the cylindrical planetary gears 520 of the differential assembly 500 mesh with the gear ring 330. The bearing housing 3110 is fixed to the left end face of the gearbox housing 310 using multiple threaded fasteners 900 (e.g., screws). The bearing housing 3110 and the gearbox housing 310 can be sealed using a sixth sealing ring 3130. The first differential half-shell 510 of the differential assembly 500 can be rotatably connected to the bearing housing 3110 via a fifth bearing 5100. A second adjusting shim 3150 can be installed between the right end face of the inner hole of the bearing housing 3110 and the left end face of the inner ring of the fifth bearing 5100 to adjust the clearance of the fifth bearing 5100. Then, the hollow shaft assembly 400 is installed from right to left, so that the sun gear 480 of the hollow shaft assembly 400 meshes with the cylindrical planetary gear 520 of the differential assembly 500. The outer diameter of the sun gear 480 is smaller than the outer diameter of the third bearing 4100. The outer diameter of the third bearing 4100 and the inner hole of the first half-shell 510 of the differential can be fitted with a transition or a small clearance.

[0149] In this structure, the power of the first motor 110 is transmitted to the first gear 420 through the first transmission mechanism (which may include an intermediate gear), and the power of the second motor 120 is transmitted to the second gear 430 through the second transmission mechanism. In the geared state, the power of the first gear 420 and the second gear 430 is coupled to the hollow shaft 410 and transmitted to the sun gear 480, causing the hollow shaft 410 and the sun gear 480 to rotate. The sun gear 480 meshes with the cylindrical planetary gear 520, causing the cylindrical planetary gear 520 to rotate. The rotation of the cylindrical planetary gear 520 causes the first half-shell 510 of the differential to rotate through the planetary pin 530. The first half-shell 510 of the differential causes the cross shaft 5120 to rotate. The cross shaft 5120 causes multiple planetary bevel gears 580 mounted on the cross shaft 5120 to rotate. The multiple planetary bevel gears 580 cause two half-shaft gears 550 to rotate. The two half-shaft gears 550 respectively cause the first output half-shaft 710 and the second output half-shaft 720 to rotate.

[0150] In other words, through the coupling installation of the differential assembly 500 and the hollow shaft assembly 400, the torque generated by the first motor 110 and the second motor 120 is transmitted to the hollow shaft assembly 400 via the intermediate gear 380. After coupling, the torque is reduced and increased by the planetary gear set, and then distributed to the left and right half-shaft gears 550 by the differential assembly 500, finally transmitted to the first output half-shaft 710 and the second output half-shaft 720. Through the installation structure design of the hollow shaft assembly 400 and the differential assembly 500, power coupling, reduction and torque increase, differential speed, and effective installation are achieved in the coaxial direction, without power interruption.

[0151] The integrated electric drive axle may also include an axle housing assembly 630, a brake assembly 640, and a wheel-side reduction gear and wheel-side brake assembly 650.

[0152] Based on the integrated electric drive axle of the above embodiments of the present invention, the present invention also discloses a vehicle including the aforementioned integrated electric drive axle. The derivation process of the beneficial effects produced by this vehicle is largely similar to the derivation process of the beneficial effects brought by the integrated electric drive axle, and therefore will not be repeated here.

[0153] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An integrated electric drive bridge, characterized in that, Includes a first motor (110) and a parking brake (200), the parking brake (200) comprising a brake housing (210), an input shaft (220), a parking gear ring (230), and a piston (240), wherein: The input shaft (220) is connected to the output shaft of the first motor (110). The parking gear ring (230) is sleeved on the outer circumference of the input shaft (220). The parking gear ring (230) and the input shaft (220) rotate synchronously. The piston (240) is located inside the brake housing (210). The piston (240) and the brake housing (210) are in a limited fit in the direction of relative rotation around the axis of the input shaft (220). The parking gear ring (230) is provided with a first brake spline (231), and the piston (240) is provided with a second brake spline (241). The piston (240) is axially movable along the input shaft (220) to switch the parking brake (200) between a first parking state and a first parking release state; In the first parking state, the first brake spline (231) and the second brake spline (241) are engaged; in the first parking release state, the first brake spline (231) and the second brake spline (241) are disengaged. The parking brake (200) also includes a piston return elastic element (250), which acts on the piston (240) to drive the piston (240) to move toward the parking gear ring (230) so that the first brake spline (231) and the second brake spline (241) engage. The brake housing (210) and the piston (240) can form a hydraulic containment space (260). The brake housing (210) is provided with a first oil passage. The hydraulic containment space (260) is connected to the oil supply device through the first oil passage. When pressurized oil is filled into the hydraulic containment space (260), the first brake spline (231) and the second brake spline (241) separate.

2. The integrated electric drive bridge according to claim 1, characterized in that, The first brake spline (231) has a first side surface (2311), and the second brake spline (241) has a second side surface (2411). When the first brake spline (231) and the second brake spline (241) are separated, the first side surface (2311) and the second side surface (2411) are opposite to each other. The parking brake (200) also includes a second parking state in which the second side (2411) of the second brake spline (241) abuts against the first side (2311) of the first brake spline (231).

3. The integrated electric drive bridge according to claim 2, characterized in that, The parking brake (200) includes a wear-resistant pad (270), which is fixed relative to the brake housing (210). In the second parking state, the end face of the parking gear ring (230) facing away from the first brake spline (231) abuts against the wear-resistant pad (270).

4. The integrated electric drive bridge according to claim 3, characterized in that, The parking gear ring (230) is movably disposed on the input shaft (220) along the axial direction of the input shaft (220). The parking brake (200) includes a gear ring return elastic element (280) and a first retaining ring (290). The gear ring return elastic element (280) acts on the parking gear ring (230). The first retaining ring (290) is fixedly disposed on the input shaft (220) and is located between the parking gear ring (230) and the piston (240). The gear ring return elastic element (280) is used to drive the parking gear ring (230) to abut against the first retaining ring (290). When the gear ring return elastic element (280) abuts against the first retaining ring (290), the end face of the parking gear ring (230) away from the first brake spline (231) separates from the wear pad (270).

5. The integrated electric drive bridge according to claim 1, characterized in that, The parking brake (200) also includes a parking end cover (2100) and a return screw (2110). The parking end cover (2100) is connected to the brake housing (210). The return screw (2110) is movably disposed on the parking end cover (2100) along the axial direction of the input shaft (220). The piston (240) is provided with a threaded hole (244) for engaging with the return screw (2110). In the first parking release state, the return screw (2110) is separated from the threaded hole (244), and the head of the return screw (2110) is separated from the outer wall of the parking end cover (2100); The parking brake (200) also includes a second parking release state. In the second parking release state, the return screw (2110) is threaded into the threaded hole (244), the head of the return screw (2110) abuts against the outer wall of the parking end cover (2100), and the first brake spline (231) and the second brake spline (241) are separated.

6. The integrated electric drive bridge according to claim 5, characterized in that, The parking brake (200) further includes a mounting structure (2120) and a first fastener (2130). The mounting structure (2120) is detachably disposed on the parking end cover (2100). The return screw (2110) is fixed to the mounting structure (2120) by the first fastener (2130). In the second parking release state, the first fastener (2130) separates from the return screw (2110) so that the return screw (2110) separates from the mounting structure (2120) and the mounting structure (2120) separates from the parking end cover (2100).

7. The integrated electric drive bridge according to claim 5, characterized in that, The brake housing (210) is provided with a first oil passage hole, and the piston (240) is provided with a second oil passage hole (245). The first oil passage hole and the second oil passage hole (245) are connected. The piston (240) has a first oil passage chamber (246) connected to the second oil passage hole (245) at one end facing the input shaft (220). The input shaft (220) is provided with an oil passage (221), which extends along the axial direction of the input shaft (220) and is connected to the first oil passage cavity (246). A first bearing (2140) is sleeved on the outer periphery of the input shaft (220). The input shaft (220) is provided with a third oil passage hole (222), which connects the oil passage (221) and the outer surface of the input shaft (220). The third oil passage hole (222) is located adjacent to the first bearing (2140).

8. The integrated electric drive bridge according to claim 7, characterized in that, The piston (240) includes a cylinder (242) and a partition (243). The partition (243) divides the internal area of ​​the cylinder (242) into a first oil passage chamber (246) and a first receiving groove (247). The threaded hole (244) is provided on the partition (243). A first sealing ring (2111) is provided between the return screw (2110) and the parking end cover (2100).

9. The integrated electric drive bridge according to claim 1, characterized in that, The integrated electric drive axle further includes a second motor (120) and a gearbox assembly (300), the gearbox assembly (300) including a hollow shaft assembly (400), the hollow shaft assembly (400) including a hollow shaft (410), a first gear (420), a second gear (430) and a sliding engagement sleeve (440), wherein: The first gear (420) is fixedly sleeved on the outer circumference of the hollow shaft (410). The first gear (420) is drivenly connected to the output shaft of the first motor (110). The second gear (430) is rotatably sleeved on the outer circumference of the hollow shaft (410). The second gear (430) is drivenly connected to the output shaft of the second motor (120). The sliding engagement sleeve (440) is movably sleeved on the outer circumference of the hollow shaft (410) along the axial direction of the hollow shaft (410). The sliding engagement sleeve (440) rotates synchronously with the hollow shaft (410). The sliding engagement sleeve (440) is provided with a first engagement tooth (441). The second gear (430) is provided with a second engagement tooth (432). The integrated electric drive axle includes a gear engagement state and a gear disengagement state. In the gear engagement state, the first gear engagement tooth (441) and the second gear engagement tooth (432) are engaged. In the gear disengagement state, the first gear engagement tooth (441) and the second gear engagement tooth (432) are disengaged.

10. The integrated electric drive bridge according to claim 9, characterized in that, The hollow shaft assembly (400) further includes a second bearing (450), the inner ring of which is fixedly sleeved on the outer periphery of the hollow shaft (410), and the second bearing (450) and the hollow shaft (410) are axially limited to each other. The outer ring of the second bearing (450) is provided with annular grooves (451) distributed axially around the second bearing (450). The gearbox assembly (300) also includes a gearbox body, the hollow shaft assembly (400) is disposed in the gearbox body, the inner wall of the gearbox body is provided with an annular protrusion, the outer ring surface of the second bearing (450) abuts against the inner wall of the annular protrusion, a second snap ring (460) is provided in the annular groove (451), a portion of the second snap ring (460) extends out of the annular groove (451), and the extended portion is opposite to the side wall of the annular protrusion; The integrated electric drive axle also includes a clamping member (470), which is disposed on the gearbox body. The clamping member (470) and the second bearing (450) are distributed along the axial direction of the hollow shaft (410). The clamping member (470) abuts against the second bearing (450), and the second bearing (450) presses the second snap ring (460) against the side wall of the annular protrusion through the groove wall of the annular groove (451).

11. The integrated electric drive bridge according to claim 10, characterized in that, The clamping member (470) is an annular structure. The gearbox body is provided with an annular cavity. The clamping member (470) and the inner wall of the annular cavity are connected by a threaded structure (4160) so that the clamping member (470) can move along the axial direction of the hollow shaft (410). The end of the second bearing (450) is located in the annular cavity.

12. The integrated electric drive bridge according to claim 11, characterized in that, The gearbox body is detachably provided with a locking washer (320), the locking washer (320) includes a washer body and a locking tongue (321), the locking tongue (321) protrudes from the washer body in a direction close to the clamping member (470), the clamping member (470) is provided with a locking groove (471), and the locking tongue (321) extends into the locking groove (471).

13. The integrated electric drive bridge according to claim 9, characterized in that, The gearbox assembly (300) also includes a differential assembly (500), which includes a first differential housing (510), cylindrical planetary gears (520), and planetary pins (530). The planetary pins (530) are fixedly disposed on the first differential housing (510), and the cylindrical planetary gears (520) are rotatably disposed on the planetary pins (530). The gearbox assembly (300) also includes a gearbox housing (310), the differential assembly (500) is disposed inside the gearbox housing (310), the gearbox housing (310) is provided with a gear ring (330), the hollow shaft assembly (400) also includes a sun gear (480), the sun gear (480) is fixedly sleeved on the outer periphery of the hollow shaft (410), the sun gear (480) is located inside the first half-shell (510) of the differential and meshes with the cylindrical planetary gear (520), the cylindrical planetary gear (520) is located inside the gear ring (330) and meshes with the gear ring (330).

14. The integrated electric drive bridge according to claim 13, characterized in that, The inner wall of the gearbox housing (310) has a limiting step (311), and the inner wall of the gearbox housing (310) is provided with a limiting member (340). The limiting member (340) and the limiting step (311) are distributed along the axial direction of the hollow shaft (410) and are arranged opposite to each other. The gearbox assembly (300) also includes a pressure ring (350). The pressure ring (350) and the gear ring (330) are distributed along the axial direction of the hollow shaft (410), and the pressure ring (350) and the gear ring (330) are limited in the axial direction of the hollow shaft (410) between the limiting member (340) and the limiting step (311).

15. The integrated electric drive bridge according to claim 14, characterized in that, The gear ring (330) and the gearbox housing (310) are in clearance fit. The outer ring surface of the gear ring (330) is provided with a first semi-cylindrical hole (331), and the inner wall of the gearbox housing (310) is provided with a second semi-cylindrical hole (312). The first semi-cylindrical hole (331) and the second semi-cylindrical hole (312) are arranged opposite to each other so that the first semi-cylindrical hole (331) and the second semi-cylindrical hole (312) can form a cylindrical hole. The gearbox assembly (300) also includes a first needle roller (360). The first needle roller (360) is located in the first semi-cylindrical hole (331) and the second semi-cylindrical hole (312). The diameter of the first needle roller (360) is smaller than the diameter of the first semi-cylindrical hole (331) and the second semi-cylindrical hole (312).

16. A vehicle, characterized in that, Includes the integrated electric drive bridge as described in any one of claims 1 to 15.

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