Electric drive axle arrangement and vehicle

Abstract

The application relates to an electric drive axle device and a car; the electric drive axle device comprises a differential, a planetary speed regulation mechanism, a first driving part and a second driving part, the planetary speed regulation mechanism is fixedly connected with a power input end of the differential through a gear shifting mechanism, the first driving part is transmissionally connected with the planetary speed regulation mechanism through a first multi-stage gear reduction part, and the second driving part is transmissionally connected with the power input end of the differential in sequence through a second multi-stage gear reduction part and the gear shifting mechanism; the electric drive axle device and the car are characterized in that a new power transmission path is designed, power can be uninterruptedly provided through the second driving part during gear shifting, the differential can always ensure power output during the gear shifting process, the efficiency of the system is improved, and the overall structure is simple and compact, the overall size is small, and the arrangement and lightweight design of the whole vehicle are more favorable.

Description

Technical Field

[0001] This application relates to the field of automotive drive axle technology, and in particular to electric drive axle devices and automobiles. 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 with high torque in automobiles currently have complex structures and large overall dimensions. Furthermore, 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, which in severe cases can even endanger the driver's safety. Summary of the Invention

[0004] Therefore, it is necessary to provide an electric drive axle device and a vehicle to address the problems that most current electric drive axle systems with large torque have complex structures, large overall size, and power interruption during gear shifting.

[0005] In a first aspect, this application provides an electric drive axle device, comprising:

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

[0007] The planetary speed control mechanism is fixedly connected to the power input end of the differential via a shifting mechanism;

[0008] The first driving component is connected to the planetary speed regulating mechanism via a first multi-stage gear reducer.

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

[0010] In one embodiment, the differential includes a connecting shaft, a first housing, and a second housing. The first housing is connected to the planetary speed regulating mechanism. The connecting shaft is disposed on the first housing and coaxially passes through the sun shaft. The second multi-stage gear reducer is connected to the connecting shaft.

[0011] In one embodiment, the differential further includes two half-shafts, which are respectively connected to the two power output ends of the differential. The connecting shaft is a hollow shaft, and the half-shafts pass through the connecting shaft and are coaxially arranged with the connecting shaft. The half-shafts are used to connect the wheels.

[0012] In one embodiment, the planetary speed regulating mechanism includes a sun gear, a planet carrier, and planet gears. The planet carrier is fixedly connected to the first housing, and the planet gears are fixedly sleeved on the planet carrier and mesh with the sun gear. The sun gear is connected to the first multi-stage gear reducer via a sun shaft.

[0013] In one embodiment, the first multi-stage gear reducer includes a first-stage reduction drive gear and a first-stage reduction driven gear meshing with each other, a first intermediate shaft, and a first-stage reduction drive gear and a first-stage reduction driven gear meshing with each other. The first-stage reduction drive gear is fixedly sleeved on the output end of the first drive member, the first-stage reduction driven gear and the first-stage reduction drive gear are respectively fixedly sleeved on the first intermediate shaft, and the first-stage reduction driven gear and the sun gear are both fixed on the sun shaft.

[0014] In one embodiment, the second multi-stage gear reducer includes a second first-stage reduction drive gear and a second first-stage reduction driven gear meshing with each other, a second intermediate shaft, and a second second-stage reduction drive gear and a second second-stage reduction driven gear meshing with each other. The second first-stage reduction drive gear is fixedly sleeved on the output end of the second drive member, the second first-stage reduction driven gear and the second second-stage reduction drive gear are respectively fixedly sleeved on the second intermediate shaft, and the second second-stage reduction driven gear is fixedly sleeved on the outside of the connecting shaft.

[0015] In one embodiment, the shifting mechanism includes:

[0016] A gear ring, which meshes with the planetary gear;

[0017] A locking element is provided, wherein the gear ring has a rotating state and a stopped state, and the locking element is used to control the gear ring to switch between the rotating state and the stopped state.

[0018] In one embodiment, the locking element includes:

[0019] A movable gear sleeve, which is movably mounted on the gear ring;

[0020] The first fixed meshing tooth is fixedly connected to the housing of the electric drive axle device;

[0021] The second fixed meshing tooth is fixedly mounted on the second housing;

[0022] When the movable toothed sleeve moves to the first fixed meshing tooth, the movable toothed sleeve engages with the first fixed meshing tooth, so that the toothed ring is in the stopped state.

[0023] When the movable toothed sleeve moves to the second fixed meshing tooth, the movable toothed sleeve can engage with the second fixed meshing tooth, so that the toothed ring is in the rotating state.

[0024] 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 two power output ends of the differential.

[0025] Secondly, this application also provides an automobile including an electric drive axle device as described in any of the above embodiments.

[0026] The aforementioned electric drive axle device and automobile feature a novel power transmission path. During gear shifting, power can be continuously provided through the second drive component, ensuring that the differential can always maintain power output during the shifting process. Power is uninterrupted from disengaging the gear to successfully shifting, improving system efficiency, enhancing the driver's driving experience, reducing the risk of slippage during gear shifting, and ensuring the driver's personal safety. Furthermore, the electric drive axle device of this application, while utilizing the first and second multi-stage gear reducers to ensure its own large torque, has a simple and compact overall structure and a small overall size, which is more conducive to the layout and lightweight design of the vehicle. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of an electric drive bridge device according to some embodiments of this application.

[0028] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle.

[0029] Figure label:

[0030] 100. Electric drive axle device;

[0031] 110. Differential; 111. Power input end; 112. Power output end; 113. Connecting shaft; 114. First housing; 115. Second housing; 116. Half shaft;

[0032] 120. Planetary speed regulating mechanism; 121. Sun gear; 122. Planet carrier; 123. Planet gears; 124. Sun axis;

[0033] 130. First driving component;

[0034] 140. Second driving component;

[0035] 150. Gear shifting mechanism; 151. Gear ring; 152. Moving gear sleeve; 153. First fixed meshing tooth; 154. Second fixed meshing tooth;

[0036] 160. First multi-stage gear reducer; 161. First reduction stage drive gear; 162. First reduction stage driven gear; 163. First intermediate shaft; 164. First reduction stage drive gear; 165. First reduction stage driven gear;

[0037] 170. Second multi-stage gear reducer; 171. Second reduction stage drive gear; 172. Second reduction stage driven gear; 173. Second intermediate shaft; 174. Second reduction stage drive gear; 175. Second reduction stage driven gear;

[0038] 200. Shell;

[0039] 300. Wheel. Detailed Implementation

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] See Figure 1 One embodiment of this application provides an electric drive axle device 100, including a differential 110, a planetary speed regulating mechanism 120, a first drive member 130, and a second drive member 140. The differential 110 has a power input terminal 111 and two power output terminals 112. The planetary speed regulating mechanism 120 is fixedly connected to the power input terminal 111 of the differential 110 via a shifting mechanism 150. The first drive member 130 is driven by the planetary speed regulating mechanism 120 via a first multi-stage gear reducer 160. The second drive member 140 is sequentially driven by the power input terminal 111 of the differential 110 via a second multi-stage gear reducer 170 and the shifting mechanism 150.

[0050] 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.

[0051] The aforementioned electric drive axle device 100 is designed with a new power transmission path. During gear shifting, power can be 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 device 100 of this application, while utilizing the first multi-stage gear reducer 160 and the second multi-stage gear reducer 170 to ensure that it has a large torque, has a simple and compact overall structure and a small overall size, which is more conducive to the layout of the vehicle and lightweight design.

[0052] See Figure 1In one embodiment, the planetary speed regulating mechanism 120 includes a sun gear 121, a planet carrier 122 and a planet gear 123. The planet carrier 122 is fixedly connected to the power input end 111 of the differential 110. The planet gear 123 is fixedly sleeved on the planet carrier 122 and meshes with the sun gear 121. The sun gear 121 is connected to the first multi-stage gear reducer 160 through the sun shaft 124.

[0053] In one embodiment, the first multi-stage gear reducer 160 includes a first-stage reduction drive gear 161 and a first-stage reduction driven gear 162 meshing with each other, a first intermediate shaft 163, and a first-stage reduction drive gear 164 and a first-stage reduction driven gear 165 meshing with each other. The first-stage reduction drive gear 161 is fixedly sleeved on the output end of the first drive member 130, the first-stage reduction driven gear 162 and the first-stage reduction drive gear 164 are respectively fixedly sleeved on the first intermediate shaft 163, and the first-stage reduction driven gear 165 and the sun gear 121 are both fixed on the sun shaft 124. The first drive member 130 can provide power to the differential 110 after two-stage reduction through the first multi-stage gear reducer 160, thereby increasing torque through two-stage reduction.

[0054] Specifically, the electric drive axle device 100 has a housing 200, and a first intermediate shaft 163 is rotatably connected to the housing 200 via bearings. Under the drive of the first drive member 130, the first reduction stage drive gear 161 drives the first reduction stage driven gear 162 to rotate, thereby driving the first intermediate shaft 163 to rotate, which in turn drives the first reduction stage drive gear 164 on the first intermediate shaft 163 to rotate. The first reduction stage drive gear 164 drives the first reduction stage driven gear 165 meshing with it to rotate, and finally inputs power to the sun gear 121 through the sun shaft 124.

[0055] See Figure 1 In one embodiment, the second multi-stage gear reducer 170 includes a second first-stage reduction drive gear 171 and a second first-stage reduction driven gear 172 meshing with each other, a second intermediate shaft 173, and a second second-stage reduction drive gear 174 and a second second-stage reduction driven gear 175 meshing with each other. The second first-stage reduction drive gear 171 is fixedly sleeved on the output end of the second drive member 140, the second first-stage reduction driven gear 172 and the second second-stage reduction drive gear 174 are respectively fixedly sleeved on the second intermediate shaft 173, and the second second-stage reduction driven gear 175 is integrated and fixedly fixed to the power input end 111 of the differential 110. The second drive member 140 can provide power to the differential 110 after two-stage reduction through the second multi-stage gear reducer 170, thereby increasing torque through two-stage reduction.

[0056] Specifically, the electric drive axle assembly 100 has a housing 200, and the second intermediate shaft 173 is rotatably connected to the housing 200 via bearings. Under the drive of the second drive member 140, the second reduction first stage drive gear 171 drives the second reduction first stage driven gear 172 to rotate, thereby driving the second intermediate shaft 173 to rotate, which in turn drives the second reduction second stage drive gear 174 on the second intermediate shaft 173 to rotate. The second reduction second stage drive gear 174 drives the second reduction second stage driven gear 175 meshing with it to rotate, ultimately inputting power to the differential 110.

[0057] See Figure 1 In one embodiment, the shifting mechanism 150 includes a gear ring 151 and a locking element. The gear ring 151 meshes with a planetary gear 123, and the gear ring 151 has a rotating state and a stopped state. The locking element is used to control the switching of the gear ring 151 between the rotating state and the stopped state.

[0058] Specifically, in some embodiments, the revolution curve of the planetary gear 123 can be controlled by the meshing between the gear ring 151 and the planetary gear 123, and the gear ring 151 can be controlled to rotate or stop by the locking element. The transmission ratio can be controlled by the rotation state or stop state of the gear ring 151, so that the shift mechanism 150 can better adjust the speed of the planetary gear 123 and the planetary carrier 122 according to the different working conditions of the vehicle, so as to adjust the speed of the input end of the differential 110.

[0059] In one embodiment, the locking element includes a movable sleeve 152, a first fixed engagement tooth 153, and a second fixed engagement tooth 154. The movable sleeve 152 is movably mounted on the gear ring 151. The first fixed engagement tooth 153 is fixedly connected to the housing 200 of the electric drive axle device, and the second fixed engagement tooth 154 is fixedly mounted on the second housing 115. When the movable sleeve 152 moves to the first fixed engagement tooth 153, the movable sleeve 152 engages with the first fixed engagement tooth 153, so that the gear ring 151 is in a stopped state. When the movable sleeve 152 moves to the second fixed engagement tooth 154, the movable sleeve 152 can engage with the second fixed engagement tooth 154, so that the gear ring 151 is in a rotating state.

[0060] Specifically, since the first fixed meshing tooth 153 cannot rotate, the movable tooth sleeve 152 is engaged with the first fixed meshing tooth 153, preventing the movable tooth sleeve 152 from rotating, thereby causing the gear ring 151 to become stationary. When the vehicle requires high torque operation, the gear ring 151 remains stationary, resulting in a large transmission ratio. The planet carrier 122 connected to the planet gear 123 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.

[0061] When the movable gear sleeve 152 engages with the second fixed meshing gear 154, it can be driven by the differential 110 and the second multi-stage gear reducer 170, making the gear ring 151 the active rotational gear (driven by the second multi-stage gear reducer 170). When the movable gear sleeve 152 does not engage with the second fixed meshing gear 154, the gear ring 151 becomes the passive rotational gear (driven by the planetary gear 123). That is, when the vehicle is in a medium torque demand state, the movable gear sleeve 152 is engaged with the second fixed meshing gear 154, 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 movable gear sleeve 152 is not engaged with the second fixed meshing gear 154, nor with the first fixed meshing gear 153, and is in the neutral position. At this time, the gear ring 151 is in a differential state, at which time the transmission ratio is at its minimum and the torque output is at its minimum.

[0062] 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 115. The first housing 114 is connected to the planetary speed regulating mechanism 120. The connecting shaft 113 is disposed on the first housing 114 and coaxially passes through the sun shaft 124. The second reduction secondary driven gear 175 of the second multi-stage gear reducer 170 is fixedly sleeved on the outside of 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 rotary drive component.

[0063] Specifically, in the embodiments of this application, the power input end 111 of the differential 110 is configured as a first housing 114 and a second housing 115 of the differential 110, that is, the first housing 114 and the second housing 115 cooperate to form the power input end 111 of the differential 110. The connecting shaft 113 and the planetary carrier 122 are disposed on the first housing 114, and the second fixed meshing tooth 154 is disposed on the second housing 115. 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 multi-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.

[0064] See Figure 1 and Figure 2In one embodiment, the differential 110 further includes two half-shafts 116, which are respectively connected to the two power output ends 112 of the differential 110. That is, the two half-shafts 116 are respectively connected to two half-shaft gears. The connecting shaft 113 is a hollow shaft, and the half-shafts 116 pass through the connecting shaft 113 and are coaxially arranged with the connecting shaft 113. The half-shafts 116 are used to connect the wheels 300. By arranging the half-shafts 116 and the connecting shaft 113 coaxially without interfering with each other, the arrangement of the electric drive axle device 100 is further made more compact, which is beneficial to reducing the size of the electric drive axle device 100.

[0065] Specifically, one end of the half-shaft 116 is connected to the half-shaft gear, which serves as the power output end 112 within the differential 110. The other end of the half-shaft 116 is connected to a wheel 300. A wheel-side reduction assembly can be installed between the half-shaft 116 and the wheel 300 to minimize the load and size on the sun gear 121 shaft and the input end of the differential 110 while maintaining the same overall transmission ratio, and to allow the drive axle to achieve a larger ground clearance.

[0066] 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 are symmetrically arranged with respect to the rotation axis of the power output end 112 of the differential 110, so as to maintain the balance of the electric drive axle device 100 along the direction perpendicular to the line connecting the two wheels 300.

[0067] Specifically, by distributing the first drive member 130 and the second drive member 140 on both sides of the differential 110 and symmetrically arranging them with respect to the central axis of the half-shaft 116 of the differential 110, the electric drive axle system can be made more regular in shape, and the electric drive axle device 100 can achieve weight balance through the first drive member 130, the second drive member 140 and the two wheels 300 on the left and right, thereby reducing the tilting and uneven force distribution of the electric drive axle device 100.

[0068] Secondly, this application also provides an automobile, including an electric drive axle device 100 as described in any of the above embodiments.

[0069] The aforementioned vehicle utilizes the new power transmission path of the electric drive axle device 100 to continuously provide power through the second drive component 140 during gear shifting, 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 slippage during gear shifting, and ensuring the driver's personal safety. In addition, the electric drive axle device 100 of this application, while utilizing the first multi-stage gear reducer 160 and the second multi-stage gear reducer 170 to ensure its own large torque, has a simple and compact overall structure and a small overall size, which is more conducive to the layout of the vehicle and lightweight design.

[0070] In summary, please refer to Figures 1-2 The electric drive axle system of this application can select different working modes according to different working conditions:

[0071] When the vehicle is in a high-torque-demanding condition such as starting or climbing, the control movable gear sleeve 152 engages with the first fixed meshing gear 153, 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 multi-stage gear reducer 160, causing the planetary gear 123 to participate in the operation. That is, at this time, the first gear ring 151 is fixed due to the engagement of the moving gear sleeve 152 with the first fixed meshing gear 153, the planetary gear 123 rotates at a reduced speed, the power is input from the sun gear 121 and transmitted to the differential 110 through the planet carrier 122, so that the initial torque is amplified by the first multi-stage gear reducer 160 and the planetary speed regulating mechanism 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 multi-stage gear reducer 170 and transmitted to the differential 110 through the connecting shaft 113; after the power is coupled in the differential 110, it is transmitted to the two wheels 300 through the two half shafts 116 respectively, at which time the torque is the highest.

[0072] When the vehicle is under medium torque demand, the control movable sleeve 152 engages with the second fixed meshing gear 154, 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 multi-stage gear reducer 160. At this time, the planetary gear 123 rotates at the same speed as the sun gear 121 and does not participate in the deceleration. The initial torque is amplified by the first multi-stage gear reducer 160 and then transmitted to the differential 110 by the planetary speed regulating mechanism 120. The power of the second drive member 140 is reduced by the second multi-stage gear reducer 170 and then transmitted to the differential 110 through the connecting shaft 113. After being coupled in the differential 110, the power is transmitted to the two wheels 300 through the two half-shafts 116 respectively. At this time, the torque is at the medium value.

[0073] When the car is in a low-torque demand condition such as high-speed driving, the control moving sleeve 152 is in neutral and the first drive component 130 is not engaged. The power of the second drive component 140 is reduced by the second multi-stage gear reducer 170 and then transmitted to the differential 110 through the connecting shaft 113. The differential 110 transmits the power to the two wheels 300 through the two half-shafts 116 respectively. At this time, the torque is the lowest, which greatly reduces the power consumption.

[0074] 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 150 enables 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.

[0075] 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.

[0076] 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 bridge device, characterized in that, include: A differential has a power input end and two power output ends. The power input end includes a first housing and a second housing. The differential also includes a connecting shaft, which is disposed on the first housing. First driving component; The planetary speed regulating mechanism includes a sun gear, a planet carrier, and planet gears. The planet carrier is fixedly connected to the first housing. The planet gears are fixedly sleeved on the planet carrier and mesh with the sun gear. The first driving member is sequentially connected to the sun gear through a first multi-stage gear reducer and a sun shaft. A shifting mechanism includes a gear ring and a locking element. The gear ring meshes with the planetary gears. The locking element includes a movable gear sleeve, a first fixed meshing tooth, and a second fixed meshing tooth. The movable gear sleeve is movably mounted on the gear ring. The first fixed meshing tooth is fixedly connected to the housing of the electric drive axle device. The second fixed meshing tooth is fixedly mounted on the second housing. When the movable gear sleeve moves to the first fixed meshing tooth, it meshes with the first fixed meshing tooth, causing the gear ring to stop. When the movable gear sleeve moves to the second fixed meshing tooth, it meshes with the second fixed meshing tooth, causing the gear ring to rotate. The second drive component is sequentially connected to the power input end of the differential via a second multi-stage gear reducer and the shifting mechanism, and the end of the second multi-stage gear reducer away from the second drive component is fixedly connected to the connecting shaft.

2. The electric drive axle device according to claim 1, characterized in that, The connecting shaft is coaxially mounted on the sun axis.

3. The electric drive axle device according to claim 2, characterized in that, The differential also includes two half-shafts, which are respectively connected to the two power output ends of the differential. The connecting shaft is a hollow shaft, and the half-shafts pass through the connecting shaft and are coaxially arranged with the connecting shaft. The half-shafts are used to connect the wheels.

4. The electric drive axle device according to claim 1, characterized in that, The first multi-stage gear reducer includes a first-stage reduction drive gear and a first-stage reduction driven gear meshing with each other, a first intermediate shaft, and a first-stage reduction drive gear and a first-stage reduction driven gear meshing with each other. The first-stage reduction drive gear is fixedly sleeved on the output end of the first drive member, the first-stage reduction driven gear and the first-stage reduction drive gear are respectively fixedly sleeved on the first intermediate shaft, and the first-stage reduction driven gear and the sun gear are both fixed on the sun shaft.

5. The electric drive axle device according to claim 2, characterized in that, The second multi-stage gear reducer includes a second first-stage reduction drive gear and a second first-stage reduction driven gear meshing with each other, a second intermediate shaft, and a second second-stage reduction drive gear and a second second-stage reduction driven gear meshing with each other. The second first-stage reduction drive gear is fixedly sleeved on the output end of the second drive member, the second first-stage reduction driven gear and the second second-stage reduction drive gear are respectively fixedly sleeved on the second intermediate shaft, and the second second-stage reduction driven gear is fixedly sleeved on the outside of the connecting shaft.

6. The electric drive axle device according to claim 1, characterized in that, 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 axes of the two power output ends of the differential.

7. The electric drive axle device according to claim 1, characterized in that, The first housing and the second housing are distributed along the axial direction of the sun gear, the planet carrier is disposed at the end of the first housing away from the second housing, and the second fixed meshing tooth is disposed at the end of the second housing away from the first housing.

8. The electric drive axle device according to claim 1, characterized in that, The gear ring, the first fixed meshing tooth, and the movable gear sleeve are all coaxial with the sun gear and arranged in a ring around the outside of the differential.

9. The electric drive axle device according to claim 1, characterized in that, Along the axial direction of the sun gear, both the first multi-stage gear reducer and the second multi-stage gear reducer are located on the side of the planetary speed regulating mechanism away from the differential.

10. A car, characterized in that, Includes the electric drive axle device as described in any one of claims 1-9.

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