Commercial vehicle electric drive axle and vehicle

Abstract

The invention relates to a commercial vehicle electric drive axle and a vehicle, and relates to the technical field of vehicle power systems. An electric drive axle of a commercial vehicle comprises a main speed reducer assembly connected with the output end of a motor assembly, one output end of the main speed reducer assembly is connected with the input end of a power takeoff assembly, and the motor assembly drives the power takeoff assembly to output power through the main speed reducer assembly. The power takeoff assembly is integrated on the main speed reducer assembly, the functions of parking power takeoff and traveling power takeoff can be achieved, the power takeoff assembly is particularly suitable for a 6 * 4 tractor pulling coal, and the application cost of an electric power takeoff system can be greatly reduced; meanwhile, the electric drive axle is compact in overall structure, small in occupied chassis space, low in design and manufacturing cost and beneficial to development of new energy tractors.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power systems, and in particular to an electric drive axle and a vehicle for commercial vehicles. Background Art

[0002] With the rapid development of new energy commercial vehicle technology, electric drive axle technology matching the drive motor has emerged. This technology has the advantages of small footprint, increased chassis layout space, greatly reduced vehicle weight, high transmission efficiency and low power consumption.

[0003] In related technologies, the electric drive axle structure used in new energy traction vehicles mainly includes a reducer, a differential, and a transmission gear. The drive half shaft in the reducer is connected to the output end of the drive motor. The drive half shaft transmits the torque output by the drive motor to the differential through the gear assembly, and drives the car wheel hub to rotate through the differential.

[0004] However, the above-mentioned electric drive axle technology needs to integrate drive motors, differentials, reducers and other structures, resulting in the electric drive axle occupying a large chassis space as a whole, which is not conducive to the layout of the power take-off; if an additional electric power take-off system suitable for the motor is designed and manufactured, the cost of the entire vehicle will be greatly increased, especially for tractors used to haul coal, the cost issue is particularly significant, which has hindered the development of new energy tractors. Summary of the invention

[0005] Based on this, it is necessary to provide a commercial vehicle electric drive axle and vehicle to address the problems that traditional electric drive axles occupy a large chassis space, have high development and design costs, and are difficult to apply to coal hauling vehicles.

[0006] A commercial vehicle electric drive axle, the electric drive axle comprising: a main reducer assembly connected to the output end of a motor assembly, an output end of the main reducer assembly connected to the input end of a power take-off assembly, and the motor assembly drives the power take-off assembly to output power through the main reducer assembly.

[0007] In one embodiment, the main reducer assembly includes: a first drive shaft, a first input gear is mounted on the outer circumferential surface of the first drive shaft, the first drive shaft is mounted with the second drive shaft through a gear pair, and a second input gear is mounted on the outer circumferential surface of the second drive shaft; the end of the first drive shaft is connected to the output end of the motor assembly, the motor assembly drives the first drive shaft to rotate, and the first drive shaft drives the second drive shaft to rotate through the gear pair; when the first drive shaft rotates, torque is output through the first input gear; when the second drive shaft rotates, torque is output through the second input gear.

[0008] In one embodiment, the first input gear is a cylindrical gear, and the first input gear is press-fitted onto the first driving shaft.

[0009] In one embodiment, the main reducer assembly further includes a differential, and an input end of the differential is meshingly connected to the second input gear.

[0010] In one of the embodiments, a shifting gear sleeve is mounted on the outer circumferential surface of the second drive shaft, and the gear shifting is achieved through the shifting gear sleeve.

[0011] In one embodiment, the power take-off assembly includes: a first transmission shaft, a primary driven wheel is mounted on the outer circumferential surface of the first transmission shaft, a secondary driving wheel is mounted on the outer circumferential surface of the first transmission shaft, the secondary driving wheel is meshed with an output gear mounted on the outer circumferential surface of the second transmission shaft, an output shaft is mounted on the end of the second transmission shaft, a sliding gear sleeve is mounted on the outer circumferential surface of the second transmission shaft, and a shift fork is mounted on the outer wall surface of the sliding gear sleeve;

[0012] The main reducer assembly drives the first transmission shaft to rotate through the primary driven wheel, and the first transmission shaft drives the secondary driving wheel to rotate, thereby driving the output gear to rotate. The sliding gear sleeve moves linearly along the axial direction of the second transmission shaft under the pushing action of the shift fork, thereby engaging with the coupling teeth of the output gear, so that the output gear drives the second transmission shaft to rotate, and the second transmission shaft drives the output shaft to rotate, thereby outputting power.

[0013] In one of the embodiments, the primary driven wheel is mounted in cooperation with the first transmission shaft via a first tapered roller bearing.

[0014] In one embodiment, the secondary driving wheel is mounted in cooperation with the first transmission shaft via a second tapered roller bearing.

[0015] In one of the embodiments, it also includes a bridge housing assembly, wherein the bridge housing assembly supports the main reducer assembly.

[0016] A vehicle comprises the above-mentioned electric drive axle.

[0017] The above-mentioned commercial vehicle electric drive axle and vehicle, by integrating the power take-off assembly into the main reducer assembly, can realize the functions of parking power take-off and driving power take-off. It is particularly suitable for 6x4 tractors hauling coal, and can greatly reduce the cost of applying the electric power take-off system. At the same time, the overall structure of the electric drive axle is compact, occupies little chassis space, and has low design and manufacturing costs, which is conducive to the development of new energy tractors. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] FIG. 1 is a schematic diagram of the structure of an electric drive bridge in an embodiment of the present application.

[0019] FIG. 2 is a side view of the electric drive axle in an embodiment of the present application.

[0020] Figure 3 Schematic diagram of the internal structure of the power take-off assembly in the embodiment of the present application.

[0021] Figure 4 This is a front view of the power take-off assembly in the embodiment of the present application.

[0022] Figure 5 It is a side view of the power take-off assembly in the embodiment of the present application.

[0023] Figure 6 Schematic diagram of the configuration of the electric drive bridge in the embodiment of the present application.

[0024] Notes on the attached drawings:

[0025] 1. Main reducer assembly; 2. Motor assembly; 3. Power take-off assembly; 4. Axle housing assembly; 5. Differential; 6. Wheel reducer;

[0026] 101, first drive shaft; 102, second drive shaft; 103, shift gear sleeve; 104, gear pair; 105, first input gear; 106, second input gear;

[0027] 301, first transmission shaft; 302, second transmission shaft; 303, primary driven wheel; 304, secondary driving wheel; 305, output gear; 306, sliding gear sleeve; 307, first tapered roller bearing; 308, second tapered roller bearing; 309, shift fork; 310, output shaft; 311, first fuel injection pipe; 312, second fuel injection pipe; 313, third fuel injection pipe; 314, fourth fuel injection pipe; 315, power take-off housing; 316, input fuel pipe joint. DETAILED DESCRIPTION

[0028] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0029] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0030] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0031] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0032] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0033] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0034] Refer to Figure 1, which shows a schematic structural diagram of an electric drive axle for a commercial vehicle in an embodiment of the present application. The electric drive axle provided in an embodiment of the present invention includes: a main reducer assembly 1 connected to the output end of a motor assembly 2, an output end of the main reducer assembly 1 is connected to the input end of a power take-off assembly 3, and the motor assembly 2 drives the power take-off assembly 3 through the main reducer assembly 1 to output power.

[0035] In the above-mentioned electric drive axle, by integrating the power take-off assembly 3 into the main reducer assembly 1, the structure of the commercial vehicle drive system can be compacted to avoid occupying too much chassis space; at the same time, the power take-off assembly 3 can stably realize the parking power take-off and driving power take-off functions, which is particularly suitable for 6x4 tractors in the traditional coal hauling market, and can greatly reduce the cost of applying the electric power take-off system to the tractor.

[0036] As shown in Figure 2, Figure 2 shows a side view of the electric drive bridge in an embodiment of the present application. In some embodiments, the power take-off assembly 3 can be arranged above the main reducer assembly 1 to facilitate the connection between the output end of the power take-off assembly 3 and the external power take-off device. At the same time, in this embodiment, the center distance of the power take-off assembly 3 to the center of the bridge housing assembly 4 is 296 mm. Since this size is relatively small, the biasing torque generated on the bridge housing assembly 4 can be reduced, thereby avoiding oil leakage from the joint surface between the bridge housing assembly 4 and the main reducer assembly 1.

[0037] Combined with Figure 1-Figure 2, Figure 6 As shown, the main reducer assembly 1 includes: a first drive shaft 101, a first input gear 105 is installed on the outer circumferential surface of the first drive shaft 101, the first drive shaft 101 is installed with the second drive shaft 102 through a gear pair 104, and a second input gear 106 is installed on the outer circumferential surface of the second drive shaft 102; the end of the first drive shaft 101 is connected to the output end of the motor assembly 2, the motor assembly 2 drives the first drive shaft 101 to rotate, and the first drive shaft 101 drives the second drive shaft 102 to rotate through the gear pair 104; when the first drive shaft 101 rotates, torque is output through the first input gear 105; when the second drive shaft 102 rotates, torque is output through the second input gear 106.

[0038] The above-mentioned main reducer assembly 1, as the core component of the electric drive axle, adopts a two-stage reduction configuration wheel-side reducer 6 to make the structure of the main reducer assembly 1 simpler and more compact, avoiding the problems of complex structure, low support stiffness and poor lubrication that may be brought about by the traditional planetary reduction mechanism.

[0039] In this embodiment, the first input gear 105 provides torque input for the power take-off assembly 3, and the first input gear 105 adopts a cylindrical gear, and the first input gear 105 is press-fitted on the first drive shaft 101. By adopting the press-fitting method, the first input gear 105 can be fixed on the outer circumferential surface of the first drive shaft 101, and the fixed cylindrical gear on the one-shaft assembly can be used to take power, so that the first input gear 105 can rotate with the first drive shaft 101 as a whole when the power take-off assembly 3 is working, thereby eliminating the relative friction between the first input gear 105 and the first drive shaft 101, thereby avoiding the wear and ablation problems between the first input gear 105 and the end surface of the primary driven wheel 303, and extending the service life of the gear component.

[0040] The main reducer assembly 1 also includes a differential 5, the input end of the differential 5 is meshed and connected with the second input gear 106; the second input gear 106 provides torque input for the differential 5, and drives the two half-axles of the commercial vehicle to rotate respectively through the differential 5, thereby transmitting the torque to the wheels, so that the wheels can rotate; in this embodiment, by integrating the differential 5 into the main reducer assembly 1 to form an integral component, the overall structure of the electric drive axle is further compacted;

[0041] The torque output by the motor assembly 2 is transmitted to the input end of the differential 5 through the second input gear 106 to meet the needs of wheel driving. The torque distribution of the left and right wheels of the commercial vehicle is reasonably adjusted through the differential 5, thereby achieving stable and efficient driving of the commercial vehicle.

[0042] And a main reducer housing, the main reducer housing surrounds the gear components inside the main reducer assembly 1, and the first drive shaft 101 and the second drive shaft 102 are rotatably mounted on the main reducer housing through array bearing assemblies.

[0043] In this embodiment, the first drive shaft 101 is connected to the output end of the motor assembly 2, the second drive shaft 102 is installed with the first drive shaft 101 through at least two pairs of gear pairs 104, and a shifting gear sleeve 103 is installed on the outer circumferential surface of the second drive shaft 102, and the gear shifting is realized by the shifting gear sleeve 103; specifically,

[0044] In the two pairs of gear pairs 104, the two driving gears are installed on the outer circumferential surface of the first drive shaft 101, and the two driven gears are respectively installed on the outer circumferential surface of the second drive shaft 102. The two driving gears are meshed with the two driven gears one by one. The shifting gear sleeve 103 is installed between the two driven gears. The shifting gear sleeve 103 is driven by a hydraulic driving component, so that it can make reciprocating linear motion along the axial direction of the second drive shaft 102, and then can engage with different driven gears to engage in different gears to achieve the shifting function.

[0045] It also includes a bridge housing assembly 4, which supports the main reducer assembly 1, and the main reducer housing is fixed on the bridge housing assembly 4. The bridge housing assembly 4 serves as a base for installing the main reducer assembly 1, the differential 5, the half shaft and the wheel assembly, and can play a stable supporting role to ensure that the relevant components can work stably, and can also prevent the external environment from causing damage to the main reducer assembly 1, the differential 5 and other key transmission components during the driving of the commercial vehicle (such as the invasion of impurities such as mud, water, sand and stones);

[0046] In addition, the bridge housing assembly 4 serves as a bridge for transmitting road reaction force and torque during the operation of the commercial vehicle. It can effectively transmit the road reaction force and torque from the wheels to the frame or body through the independent suspension, thereby improving the overall structural stability of the commercial vehicle.

[0047] Combination Figure 3 As shown, Figure 3 The schematic diagram of the internal structure of the power take-off assembly 3 in an embodiment of the present application is shown, and the power take-off assembly 3 includes: a first transmission shaft 301, a primary driven wheel 303 is mounted on the outer circumference of the first transmission shaft 301, a secondary driving wheel 304 is mounted on the outer circumference of the first transmission shaft 301, and the secondary driving wheel 304 is meshed with an output gear 305 mounted on the outer circumference of the second transmission shaft 302. The end of the second transmission shaft 302 is mounted with an output shaft 310, and the outer circumference of the second transmission shaft 302 is also mounted on a sliding gear sleeve 306. A shift fork 309 is installed on the outer wall of the gear sleeve 306; the main reducer assembly 1 drives the first transmission shaft 301 to rotate through the primary driven wheel 303, and the first transmission shaft 301 drives the secondary driving wheel 304 to rotate, thereby driving the output gear 305 to rotate, and the sliding gear sleeve 306 moves linearly along the axial direction of the second transmission shaft 302 under the push of the shift fork 309, thereby engaging with the coupling teeth of the output gear 305, so that the output gear 305 drives the second transmission shaft 302 to rotate, and the second transmission shaft 302 drives the output shaft 310 to rotate, thereby outputting power.

[0048] The above-mentioned power take-off assembly 3 adopts a two-stage reduction structure, and realizes smooth transmission and reduction of power through the first transmission shaft 301, the second transmission shaft 302, the first-stage driven wheel 303, the second-stage driving wheel 304, and the output gear 305; wherein, the first-stage driven wheel 303 is meshed with the first input gear 105, and the second-stage driving wheel 304 is meshed with the output gear 305. When the power take-off assembly 3 is working, it only undergoes two-stage reduction transmission, and the transmission efficiency is high.

[0049] In this embodiment, combined with Figure 3 As shown, the shift fork 309 is connected to the output end of the hydraulic piston component, and the shift fork 309 is driven by the hydraulic piston component to make reciprocating linear motion along the axial direction of the piston rod, thereby driving the sliding gear sleeve 306 to make reciprocating linear motion along the axial direction of the second transmission shaft 302 through the shift fork 309; further, a spline connection is adopted between the sliding gear sleeve 306 and the second transmission shaft 302, which can eliminate the circumferential degree of freedom between the sliding gear sleeve 306 and the second transmission shaft 302 while ensuring that the sliding gear sleeve 306 can make linear motion along the axial direction of the second transmission shaft 302.

[0050] In this embodiment, the gear accuracy level of the first-stage driven wheel 303, the second-stage driving wheel 304, and the output gear 305 are all level 6, which can avoid the system NVH problem of the electric drive bridge under high-speed conditions, namely, noise, vibration and sound roughness problems, thereby improving the driving comfort of commercial vehicles and improving the overall performance and quality of the vehicle.

[0051] The primary driven wheel 303 is installed in cooperation with the first transmission shaft 301 through the first tapered roller bearing 307; by providing the first tapered roller bearing 307, it is used to bear part of the axial force generated by the meshing transmission between the primary driven wheel 303 and the first input gear 105 (the other part of the axial force is borne by the bearing on the first drive shaft 101), thereby improving the stability of the gear transmission process, avoiding wear and ablation problems on the end faces of the first input gear 105 and the primary driven wheel 303, and extending the service life of the gear components.

[0052] The secondary driving wheel 304 is mounted in cooperation with the first transmission shaft 301 via a second tapered roller bearing 308 .

[0053] In this embodiment, the first tapered roller bearing 307 and the second tapered roller bearing 308 are both high-speed, low-friction special bearings, which can ensure the high speed requirement of the power take-off assembly 3 on the one hand, and reduce system friction, improve efficiency and service life on the other hand.

[0054] The power take-off assembly 3 also includes a power take-off housing 315, which is fixed to the main reducer housing and is used to support and protect the internal components of the power take-off assembly 3; the first transmission shaft 301 and the second transmission shaft 302 are rotatably mounted on the power take-off housing 315 through bearing assemblies respectively.

[0055] Combination Figure 4-Figure 5 As shown, in this embodiment, the power take-off assembly 3 adopts a forced lubrication method, and its lubrication system includes an input oil pipe joint 316 arranged on the power take-off housing 315, and the input oil pipe joint 316 is respectively connected to the first oil injection pipe 311, the second oil injection pipe 312, the third oil injection pipe 313, and the fourth oil injection pipe 314; its lubrication working process is:

[0056] The lubricating oil flows from the main reducer assembly 1 into the input oil pipe joint 316, thereby forcibly lubricating the internal components of the power take-off assembly 3 through the first oil injection pipe 311, the second oil injection pipe 312, the third oil injection pipe 313, and the fourth oil injection pipe 314 respectively; specifically,

[0057] The bearing on the first transmission shaft 301 is lubricated through the first oil injection pipe 311, the secondary driving wheel 304 and the output gear 305 are lubricated through the second oil injection pipe 312, the left bearing on the second transmission shaft 302 is lubricated through the third oil injection pipe 313, and the right gear on the second drive shaft 102 is lubricated through the fourth oil injection pipe 314. By setting up the lubrication system, based on the forced lubrication method, it is ensured that the internal components of the power take-off assembly 3 can be fully lubricated under various working conditions, thereby improving the working performance and reliability of the power take-off assembly 3.

[0058] The working process of the electric drive bridge of this embodiment is as follows:

[0059] Combination Figure 6 As shown, when the electric drive axle is in a neutral gear condition, the motor assembly 2 drives the first drive shaft 101 to rotate, thereby driving the driving gear assembly in the gear pair 104 and the first input gear 105 thereon to rotate simultaneously through the first drive shaft 101;

[0060] At this time, the shifting gear sleeve 103 is not engaged with any driven gear in the gear pair 104, so the differential 5 does not work and the wheels of the commercial vehicle do not rotate;

[0061] The first input gear 105 drives the primary driven wheel 303 to rotate, thereby driving the first transmission shaft 301 to rotate through the primary driven wheel 303, the first transmission shaft 301 drives the secondary driving wheel 304 to rotate, and the secondary driving wheel 304 drives the output gear 305 to rotate;

[0062] When the power take-off assembly 3 is required to take off power, the hydraulic piston component drives the shift fork 309 to make a linear motion, thereby driving the sliding gear sleeve 306 to make a linear motion close to the output gear 305 along the axial direction of the second transmission shaft 302 through the shift fork 309 until the sliding gear sleeve 306 is engaged with the engaging teeth of the output gear 305;

[0063] At this time, the output gear 305 and the sliding gear sleeve 306 are relatively fixed, the output gear 305 drives the sliding gear sleeve 306 to rotate, the sliding gear sleeve 306 drives the second transmission shaft 302 to rotate, and the second transmission shaft 302 drives the output shaft 310 inside it to rotate, thereby outputting power to meet the working condition requirements of parking power extraction;

[0064] In order to facilitate the connection with the external power take-off device and improve the power take-off efficiency, the output shaft 310 can be a spline shaft.

[0065] Combination Figure 6 As shown, when the electric drive axle is in the first gear or the second gear, the motor assembly 2 drives the first drive shaft 101 to rotate, thereby driving the driving gear assembly in the gear pair 104 and the first input gear 105 thereon to rotate simultaneously through the first drive shaft 101;

[0066] At this time, the shifting gear sleeve 103 is engaged with one of the driven gears in the gear pair 104, so that the electric drive axle is in the corresponding gear position, and the driving gear corresponding to the driven gear drives the driven gear to rotate, thereby driving the second drive shaft 102 to rotate through the shifting gear sleeve 103, and then driving the second input gear 106 to rotate, and the second input gear 106 inputs torque to the differential 5, so that the wheels of the commercial vehicle rotate;

[0067] In the first gear or second gear working condition, the working process of the power take-off assembly 3 is similar to that in the neutral gear working condition, and will not be described in detail here.

[0068] The embodiment of the present application also provides a vehicle (not shown), which uses the above-mentioned electric drive axle and can be based on a two-stage reduction configuration wheel-side reduction method, abandoning the traditional planetary carrier transmission structure, thereby achieving a compact layout, and the transmission stability and reliability are high; at the same time, by using the first input gear 105 pressed on the first drive shaft 101 to input torque to the power take-off assembly 3, the axial force of the first input gear 105 meshing with the first-stage driven wheel 303 is shared by the bearings and the first tapered roller bearing 307 on the first drive shaft 101, which can avoid the problems of end face wear and ablation between the first input gear 105 and the first-stage driven wheel 303, and effectively extend the service life of the gear; at the same time, the vehicle can achieve parking power take-off (corresponding to the neutral gear power take-off condition of the electric drive axle) and driving power take-off (corresponding to the first gear or second gear power take-off condition of the electric drive axle), which is particularly suitable for use in 6x4 tractors under coal hauling conditions.

[0069] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described 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.

[0070] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A commercial vehicle electric drive axle, characterized in that: The electric drive axle includes: a main reducer assembly connected to the output end of the motor assembly, an output end of the main reducer assembly is connected to the input end of the power take-off assembly, and the motor assembly drives the power take-off assembly to output power through the main reducer assembly.

2. The commercial vehicle electric drive axle according to claim 1, characterized in that: The main reducer assembly comprises: a first drive shaft, a first input gear is mounted on the outer circumferential surface of the first drive shaft, the first drive shaft is mounted with the second drive shaft through a gear pair, and a second input gear is mounted on the outer circumferential surface of the second drive shaft; The end of the first drive shaft is connected to the output end of the motor assembly, the motor assembly drives the first drive shaft to rotate, and the first drive shaft drives the second drive shaft to rotate through the gear pair; When the first drive shaft rotates, torque is output through the first input gear; When the second drive shaft rotates, torque is output through the second input gear.

3. The commercial vehicle electric drive axle according to claim 2, characterized in that: The first input gear is a cylindrical gear, and the first input gear is press-fitted onto the first driving shaft.

4. The commercial vehicle electric drive axle according to claim 2, characterized in that: The main reducer assembly also includes a differential, and an input end of the differential is meshingly connected with the second input gear.

5. The commercial vehicle electric drive axle according to claim 2, characterized in that: A shifting gear sleeve is mounted on the outer circumferential surface of the second drive shaft, and the gear shifting sleeve is used to realize the gear position change.

6. The commercial vehicle electric drive axle according to claim 1, characterized in that: The power take-off assembly comprises: a first transmission shaft, a primary driven wheel is mounted on the outer circumferential surface of the first transmission shaft, a secondary driving wheel is mounted on the outer circumferential surface of the first transmission shaft, the secondary driving wheel is meshed with an output gear mounted on the outer circumferential surface of the second transmission shaft, an output shaft is mounted on the end of the second transmission shaft, a sliding gear sleeve is mounted on the outer circumferential surface of the second transmission shaft, and a shift fork is mounted on the outer wall surface of the sliding gear sleeve; The main reducer assembly drives the first transmission shaft to rotate through the primary driven wheel, and the first transmission shaft drives the secondary driving wheel to rotate, thereby driving the output gear to rotate. The sliding gear sleeve moves linearly along the axial direction of the second transmission shaft under the pushing action of the shift fork, thereby engaging with the coupling teeth of the output gear, so that the output gear drives the second transmission shaft to rotate, and the second transmission shaft drives the output shaft to rotate, thereby outputting power.

7. The commercial vehicle electric drive axle according to claim 6, characterized in that: The primary driven wheel is mounted in cooperation with the first transmission shaft via a first tapered roller bearing.

8. The commercial vehicle electric drive axle according to claim 6, characterized in that: The secondary driving wheel is mounted in cooperation with the first transmission shaft via a second tapered roller bearing.

9. The commercial vehicle electric drive axle according to claim 1, characterized in that: It also includes a bridge housing assembly, which supports the main reducer assembly.

10. A vehicle, characterized in that: Comprising the electric drive axle as described in any one of claims 1-9.

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