Electric drive axle and electric truck

Abstract

The invention relates to an electric drive axle and an electric truck. An electric drive axle is used for an electric truck, the electric drive axle is provided with a main drive motor, an auxiliary drive motor, a speed reducer assembly and a differential mechanism, the speed reducer assembly is provided with a gear shifting mechanism, a main drive first-stage speed reduction stage, an auxiliary drive first-stage speed reduction stage, a main drive second-stage speed reduction stage and an auxiliary drive second-stage speed reduction stage, the main drive secondary speed reduction stage and the auxiliary drive secondary speed reduction stage can be respectively connected with an output shaft of the speed reducer assembly through a gear shifting mechanism, the output shaft is directly connected with the differential mechanism, and the main drive secondary speed reduction stage comprises a main drive first-gear driving gear, a first-gear driven gear meshed with the main drive first-gear driving gear, a main drive second-gear driving gear and a second-gear driven gear meshed with the main drive second-gear driving gear. The auxiliary drive two-stage speed reduction stage comprises an auxiliary drive first-gear driving gear, a first-gear driven gear meshed with the auxiliary drive first-gear driving gear, an auxiliary drive second-gear driving gear and a second-gear driven gear meshed with the auxiliary drive second-gear driving gear. The electric truck according to the invention has an electrically driven axle.

Description

Technical Field

[0001] The invention relates to an electric drive axle and an electric truck. Background Art

[0002] For the electric drive axles of electric trucks, such as those used in medium and heavy-duty trucks, the market currently generally adopts two main modes: single-motor drive or dual-motor drive. When a single motor drive is used, the power of a single motor is limited at high speeds, and the acceleration and climbing capabilities are poor, which greatly reduces the transportation efficiency of electric heavy trucks; when a dual motor drive is used, when the vehicle is lightly loaded, the dual motors cannot work in the economic zone, thereby increasing power consumption, poor vehicle economy, reduced cruising range, and increased use costs of electric trucks. Therefore, the above-mentioned single-motor or dual-motor electric drive axles are not conducive to market promotion.

[0003] In addition, in an electric drive axle with a differential, since the differential occupies a large space, the space for the reducer and the motor is more limited, so a reducer with better space utilization is needed. In this regard, a large number of electric drive axle designs for passenger cars are known, but the electric drive axle of a passenger car is significantly different from the electric drive axle of an electric truck in many aspects. For example, the chassis of an electric truck is equipped with a balancing suspension and leaf springs, so the electric drive axle of a passenger car basically cannot be directly transferred to an electric truck.

[0004] As for the electric drive axle of an electric truck, many types of reducers are known, but many reducers are only designed in principle, often without considering the size and efficiency of the gears in the actual reduction stage, making them difficult to implement.

[0005] In addition, in an electric drive axle with a differential, the design of the electric drive axle also needs to consider the design of the transmission stage, wherein the transmission stage from the motor to the differential (such as the design of spur gear transmission and planetary gear transmission) and the transmission stage from the differential to the wheel (such as the design of planetary gear transmission) require an overall design, and the design of the transmission stage also needs to be associated with the design of the motor, so that the motor can work in the high-efficiency zone as much as possible while ensuring a high transmission efficiency.

[0006] In addition, the weight of the electric drive axle is also an important factor to consider, so the number of parts should be reduced as much as possible while ensuring power and power saving requirements.

[0007] In the design of electric drive axles, a change in a reduction stage or a transmission gear will often cause the design of the entire reducer to fail, and the transmission ratio, the position and layout of the remaining gears, the size of the remaining gears, etc. need to be redesigned. Therefore, the design of the electric drive axle must be an overall design of all reduction stages.

[0008] For dual-motor electric drive axles, there is still room for improvement in balancing power, economy, work efficiency and space utilization. Summary of the invention

[0009] Based on the above-mentioned prior art, the technical problem to be solved by the present invention is to overcome the defects of the prior art to a great extent.

[0010] The electric drive axle according to the present invention is used for electric trucks, especially heavy-duty electric trucks. The electric drive axle has a main drive motor, an auxiliary drive motor, a reducer assembly and a differential, wherein the reducer assembly has a shift mechanism, a main drive primary reduction stage, an auxiliary drive primary reduction stage, a main drive secondary reduction stage and an auxiliary drive secondary reduction stage, wherein the main drive secondary reduction stage and the auxiliary drive secondary reduction stage can be connected to the output shaft of the reducer assembly through the shift mechanism respectively, and the output shaft is directly connected to the differential, wherein the main drive secondary reduction stage includes a main drive first gear driving gear, a first gear driven gear meshing therewith, a main drive second gear driving gear and a second gear driven gear meshing therewith, wherein the auxiliary drive secondary reduction stage includes an auxiliary drive first gear driving gear, a first gear driven gear meshing therewith, an auxiliary drive second gear driving gear and a second gear driven gear meshing therewith.

[0011] Here, the transmission design of the main drive motor ensures that the motor of the vehicle works in the economic zone or the high-efficiency zone under low-speed conditions, and obtains good climbing performance. The transmission design of the auxiliary drive motor meets the needs of the vehicle to accelerate and climb under high-speed conditions. The use of the auxiliary drive force disengagement device can realize the disengagement of the auxiliary drive motor when lightly loaded, realize the need for power saving and avoid energy loss caused by passive idling of the motor. The technical solution of the present invention is the overall integration of the main drive first-stage reduction stage, the auxiliary drive first-stage reduction stage, the main drive second-stage reduction stage and the auxiliary drive second-stage reduction stage, thereby only two reduction stages are used to meet most working conditions in the transmission strategy and control strategy. In other words, the electric drive axle of the present invention has only two reduction stages, and does not have a traditional planetary gear transmission in front of the differential, and does not have a wheel-side reducer at the wheel, so the transmission efficiency is greatly improved. Of course, this also puts pressure on the transmission gears at all levels, and the present invention, through the layout of the gears, enables the gears at all levels to be arranged in the reduction box and arranged in the electric drive axle of the electric truck under such a small number of reduction stages, so the present invention can be actually implemented, rather than just a theoretical design.

[0012] Through the overall deceleration scheme of the present invention, the main drive motor and the auxiliary drive motor can work efficiently in multiple modes, that is, work in the high-efficiency zone. In the scope of the present invention, the high-efficiency zone of the motor refers to the motor efficiency in the range of 90% to 97%. In the overall scheme, the present invention has achieved an ideal solution that takes into account power, economy, work efficiency and space utilization, and further highlights the beneficial technical effects in the preferred embodiment.

[0013] In a preferred embodiment of the present invention, the reducer assembly and the differential are constructed as an integrated device with two-stage reduction. This means that the reducer assembly and the differential are integrated in a common housing, and since the reducer assembly already has two-stage reduction, there is no reduction stage between the differential and the reducer assembly. As a result, the reducer assembly and the differential can be constructed very compactly, and the planetary gear transmission mechanism is saved, thereby greatly saving costs.

[0014] In a preferred embodiment of the present invention, the differential is connected to the left wheel via the left half shaft, and the differential is connected to the right wheel via the right half shaft, wherein the left half shaft is connected to the left wheel at a constant speed, and the right half shaft is connected to the right wheel at a constant speed. Here, there is no wheel-side reducer or wheel-side planetary gear reducer between the differential and the wheel, which further saves costs. It also ensures that there are only two reduction stages from the main drive motor and the auxiliary drive motor to the wheel, thereby improving the transmission efficiency.

[0015] In a preferred embodiment of the present invention, an auxiliary driving force disengagement device is provided between the auxiliary driving first reduction stage and the auxiliary driving second reduction stage, and wherein the auxiliary driving first reduction stage has a fourth gear and a third gear, wherein the fourth gear is designed as the driving gear of the auxiliary driving first reduction stage, and the third gear is designed as the passive gear of the auxiliary driving first reduction stage, wherein the third gear is rotatably supported on the second shaft, and the auxiliary driving force disengagement device includes a gear hub of the third gear, a second shaft gear hub fixed on the second shaft, and an auxiliary driving disengagement gear sleeve, wherein the auxiliary driving force disengagement device is arranged between the auxiliary driving first gear driving gear and the auxiliary driving second gear driving gear. The design of the auxiliary driving force disengagement device enables the auxiliary driving motor to be connected and disengaged under appropriate circumstances, thereby meeting most of the working conditions. Moreover, in the present invention, the auxiliary driving force disengagement device cannot be equivalent to a traditional coupling or a clutch, because the traditional coupling is basically unable to meet the load requirements of electric trucks.

[0016] In a preferred embodiment of the present invention, the main drive first reduction stage has a first gear and a second gear meshing with each other, the first gear is connected to the main drive motor, the second gear is fixed on the first shaft, and the main drive first gear driving gear and the main drive second gear driving gear are fixed on the first shaft, wherein the first gear passive gear and the second gear passive gear are rotatably supported on the output shaft of the transmission assembly, and in addition, the shift mechanism includes an output shaft gear hub, a first gear passive gear gear hub, a second gear passive gear gear hub and a shift gear sleeve, wherein the shift gear sleeve can be located only on the output shaft gear hub, and can also connect the first gear passive gear gear hub with the output shaft gear hub, and connect the second gear passive gear gear hub with the output shaft gear hub. Through the above design, the power transmission of the main drive motor is realized, and the power of the electric truck under low-speed conditions is guaranteed. In addition, the shift mechanism is used for the main drive motor and the auxiliary drive motor, which improves space utilization.

[0017] In a preferred embodiment of the present invention, the rated torque of the main drive motor is greater than 1000 Nm, and the rated torque of the auxiliary drive motor does not exceed the rated torque of the main drive motor. Here, the rated torque of the auxiliary drive motor is selected to be 50% to 100% of the rated torque of the main drive motor, preferably 60% to 80%. By specifically selecting the rated torques of the main drive motor and the auxiliary drive motor, it can be particularly adapted to the reducer assembly designed according to the present invention, thereby ensuring that the main drive motor and the auxiliary drive motor work in the high efficiency zone as much as possible, and ensuring a high power transmission efficiency.

[0018] In a preferred embodiment of the present invention, the main drive motor, the auxiliary drive motor, the speed reducer assembly and the differential are arranged in a common housing, thereby making the electric drive axle more compact and being particularly conducive to the design of the lubrication system, thereby lubricating the components inside the entire housing.

[0019] In a preferred embodiment of the present invention, the electric drive axle has a controller for controlling the shift mechanism and the auxiliary drive force disengagement device, and the controller is configured to realize the following driving modes: a low-speed driving mode of the main drive motor, a low-speed driving mode of the main drive motor and the auxiliary drive motor, a high-speed driving mode of the main drive motor, and a high-speed driving mode of the main drive motor and the auxiliary drive motor. By switching between various driving modes, it is particularly possible to adapt to various working conditions, realize power saving requirements and ensure power.

[0020] In a preferred embodiment of the present invention, in the high-speed driving mode of the main drive motor and the auxiliary drive motor, the main drive motor and the auxiliary drive motor output torque, and the shift mechanism is engaged in the second gear, and the auxiliary drive force disengagement device is engaged. In this mode, the electric truck can maintain a large torque even when driving at high speed to adapt to certain working conditions.

[0021] Another aspect of the invention also relates to an electric truck having an electric drive axle according to the invention. The electric truck according to the invention has at least two axles, preferably three axles. Advantageously, the electric drive axle according to the invention is a center axle or a rear axle. The electric truck can be a medium-sized electric truck, in particular a heavy-duty electric truck.

[0022] In general, the electric drive axle according to the present invention takes into account power, transmission efficiency, economy and space utilization. Through many preferred embodiments of the present invention, the electric drive axle or electric truck according to the present invention can further reduce energy consumption and operating costs, thereby having greater advantages over gasoline trucks and increasing the future market penetration of electric trucks. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above-mentioned features and advantages of the present invention and the methods for achieving them are described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings, but the present invention is not limited to the features of the specific embodiments. In the accompanying drawings: Figure 1 An electric drive axle according to the invention is shown.

[0024] Figure 2 The main drive motor is shown in low gear driving mode.

[0025] Figure 3 The low-speed driving mode of the main drive motor and the auxiliary drive motor is shown.

[0026] Figure 4 The main drive motor is shown in high gear driving mode.

[0027] Figure 5 The high-speed driving mode of the main drive motor and the auxiliary drive motor is shown. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the embodiment of the present invention clearer, the technical solution of the embodiment of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiment of the present invention. Obviously, the described embodiment is a part of the embodiment of the present invention, not all of the embodiments. Based on the described embodiment of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] Unless otherwise defined, the technical or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the invention belongs. The words "first", "second" and similar terms used in the patent application specification and claims of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "include" or "comprise" mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Front", "back", "upper", "lower", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0030] The drawings in the present invention are not drawn strictly according to the actual scale, and are regarded as provisions of the present invention only when the size and position relationship are clearly stated, and the specific size and quantity of each structure can be determined according to actual needs.

[0031] Reference Figure 1To describe the present invention in general terms, the electric drive axle comprises: a main drive motor 1; a first gear 2, which is designed as a driving gear of a main drive first-stage reduction stage; a second gear 3, which is designed as a passive gear of a main drive first-stage reduction stage; a main drive second-speed driving gear 4; a second-speed passive gear 5; a right half shaft 6; a shift gear sleeve 7; an auxiliary drive second-speed driving gear 8; a third gear 9, which is designed as a passive gear of an auxiliary drive first-stage reduction stage; a fourth gear 10, which is designed as a driving gear of an auxiliary drive first-stage reduction stage; an auxiliary drive motor 11; an auxiliary drive disengagement gear sleeve 12; an auxiliary drive first-speed driving gear 13; a first-speed passive gear 14; a differential 15; a left half shaft 16; a main drive first-speed driving gear 17; an output shaft 18; an output shaft gear hub 19; a first shaft 20; a second shaft 21; and a second shaft gear hub 22.

[0032] Reference Figure 1 It can be seen that the electric drive axle has a main drive motor, an auxiliary drive motor, a reducer assembly and a differential, wherein the reducer assembly has a shift mechanism, a main drive first reduction stage, an auxiliary drive first reduction stage, a main drive second reduction stage and an auxiliary drive second reduction stage, wherein the main drive second reduction stage and the auxiliary drive second reduction stage can be connected to the output shaft of the reducer assembly through the shift mechanism respectively, and the output shaft is directly connected to the differential, wherein the main drive second reduction stage includes a main drive first gear driving gear, a first gear passive gear meshing therewith, a main drive second gear driving gear and a second gear passive gear meshing therewith, wherein the auxiliary drive second reduction stage includes an auxiliary drive first gear driving gear, a first gear passive gear meshing therewith, an auxiliary drive second gear driving gear and a second gear passive gear meshing therewith. Among them, an auxiliary drive force disengagement device is provided between the auxiliary drive first reduction stage and the auxiliary drive second reduction stage.

[0033] The main drive primary reduction stage, the auxiliary drive primary reduction stage, the main drive secondary reduction stage, the auxiliary drive secondary reduction stage, the shift mechanism, and the auxiliary drive force disengagement device are further described below.

[0034] The main drive first reduction stage has a first gear and a second gear that mesh with each other. The first gear is connected to the main drive motor as the driving gear of the main drive first reduction stage, especially directly connected without a clutch. The second gear is fixed on the first shaft as the driven gear of the main drive first reduction stage.

[0035] The auxiliary drive first reduction stage has a third gear and a fourth gear that mesh with each other. The fourth gear is connected to the auxiliary drive motor as the driving gear of the auxiliary drive first reduction stage, especially directly connected without a clutch. The third gear is rotatably supported on the second shaft (for example, through a bearing) as the driven gear of the auxiliary drive first reduction stage.

[0036] The main drive secondary reduction stage includes a main drive first gear driving gear, a first gear driven gear meshing therewith, a main drive second gear driving gear and a second gear driven gear meshing therewith, the main drive first gear driving gear and the main drive second gear driving gear are fixed on the first shaft, wherein the first gear driven gear and the second gear driven gear are rotatably supported on the output shaft of the transmission assembly.

[0037] The auxiliary drive secondary reduction stage includes an auxiliary drive first gear driving gear, a first gear driven gear meshing therewith, an auxiliary drive second gear driving gear and a second gear driven gear meshing therewith. In this embodiment, the auxiliary drive secondary reduction stage is only composed of the auxiliary drive first gear driving gear, a first gear driven gear meshing therewith, an auxiliary drive second gear driving gear and a second gear driven gear meshing therewith. The first gear driven gear and the second gear driven gear are rotatably supported on the output shaft of the transmission assembly. In this embodiment, the auxiliary drive secondary reduction stage and the main drive secondary reduction stage share a shifting mechanism.

[0038] The shift mechanism includes an output shaft gear hub, a first gear driven gear hub, a second gear driven gear hub and a shift sleeve, wherein the output shaft gear hub is fixed on the output shaft, and the shift sleeve can be located only on the output shaft gear hub (i.e. neutral gear), and can also connect the first gear driven gear hub with the output shaft gear hub (i.e. first gear), and connect the second gear driven gear hub with the output shaft gear hub (i.e. second gear).

[0039] The auxiliary driving force disengagement device is functionally arranged between the auxiliary driving primary reduction stage and the auxiliary driving secondary reduction stage, and in actual spatial position, it is arranged between the auxiliary driving first gear driving gear and the auxiliary driving second gear driving gear. The auxiliary driving force disengagement device includes a gear hub of the third gear, a second shaft gear hub fixed on the second shaft, and an auxiliary driving disengagement gear sleeve. The auxiliary driving disengagement gear sleeve can engage or disengage the gear hub of the third gear and the gear hub of the second shaft. Here, the auxiliary driving force disengagement device can not only transmit power to transmit the power of the auxiliary driving motor to the first gear passive gear, but also can disengage the power of the auxiliary driving motor to avoid passive idling of the auxiliary driving motor.

[0040] Reference Figure 1 , the output shaft is directly connected to the differential without a reduction stage in between. The differential is connected to the axles of the electric truck, namely the left and right half shafts, wherein the right half shaft passes through the output shaft designed as a hollow shaft. The left and right half shafts are directly connected to the wheels, that is, no reduction stage is provided between the left half shaft and the wheel, and no reduction stage is provided between the right half shaft and the wheel. In this overall design, the wheel-side reducer is particularly saved, and the manufacturing cost and assembly cost are reduced.

[0041] In addition, with reference to the driving direction, a main drive motor is arranged at the front side of the electric drive axle and an auxiliary drive motor is arranged at the rear side of the electric drive axle. In addition, the second gear is arranged between the first gear driving gear and the second gear driving gear in the axial direction. In addition, the third gear is arranged between the first gear driven gear and the second gear driven gear in the axial direction. In addition, with reference to the radial direction of the axle, the auxiliary driving force disengagement device is arranged between the shift mechanism and the auxiliary drive motor. Through such a design, a more compact structure is achieved.

[0042] The following Figures 2 to 5 Various drive modes are illustrated, wherein the bold solid lines indicate the path of power transmission.

[0043] Figure 2 The main drive motor low gear driving mode is shown, in which the shift sleeve moves to the left (first gear is engaged), the auxiliary drive disengages the sleeve and does not move (that is, the auxiliary drive force disengagement device is in the disengaged state), and the power of the main drive motor is transmitted to the wheels via the first gear, the second gear, the first gear driving gear, the first gear driven gear, the output shaft gear hub, the output shaft, the differential, the left half shaft and the right half shaft. At this time, the power performance under low speed conditions is guaranteed.

[0044] Figure 3 The main drive motor and the auxiliary drive motor are shown in a low gear driving mode, wherein the shift gear sleeve moves to the left, and the auxiliary drive disengagement gear sleeve moves to the right (i.e., the auxiliary drive force disengagement device is in an engaged state), wherein the power of the main drive motor is transmitted to the wheels via the first gear, the second gear, the first gear driving gear, the first gear driven gear, the output shaft gear hub, the output shaft, the differential, the left half shaft and the right half shaft, while the power of the auxiliary drive motor is transmitted to the wheels via the fourth gear, the third gear, the second shaft gear hub, the second shaft, the fifth gear, the first gear driven gear, the output shaft gear hub, the output shaft, the differential, the left half shaft and the right half shaft. At this time, a larger power demand at low speed is guaranteed.

[0045] Figure 4 The main drive motor high gear driving mode is shown, in which the shift sleeve moves to the right (engagement in the second gear), the auxiliary drive disengages the sleeve and does not move (i.e., the auxiliary drive force disengagement device is in the disengaged state), and the power of the main drive motor is transmitted to the wheels via the first gear, the second gear, the second gear driving gear, the second gear passive gear, the output shaft gear hub, the output shaft, the differential, the left half shaft and the right half shaft. This mode realizes the power saving demand under light load, that is, the auxiliary drive motor is completely disengaged, and will not passively idle, reducing energy waste.

[0046] Figure 5The high-gear driving mode of the main drive motor and the auxiliary drive motor is shown, wherein the shift gear sleeve is shifted to the right (the second gear is engaged), the auxiliary drive disengagement gear sleeve is shifted to the right (i.e., the auxiliary drive force disengagement device is in the engaged state), and the power of the main drive motor is transmitted to the wheels via the first gear, the second gear, the main drive second gear driving gear, the second gear passive gear, the output shaft gear hub, the output shaft, the differential, the left half shaft and the right half shaft; at the same time, the power of the auxiliary drive motor is transmitted to the wheels via the fourth gear, the third gear, the second shaft gear hub, the second shaft, the auxiliary drive second gear driving gear, the second gear passive gear, the output shaft gear hub, the output shaft, the differential, the left half shaft and the right half shaft. The advantage of this mode is that it ensures a larger power demand at high speed, and at the same time, the main drive motor and the auxiliary drive motor can fully work in the high-efficiency zone, such as when the electric truck is driving on an uphill slope. In addition, since there are only two reduction stages for the deceleration of the whole vehicle, the transmission efficiency is high and the economic performance of the whole vehicle is very good. Therefore, through the overall design of the main drive first reduction stage, auxiliary drive first reduction stage, main drive second reduction stage and auxiliary drive second reduction stage, shifting mechanism and auxiliary drive power disengagement device according to the present invention, the high efficiency, economy and power of the whole vehicle are achieved.

[0047] Those skilled in the art should understand that the above-mentioned specific embodiments are merely examples and not limitations, and various modifications, combinations, partial combinations and replacements may be made to the embodiments of the present invention according to design requirements and other factors. As long as they are within the scope of the attached claims or their equivalents, they are within the scope of rights to be protected by the present invention.

Claims

1. An electric drive axle, which is used for an electric truck, has a main drive motor, an auxiliary drive motor, a reducer assembly and a differential, characterized in that: The reducer assembly comprises a shift mechanism, a main drive primary reduction stage, an auxiliary drive primary reduction stage, a main drive secondary reduction stage and an auxiliary drive secondary reduction stage, wherein the main drive secondary reduction stage and the auxiliary drive secondary reduction stage can be connected to the output shaft of the reducer assembly through the shift mechanism respectively, and the output shaft is directly connected to the differential, wherein the main drive secondary reduction stage comprises a main drive first gear driving gear, a first gear driven gear meshing therewith, a main drive second gear driving gear and a second gear driven gear meshing therewith, wherein the auxiliary drive secondary reduction stage comprises an auxiliary drive first gear driving gear and a first gear driven gear meshing therewith, an auxiliary drive second gear driving gear and a second gear driven gear meshing therewith.

2. The electric drive axle according to claim 1, characterized in that: The reducer assembly and the differential are constructed as an integrated device with two-stage reduction.

3. The electric drive axle according to claim 1, characterized in that: The differential is connected to the left wheel through the left half shaft, and the differential is connected to the right wheel through the right half shaft, wherein the left half shaft is connected to the left wheel at a constant speed, and the right half shaft is connected to the right wheel at a constant speed.

4. The electric drive axle according to claim 1, characterized in that: An auxiliary driving force disengaging device is provided between the auxiliary driving primary reduction stage and the auxiliary driving secondary reduction stage, wherein the auxiliary driving primary reduction stage has a fourth gear and a third gear, wherein the fourth gear is designed as a driving gear of the auxiliary driving primary reduction stage, and the third gear is designed as a passive gear of the auxiliary driving primary reduction stage, wherein the third gear is rotatably supported on the second shaft, and the auxiliary driving force disengaging device comprises a gear hub of the third gear, a second shaft gear hub fixed on the second shaft, and an auxiliary driving disengaging gear sleeve, wherein the auxiliary driving force disengaging device is arranged between the auxiliary driving first gear driving gear and the auxiliary driving second gear driving gear.

5. The electric drive axle according to claim 1, characterized in that: The main drive first reduction stage has a first gear and a second gear that mesh with each other, the first gear is connected to the main drive motor, the second gear is fixed on the first shaft, and the main drive first gear driving gear and the main drive second gear driving gear are fixed on the first shaft, wherein the first gear driven gear and the second gear driven gear are rotatably supported on the output shaft of the transmission assembly, and in addition, the shifting mechanism includes an output shaft gear hub, a first gear driven gear gear hub, a second gear driven gear gear hub and a shifting gear sleeve, wherein the shifting gear sleeve can be located only on the output shaft gear hub, and can also connect the first gear driven gear hub with the output shaft gear hub, and connect the second gear driven gear hub with the output shaft gear hub.

6. The electric drive axle according to claim 1, characterized in that: The rated torque of the main drive motor is greater than 1000 Nm, and the rated torque of the auxiliary drive motor does not exceed the rated torque of the main drive motor.

7. The electric drive axle according to claim 1, characterized in that: The main drive motor, the auxiliary drive motor, the reducer assembly and the differential are arranged in a common housing.

8. The electric drive axle according to claim 1, characterized in that: The electric drive axle has a controller for controlling the shift mechanism and the auxiliary drive force disengagement device, and the controller is configured to achieve the following drive modes: a low-gear drive mode of the main drive motor, a low-gear drive mode of the main drive motor and the auxiliary drive motor, a high-gear drive mode of the main drive motor, and a high-gear drive mode of the main drive motor and the auxiliary drive motor.

9. The electric drive axle according to claim 8, characterized in that: In the high-gear driving mode of the main drive motor and the auxiliary drive motor, the main drive motor and the auxiliary drive motor output torque, and the shift mechanism is engaged in the second gear, and the auxiliary drive force disengagement device is engaged.

10. An electric truck, characterized in that: The electric truck has an electric drive axle according to any one of claims 1 to 9.

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