Electric drive axle transmission system for new energy commercial vehicle type and new energy commercial vehicle

Abstract

The invention relates to the technical field of commercial vehicle electric drive axles, in particular to an electric drive axle transmission system for a new energy commercial vehicle type and a new energy commercial vehicle. The system comprises a first motor unit, a first transmission unit and a second transmission unit which are sequentially in transmission connection. In the first gear shifting unit, in the first state, the second transmission unit is in transmission connection with the third transmission unit. In the second state, the first transmission unit is in transmission connection with the third transmission unit through the first gear shifting unit. And in the third state, the third transmission unit is separated from the first transmission unit and the second transmission unit. The third transmission unit is in transmission connection with the second gear shifting unit. In the second gear shifting unit, in the fourth state, the second gear shifting unit is in transmission connection with the sun gear. And in the fifth state, the second gear shifting unit is in transmission connection with the planet carrier differential mechanism assembly. And in the sixth state, the second gear shifting unit is separated from the planet row unit. Therefore, the problem that various driving working conditions cannot be met due to few gears of the electric drive axle is solved.

Description

Technical Field

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

[0002] Electric drive axle refers to the automotive drive technology that integrates electric motors, reducers and electronic control systems. It can adopt single motor or dual motor layout according to different vehicle requirements. The principle and structural design and development of the motor and its transmission system is one of the core technologies of electric drive axle research and development. The rationally designed transmission system principle and structure are convenient for improving the power, economy, safety and comfort of the vehicle throughout its life cycle.

[0003] The development of heavy-duty new energy commercial vehicle electric drive axles and their multi-speed transmissions is in its infancy, and there are few heavy-duty electric drive axle products currently used in heavy-duty commercial vehicles. Most of the commercial vehicle electric drive axle products currently developed are single-motor two-speed, and there are few dual-motor multi-speed products. The main problems of single-motor electric drive axles are insufficient power, small number of gears resulting in large step differences, and poor gear shifting comfort, which cannot meet the needs of various driving conditions. Summary of the invention

[0004] In order to solve the problem that the electric drive axle has few gears and cannot meet various driving conditions, the present invention provides an electric drive axle transmission system for a new energy commercial vehicle and a new energy commercial vehicle.

[0005] In a first aspect, the present invention provides an electric drive axle transmission system for a new energy commercial vehicle, the electric drive axle transmission system for a new energy commercial vehicle comprises a first transmission assembly and an output shaft assembly, the first transmission assembly comprises a first motor unit, a first transmission unit, a second transmission unit, a third transmission unit, a first shift unit, a second shift unit and a planetary gear unit; The first motor unit, the first transmission unit, and the second transmission unit are sequentially connected in transmission; a first reduction ratio is provided between the first transmission unit and the second transmission unit; The first shift unit includes a first state, a second state and a third state; the first state includes that the second transmission unit is in transmission connection with the third transmission unit; there is a second reduction ratio between the second transmission unit and the third transmission unit; the second state includes that the first transmission unit is in transmission connection with the third transmission unit through the first shift unit; there is a third reduction ratio between the first transmission unit and the third transmission unit; the third state includes that the third transmission unit is disengaged from the first transmission unit and the second transmission unit; The third transmission unit is in transmission connection with the second shift unit; a fourth reduction ratio is provided between the third transmission unit and the second shift unit; The planetary gear unit comprises a sun gear, a planetary gear, a ring gear and a planetary carrier differential assembly; a plurality of the planetary gears are arranged around the sun gear; the planetary gears are respectively meshed with the sun gear and the ring gear; the planetary gears are rotationally connected with the planetary carrier differential assembly; the planetary carrier differential assembly is transmission-connected with the output shaft assembly; a fifth reduction ratio is provided between the sun gear and the planetary carrier differential assembly; The second shift unit includes a fourth state, a fifth state and a sixth state; the fourth state includes the second shift unit being connected to the sun gear; the fifth state includes the second shift unit being connected to the planetary carrier differential assembly; the sixth state includes the second shift unit being disengaged from the planetary row unit; the product of the first reduction ratio and the second reduction ratio is less than the product of the third reduction ratio and the fifth reduction ratio.

[0006] In some embodiments, the first transmission unit includes a first transmission shaft and a first gear; the first motor unit is in transmission connection with the first transmission shaft; the first gear is in transmission connection with the first transmission shaft; The second transmission unit includes a second gear, a reduction transmission assembly and a third gear; the first gear is meshed with the second gear; the first gear and the second gear have the first reduction ratio; the second gear is transmission-connected to the input end of the reduction transmission assembly; the third gear is transmission-connected to the output end of the reduction transmission assembly; the third gear is transmission-connected to the third transmission unit, and the second reduction ratio is between the third gear and the third transmission unit.

[0007] In some embodiments, the reduction transmission assembly includes a second transmission shaft; the second gear and the third gear are both transmission-connected to the second transmission shaft.

[0008] In some embodiments, the reduction transmission assembly includes a second transmission shaft, a third transmission shaft, a fourth gear, and a fifth gear; the second gear and the fourth gear are both transmission-connected to the second transmission shaft; the fifth gear and the third gear are both transmission-connected to the third transmission shaft; the fourth gear is meshed with the fifth gear; and there is a sixth reduction ratio between the fourth gear and the fifth gear.

[0009] In some embodiments, the third transmission unit includes a fourth transmission shaft; The first shift unit comprises a first gear sleeve, a sixth gear and a seventh gear; the first gear sleeve is slidably connected with the fourth transmission shaft and transmits to each other; the sixth gear is meshed with the third gear; the seventh gear is meshed with the first gear; The first state includes the first gear sleeve being meshed with the sixth gear; the second state includes the first gear sleeve being meshed with the seventh gear; and the third state includes the first gear sleeve being disengaged from the sixth gear and the seventh gear.

[0010] In some embodiments, the direction from the first transmission shaft to the second transmission shaft is the first direction; the direction from the first transmission shaft to the fourth transmission shaft is the second direction; and the angle between the first direction and the second direction is an obtuse angle.

[0011] In some embodiments, the third transmission unit further includes an eighth gear; the eighth gear is transmission-connected to the fourth transmission shaft; The second shift unit comprises a second gear sleeve and a ninth gear; the eighth gear, the ninth gear and the second gear sleeve are meshed in sequence; the eighth gear and the ninth gear have the fourth reduction ratio; the second gear sleeve is slidably arranged; the second gear sleeve 161 is constantly meshed with the ninth gear 162; The fourth state includes the second gear sleeve being drivingly connected to the sun gear; the fifth state includes the second gear sleeve being drivingly connected to the planetary carrier differential assembly; and the sixth state includes the second gear sleeve being disengaged from the sun gear and the planetary carrier differential assembly.

[0012] In some embodiments, the output shaft assembly includes a first half-shaft and a second half-shaft; the first half-shaft and the second half-shaft are both drivingly connected to the planetary carrier differential assembly; the first half-shaft and the second half-shaft are coaxial and face oppositely; the center of the ninth gear has a clearance channel; the second half-shaft is inserted into the clearance channel; the second half-shaft and the ninth gear are separated from each other.

[0013] In some embodiments, the electric drive axle transmission system for new energy commercial vehicles further includes a second transmission assembly, the second transmission assembly includes a second motor unit and a fourth transmission unit; the second motor unit, the fourth transmission unit and the planetary carrier differential assembly are sequentially connected in transmission; the power outputs of the first transmission assembly and the second transmission assembly converge on the planetary carrier differential assembly; The fourth transmission unit includes a fifth transmission shaft, a tenth gear, a sixth transmission shaft, an eleventh gear, a twelfth gear and a thirteenth gear; the fifth transmission shaft is transmission-connected to the second motor unit; the tenth gear is transmission-connected to the fifth transmission shaft; the eleventh gear and the twelfth gear are both transmission-connected to the sixth transmission shaft; the tenth gear is meshed with the eleventh gear; the tenth gear and the eleventh gear have a seventh reduction ratio; the thirteenth gear is transmission-connected to the planetary carrier differential assembly; the twelfth gear is meshed with the thirteenth gear; the twelfth gear and the thirteenth gear have an eighth reduction ratio.

[0014] In a second aspect, the present invention provides a new energy commercial vehicle, which includes an electric drive axle transmission system for a new energy commercial vehicle type according to any one of the above embodiments; the new energy commercial vehicle also includes a frame assembly, an electric drive axle assembly and a suspension assembly, and the electric drive axle assembly is detachably connected to the frame assembly through the suspension assembly; the first transmission assembly, the output shaft assembly, and the second transmission assembly of the electric drive axle transmission system for the new energy commercial vehicle type are detachably connected to the electric drive axle assembly respectively.

[0015] In order to solve the problem that the electric drive axle has few gears and cannot meet various driving conditions, the present invention has the following advantages: Through the first transmission assembly and the output shaft assembly, four-speed shifting can be achieved, namely the first state, the second state, the fourth state, and the fifth state. And the gear with the largest speed ratio is at least the four-axis three-stage reduction with the planetary gear unit to form a four-stage reduction, which has a higher speed ratio. The fourth gear can meet most driving conditions. And the fifth reduction ratio of the planetary gear unit is relatively large, which can reduce the reduction ratio requirements for other transmission components of the first transmission assembly, reduce the manufacturing difficulty of the first transmission assembly and the difficulty of arranging it on new energy commercial vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram showing a combination of a first transmission assembly and an output shaft assembly according to an embodiment is shown; Figure 2 A schematic diagram of a combination of a first transmission assembly, an output shaft assembly, and a second transmission assembly in one embodiment is shown; Figure 3 Shows Figure 1 A side view of the first transmission assembly and the output shaft assembly; Figure 4 Shows Figure 1 A top view of the first transmission assembly and the output shaft assembly; Figure 5 Shows Figure 2 A side view of the first transmission assembly, the output shaft assembly, and the second transmission assembly; Figure 6 Shows Figure 2 A top view of the first transmission assembly, the output shaft assembly, and the second transmission assembly.

[0017] Reference numerals: 10 first transmission assembly; 11 first motor unit; 12 first transmission unit; 121 first transmission shaft; 122 first gear; 13 second transmission unit; 131 second gear; 132 reduction transmission assembly; 1321 second transmission shaft; 1322 third transmission shaft; 1323 fourth gear; 1324 fifth gear; 133 third gear; 14 third transmission unit; 141 fourth transmission shaft; 142 eighth gear; 15 first shift unit; 151 first gear sleeve; 152 sixth gear; 1 53 seventh gear; 16 second shift unit; 161 second gear sleeve; 162 ninth gear; 17 planetary row unit; 171 sun gear; 172 planetary gear; 173 ring gear; 174 planetary carrier differential assembly; 20 output shaft assembly; 21 first half shaft; 22 second half shaft; 30 second transmission assembly; 31 second motor unit; 32 fourth transmission unit; 321 fifth transmission shaft; 322 tenth gear; 323 sixth transmission shaft; 324 eleventh gear; 325 twelfth gear; 326 thirteenth gear. DETAILED DESCRIPTION

[0018] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0019] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0020] In this embodiment, the development of heavy-duty new energy commercial vehicle electric drive axles and their multi-speed transmissions is in its infancy, and there are relatively few heavy-duty electric drive axle products currently used in heavy-duty commercial vehicles. Most of the commercial vehicle electric drive axle products currently developed have a single motor and two gears, and there are relatively few dual-motor multi-speed products. The main problems of a single-motor electric drive axle are insufficient power, a small number of gears resulting in a large step difference, and poor shifting comfort, which cannot meet the needs of various driving conditions. To solve the above problems, this embodiment discloses an electric drive axle transmission system for new energy commercial vehicles. Figure 1 As shown, the electric drive axle transmission system for new energy commercial vehicles includes a first transmission assembly 10 and an output shaft assembly 20. The first transmission assembly 10 includes a first motor unit 11, a first transmission unit 12, a second transmission unit 13, a third transmission unit 14, a first shift unit 15, a second shift unit 16 and a planetary gear unit 17.

[0021] The first motor unit 11, the first transmission unit 12, and the second transmission unit 13 are sequentially connected in transmission. The first transmission unit 12 and the second transmission unit 13 have a first reduction ratio.

[0022] The first shift unit 15 includes a first state, a second state and a third state. The first state includes the second transmission unit 13 and the third transmission unit 14 being transmission-connected. The second transmission unit 13 and the third transmission unit 14 have a second reduction ratio. The second state includes the first transmission unit 12 being transmission-connected to the third transmission unit 14 through the first shift unit 15. The first transmission unit 12 and the third transmission unit 14 have a third reduction ratio. The third state includes the third transmission unit 14 being disengaged from the first transmission unit 12 and the second transmission unit 13.

[0023] The third transmission unit 14 is in transmission connection with the second shift unit 16. The third transmission unit 14 and the second shift unit 16 have a fourth reduction ratio.

[0024] The planetary gear unit 17 includes a sun gear 171, a planetary gear 172, a ring gear 173 and a planetary carrier differential assembly 174. A plurality of planetary gears 172 are arranged around the sun gear 171. The planetary gears 172 are respectively meshed with the sun gear 171 and the ring gear 173. The planetary gears 172 are rotationally connected to the planetary carrier differential assembly 174. The planetary carrier differential assembly 174 is transmission-connected to the output shaft assembly 20. There is a fifth reduction ratio between the sun gear 171 and the planetary carrier differential assembly 174.

[0025] The second shift unit 16 includes a fourth state, a fifth state and a sixth state. The fourth state includes the second shift unit 16 being in driving connection with the sun gear 171. The fifth state includes the second shift unit 16 being in driving connection with the planetary carrier differential assembly 174. The sixth state includes the second shift unit 16 being disengaged from the planetary row unit 17. The product of the first reduction ratio and the second reduction ratio is less than the product of the third reduction ratio and the fifth reduction ratio.

[0026] Through the above arrangement, the single-motor electric drive bridge formed by the first transmission assembly 10 and the output shaft assembly 20 can realize four-speed conversion. In the first gear state, the first shift unit 15 is in the first state and the second shift unit 16 is in the fourth state, and the reduction ratio of the first gear is the product of the first reduction ratio, the second reduction ratio, the fourth reduction ratio and the fifth reduction ratio multiplied in sequence. In the second gear state, the first shift unit 15 is in the second state and the second shift unit 16 is in the fourth state, and the reduction ratio of the second gear is the product of the third reduction ratio, the fourth reduction ratio and the fifth reduction ratio multiplied in sequence. In the third gear state, the first shift unit 15 is in the first state and the second shift unit 16 is in the fifth state, and the reduction ratio of the third gear is the product of the first reduction ratio, the second reduction ratio and the fourth reduction ratio multiplied in sequence. In the fourth gear state, the first shift unit 15 is in the second state and the second shift unit 16 is in the sixth state, and the reduction ratio of the fourth gear is the product of the third reduction ratio and the fourth reduction ratio. The reduction ratios of the first gear, the second gear, the third gear and the fourth gear decrease in sequence. The first gear with the largest speed ratio is at least a four-axis three-stage reduction with a planetary gear unit 17 to form a four-stage reduction, which has a higher speed ratio, so that the output torque of the first motor unit 11 is smaller under the same power output demand, reducing the cost of electronic control. The fourth gear can meet most driving conditions. And the fifth reduction ratio of the planetary gear unit 17 is relatively high, so that the reduction ratio requirements of other transmission parts of the first transmission assembly 10 can be reduced, so that the diameter difference of each transmission gear in the first transmission assembly 10 is reduced, and the manufacturing difficulty of the first transmission assembly 10 and the difficulty of arrangement on new energy commercial vehicles are reduced. Under the same speed ratio, the planetary gear is smaller in size than the parallel shaft gear reduction, and the planetary gear can reduce the outer diameter of the gear and increase the ground clearance of the whole vehicle. The last stage of the electric drive axle transmission system has high strength requirements, and the planetary gear unit 17 can achieve a larger torque capacity under the same volume, so arranging the planetary gear unit 17 at the last stage can increase the overall service life of the transmission system.

[0027] In other embodiments, 0-stage, 1-stage or multiple-stage reduction can be set between the input end and the output end of the second transmission unit 13, that is, the number of transmission gears and transmission shafts set in the second transmission unit 13 is not limited, and can be set according to the actual needs of the vehicle, so that the electric drive axle transmission system for new energy commercial vehicles can have a wider speed ratio range and be suitable for a variety of vehicle models.

[0028] In this embodiment, if Figure 1 , Figure 2As shown, the first transmission unit 12 includes a first transmission shaft 121 and a first gear 122. The first motor unit 11 is transmission-connected to the first transmission shaft 121. Specifically, the first motor unit 11 and the first transmission shaft 121 may be key-connected. The first gear 122 is transmission-connected to the first transmission shaft 121. Specifically, the first gear 122 has a smaller diameter, so that the first gear 122 and the first transmission shaft 121 are integrally forged into a gear shaft structure, which can improve the service life of the first transmission shaft 121 and the first gear 122.

[0029] The second transmission unit 13 includes a second gear 131, a reduction transmission assembly 132, and a third gear 133. The first gear 122 is meshed with the second gear 131. The first gear 122 and the second gear 131 have a first reduction ratio. The second gear 131 is transmission-connected to the input end of the reduction transmission assembly 132. The third gear 133 is transmission-connected to the output end of the reduction transmission assembly 132. The third gear 133 is transmission-connected to the third transmission unit 14, and the third gear 133 and the third transmission unit 14 have a second reduction ratio.

[0030] Through the above arrangement, the power output by the first motor unit 11 is transmitted to the second transmission unit 13 through the first transmission shaft 121 and the first gear 122. The second gear 131 serves as the input end of the second transmission unit 13, and the third gear 133 serves as the output end of the second transmission unit 13. Different numbers of gears and transmission shafts can be arranged in the reduction transmission assembly 132 to achieve different levels of reduction, so that the electric drive axle transmission system for new energy commercial vehicles can have a wider speed ratio range.

[0031] In this embodiment, if Figure 1 , Figure 2 As shown, the reduction transmission assembly 132 includes a second transmission shaft 1321. The second gear 131 and the third gear 133 are both connected to the second transmission shaft 1321. It should be understood that for gears with smaller diameters, the gears and the shaft can be integrally formed by forging, and for gears with larger diameters, the gears and the shaft can be connected by keys. When only one second transmission shaft 1321 is provided in the reduction transmission assembly 132, the second gear 131 transmits power to the third gear 133 through the second transmission shaft 1321, and the reduction transmission assembly 132 is a 0-stage reduction, that is, the torque and speed of the power do not change during the transmission between the second gear 131 and the third gear 133. Thereby simplifying the transmission structure of the electric drive axle transmission system for new energy commercial vehicles and improving the transmission efficiency.

[0032] In this embodiment, if Figure 1 , Figure 2As shown, the reduction transmission assembly 132 includes a second transmission shaft 1321, a third transmission shaft 1322, a fourth gear 1323, and a fifth gear 1324. The second gear 131 and the fourth gear 1323 are both transmission-connected to the second transmission shaft 1321. The fifth gear 1324 and the third gear 133 are both transmission-connected to the third transmission shaft 1322. The fourth gear 1323 meshes with the fifth gear 1324. There is a sixth reduction ratio between the fourth gear 1323 and the fifth gear 1324. When two transmission shafts are provided in the reduction transmission assembly 132, namely the second transmission shaft 1321 and the third transmission shaft 1322, the second gear 131 needs to first transmit power to the fourth gear 1323 through the second transmission shaft 1321, and then transmit power to the fifth gear 1324 through the fourth gear 1323. Under the influence of the sixth reduction ratio, the torque and speed of the power change, and the fifth gear 1324 transmits power to the third gear 133 through the third transmission shaft 1322. At this time, the reduction ratio in the first gear is the product of the first reduction ratio, the sixth reduction ratio, the second reduction ratio, the fourth reduction ratio and the fifth reduction ratio, and the reduction ratio in the third gear is the product of the first reduction ratio, the sixth reduction ratio, the second reduction ratio and the fourth reduction ratio. Thus, the effect of a higher reduction ratio in the first gear is achieved, the upper limit of the speed ratio of the electric drive axle transmission system for new energy commercial vehicles is increased, and it can better adapt to the high speed ratio requirements of climbing when the vehicle is fully loaded.

[0033] In this embodiment, if Figure 1 , Figure 2 , Figure 3 As shown, the third transmission unit 14 includes a fourth transmission shaft 141 .

[0034] The first shift unit 15 includes a first gear sleeve 151, a sixth gear 152 and a seventh gear 153. The first gear sleeve 151 is slidably connected with the fourth transmission shaft 141 and transmits to each other. The sixth gear 152 is meshed with the third gear 133. The seventh gear 153 is meshed with the first gear 122.

[0035] The first state includes the first gear sleeve 151 meshing with the sixth gear 152. The second state includes the first gear sleeve 151 meshing with the seventh gear 153. The third state includes the first gear sleeve 151 disengaging from the sixth gear 152 and the seventh gear 153.

[0036] By sliding and meshing different gears of the first gear sleeve 151, the vehicle can realize gear shifting operation and realize the switching of the vehicle's power performance. In the first state, the torque of the power increases and the speed decreases; in the second state, the torque of the power decreases and the speed increases; in the third state, it can be a neutral state. When the reduction transmission assembly 132 has two transmission shafts, namely the second transmission shaft 1321 and the third transmission shaft 1322, the seventh gear 153 is separated from the second transmission shaft 1321 and the third transmission shaft 1322 when meshing with the first gear 122, so that the space surrounded by the first transmission shaft 121, the second transmission shaft 1321, the third transmission shaft 1322 and the fourth transmission shaft 141 is large, and it is not easy to interfere with multiple gears and transmission shafts, which reduces the degree of crowding between multiple gears or multiple shafts, which is conducive to the arrangement and design of the overall architecture of the electric drive axle transmission system for new energy commercial vehicles. Compared with the solution in which the reduction transmission assembly 132 has only the second transmission shaft 1321, the reduction transmission assembly 132 in this embodiment has two transmission shafts, namely the second transmission shaft 1321 and the third transmission shaft 1322, so that there is a certain difference in the speed ratio between the first gear and the second gear, which to a certain extent avoids the speed ratio of the first gear and the second gear being too close and unable to cope with different driving conditions.

[0037] In this embodiment, if Figure 3 As shown, from the axial perspective of the electric drive axle, that is, from the side view of the vehicle, the direction from the first transmission shaft 121 to the second transmission shaft 1321 is the first direction. The direction from the first transmission shaft 121 to the fourth transmission shaft 141 is the second direction. The angle between the first direction and the second direction is an obtuse angle. That is, the angle between the second transmission shaft 1321 and the fourth transmission shaft 141 with the first transmission shaft 121 as the fulcrum is set to an obtuse angle, so as to reduce the space occupied by the electric drive axle transmission system for new energy commercial vehicles in the width direction of the vehicle, make full use of the length space in the driving direction of the vehicle, and facilitate the overall layout of the electric drive axle transmission system for new energy commercial vehicles to be more regular.

[0038] In this embodiment, if Figure 1 , Figure 2 As shown, the third transmission unit 14 further includes an eighth gear 142. The eighth gear 142 is transmission-connected with the fourth transmission shaft 141. Specifically, the eighth gear 142 and the fourth transmission shaft 141 are forged into a gear shaft structure.

[0039] The second shift unit 16 includes a second gear sleeve 161 and a ninth gear 162. The eighth gear 142, the ninth gear 162 and the second gear sleeve 161 are meshed in sequence. There is a fourth reduction ratio between the eighth gear 142 and the ninth gear 162. The second gear sleeve 161 is slidably arranged, and the second gear sleeve 161 is constantly meshed with the ninth gear 162 through a spline.

[0040] The fourth state includes the second gear sleeve 161 being in driving connection with the sun gear 171. The fifth state includes the second gear sleeve 161 being in driving connection with the planet carrier differential assembly 174. The sixth state includes the second gear sleeve 161 being disengaged from the sun gear 171 and the planet carrier differential assembly 174.

[0041] Through the above arrangement, the vehicle can realize four-speed shifting operation through the first shifting unit 15 and the second shifting unit 16, thereby improving the power of the vehicle. The eighth gear 142, the ninth gear 162 and the second gear sleeve 161 are always meshed in sequence, and the shifting operation is realized by sliding the position of the second gear sleeve 161, so that the fourth transmission shaft 141 transmits different levels of power to the output shaft assembly 20. In the fourth state, the torque of the power increases and the speed decreases; in the fifth state, the torque of the power decreases and the speed increases; the sixth state can be a neutral state.

[0042] In this embodiment, if Figure 1 , Figure 2 As shown, the output shaft assembly 20 includes a first half shaft 21 and a second half shaft 22. The first half shaft 21 and the second half shaft 22 are both drivingly connected to the planetary carrier differential assembly 174. The first half shaft 21 and the second half shaft 22 are coaxial and face oppositely. The center of the ninth gear 162 has a clearance channel. The first half shaft 21 is inserted into the clearance channel. The first half shaft 21 and the ninth gear 162 are separated from each other.

[0043] Through the above arrangement, the output shaft assembly 20 can output power in both directions, thereby controlling the wheels on both sides of the vehicle. The position arrangement of the first half shaft 21 and the ninth gear 162 effectively reduces the overall structural volume, optimizing the structural arrangement of the electric drive axle transmission system for new energy commercial vehicles.

[0044] In other embodiments, Figure 4 As shown, the first transmission shaft 121, the second transmission shaft 1321, the third transmission shaft 1322, the fourth transmission shaft 141, and the output shaft assembly 20 can be parallel to each other, and at least one end portion is located on the same reference horizontal plane, thereby further optimizing the structural arrangement of the electric drive axle transmission system for new energy commercial vehicles.

[0045] In this embodiment, if Figure 2 , Figure 5 , Figure 6 As shown, the electric drive axle transmission system for new energy commercial vehicles also includes a second transmission assembly 30, and the second transmission assembly 30 includes a second motor unit 31 and a fourth transmission unit 32. The second motor unit 31, the fourth transmission unit 32 and the planetary carrier differential assembly 174 are sequentially connected in transmission. The power output of the first transmission assembly 10 and the second transmission assembly 30 converges on the planetary carrier differential assembly 174.

[0046] The fourth transmission unit 32 includes a fifth transmission shaft 321, a tenth gear 322, a sixth transmission shaft 323, an eleventh gear 324, a twelfth gear 325 and a thirteenth gear 326. The fifth transmission shaft 321 is transmission-connected to the second motor unit 31. The tenth gear 322 is transmission-connected to the fifth transmission shaft 321. The eleventh gear 324 and the twelfth gear 325 are both transmission-connected to the sixth transmission shaft 323. The tenth gear 322 is meshed with the eleventh gear 324. There is a seventh reduction ratio between the tenth gear 322 and the eleventh gear 324. The thirteenth gear 326 is transmission-connected to the planetary carrier differential assembly. The twelfth gear 325 is meshed with the thirteenth gear 326. There is an eighth reduction ratio between the twelfth gear 325 and the thirteenth gear 326.

[0047] Through the above arrangement, the second motor unit 31 cooperates with the first motor unit 11 to realize dual-motor transmission, avoiding power interruption during the vehicle's gear shifting operation, making the gear shifting smoother and improving the vehicle's power and economy.

[0048] In this embodiment, this embodiment discloses a new energy commercial vehicle, which includes the electric drive axle transmission system for new energy commercial vehicles of any one of the above embodiments. The new energy commercial vehicle also includes a frame assembly, an electric drive axle assembly, and a suspension assembly. The electric drive axle assembly may include structures such as an electric drive axle housing and a brake drum. The first transmission assembly 10, the output shaft assembly 20, and the second transmission assembly 30 of the electric drive axle transmission system for new energy commercial vehicles are detachably connected to the electric drive axle assembly, respectively, and the electric drive axle assembly is detachably connected to the frame assembly through the suspension assembly, so that the electric drive axle transmission system for new energy commercial vehicles provides power for the vehicle.

[0049] In other embodiments, the length direction of the frame assembly is parallel to the direction of the vehicle traveling in a straight line. The first transmission shaft 121 in the electric drive axle transmission system is perpendicular to the length direction of the frame assembly; the projection of the first transmission unit 12, the second transmission unit 13 and the third transmission unit 14 along the length direction of the frame assembly is the first projection, and the projection of the second shift unit 16 along the length direction of the frame assembly is the second projection, and the first projection is located within the second projection range.

[0050] The second transmission unit 13, the first transmission unit 12, and the third transmission unit 14 are sequentially staggered along the length direction of the frame assembly; the first transmission unit 12, the second shift unit 16, and the third transmission unit 14 are sequentially staggered along the height direction of the vehicle. When there is only one second transmission shaft 1321 in the second transmission unit 13, the first transmission shaft 121, the second transmission shaft 1321, the axis of the second shift unit 16, and the fourth transmission shaft 141 are sequentially staggered along the height direction of the vehicle. When the second transmission unit 13 includes the second transmission shaft 1321 and the third transmission shaft 1322, the first transmission shaft 121, the second transmission shaft 1321, the axis of the second shift unit 16, the fourth transmission shaft 141, and the third transmission shaft 1322 are sequentially staggered along the height direction of the vehicle.

[0051] Thus, the maximum length of the first transmission assembly 10 is limited by the distance between the second transmission unit 13 and the second shift unit 16; the maximum width of the first transmission assembly 10 is limited by the second shift unit 16, so that the first transmission assembly 10 can be reasonably arranged in the limited space of the new energy commercial vehicle, and the assembly difficulty of the transmission structures is not easy to cause interference, and the transmission ratio requirements transmitted in sequence by the first transmission unit 12, the second transmission unit 13 and the third transmission unit 14 are lower than those of the planetary gear unit 17, the gear difference is smaller, the associated meshing between them is easier to achieve, and the distance between them can be as large as possible, which is conducive to achieving a loose arrangement pattern that presents a rectangular arrangement as much as possible, and finally achieving the multi-gear requirements of the new energy commercial vehicle while having high transmission stability, less assembly difficulty, and better overall balance of the vehicle.

[0052] The first transmission assembly 10 and the second transmission assembly 30 can realize modular production and assembly in new energy vehicles, and can be adapted to single-motor electric drive axles and dual-motor electric drive axles according to different vehicle models. Since the speed ratio range of the first transmission assembly 10 is relatively large, the speed ratio of the second transmission assembly 30 can be set to a fixed reduction ratio, and the second transmission assembly 30 can be used to maintain a high transmission efficiency and a high fuel economy when the vehicle is in a high-speed cruising state.

[0053] When the vehicle needs to have a greater power demand, the second transmission assembly 30 serves as a power auxiliary for the four-speed gearbox (main box) of the first transmission assembly 10, and the power of the first transmission assembly 10 and the second transmission assembly 30 converge at the planetary carrier differential assembly 174. When the vehicle is cruising at high speed, the second transmission assembly 30 can be used as the main power output. If the first transmission assembly 10 outputs power at high speed, there are more transmission shafts and gears, the friction in the transmission process is large, and the oil stirring loss is large. In order to avoid the above problems, the second gear sleeve 161 can be adjusted to the sixth state at this time, which is in the neutral position, and the power of the first transmission assembly 10 is disconnected, and only the second transmission assembly 30 realizes two-stage transmission power output, which is efficient. If multiple first shift units 15 or second shift units 16 are added to the second transmission assembly 30 in order to achieve multiple gears, it is necessary to add gear pairs, shift mechanisms, etc., resulting in increased costs, and the speed ratio of the second transmission assembly 30 will have a repeated section with the speed ratio of the first transmission assembly 10, resulting in power waste. Therefore, in order to reduce the power redundancy of the vehicle and reduce costs, it is more reasonable to set four gear switching. At the same time, setting 4 gears has a finer speed ratio distribution than setting 3 gears, which can place more common working conditions in the high-efficiency area of ​​the motor and reduce the energy consumption of the whole vehicle; compared with 5 gears, it has advantages in volume and cost, which facilitates the layout of the whole vehicle.

[0054] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. An electric drive axle transmission system for new energy commercial vehicles, characterized in that: The electric drive axle transmission system for new energy commercial vehicles includes a first transmission assembly and an output shaft assembly, wherein the first transmission assembly includes a first motor unit, a first transmission unit, a second transmission unit, a third transmission unit, a first shift unit, a second shift unit and a planetary gear unit; The first motor unit, the first transmission unit, and the second transmission unit are sequentially connected in transmission; a first reduction ratio is provided between the first transmission unit and the second transmission unit; The first shift unit includes a first state, a second state and a third state; the first state includes that the second transmission unit is in transmission connection with the third transmission unit; there is a second reduction ratio between the second transmission unit and the third transmission unit; the second state includes that the first transmission unit is in transmission connection with the third transmission unit through the first shift unit; there is a third reduction ratio between the first transmission unit and the third transmission unit; the third state includes that the third transmission unit is disengaged from the first transmission unit and the second transmission unit; The third transmission unit is in transmission connection with the second shift unit; a fourth reduction ratio is provided between the third transmission unit and the second shift unit; The planetary gear unit comprises a sun gear, a planetary gear, a ring gear and a planetary carrier differential assembly; a plurality of the planetary gears are arranged around the sun gear; the planetary gears are respectively meshed with the sun gear and the ring gear; the planetary gears are rotationally connected with the planetary carrier differential assembly; the planetary carrier differential assembly is transmission-connected with the output shaft assembly; a fifth reduction ratio is provided between the sun gear and the planetary carrier differential assembly; The second shift unit includes a fourth state, a fifth state and a sixth state; the fourth state includes the second shift unit being connected to the sun gear; the fifth state includes the second shift unit being connected to the planetary carrier differential assembly; the sixth state includes the second shift unit being disengaged from the planetary row unit; the product of the first reduction ratio and the second reduction ratio is less than the product of the third reduction ratio and the fifth reduction ratio.

2. The electric drive axle transmission system for new energy commercial vehicles according to claim 1 is characterized in that: The first transmission unit includes a first transmission shaft and a first gear; the first motor unit is transmission-connected to the first transmission shaft; the first gear is transmission-connected to the first transmission shaft; The second transmission unit includes a second gear, a reduction transmission assembly and a third gear; the first gear is meshed with the second gear; the first gear and the second gear have the first reduction ratio; the second gear is transmission-connected to the input end of the reduction transmission assembly; the third gear is transmission-connected to the output end of the reduction transmission assembly; the third gear is transmission-connected to the third transmission unit, and the second reduction ratio is between the third gear and the third transmission unit.

3. The electric drive axle transmission system for new energy commercial vehicles according to claim 2 is characterized in that: The reduction transmission assembly includes a second transmission shaft; the second gear and the third gear are both transmission-connected to the second transmission shaft.

4. The electric drive axle transmission system for a new energy commercial vehicle according to claim 2, characterized in that: The reduction transmission assembly includes a second transmission shaft, a third transmission shaft, a fourth gear, and a fifth gear; the second gear and the fourth gear are both transmission-connected to the second transmission shaft; the fifth gear and the third gear are both transmission-connected to the third transmission shaft; the fourth gear is meshed with the fifth gear; and a sixth reduction ratio is defined between the fourth gear and the fifth gear.

5. The electric drive axle transmission system for new energy commercial vehicles according to claim 4 is characterized in that: The third transmission unit includes a fourth transmission shaft; The first shift unit comprises a first gear sleeve, a sixth gear and a seventh gear; the first gear sleeve is slidably connected with the fourth transmission shaft and transmits to each other; the sixth gear is meshed with the third gear; the seventh gear is meshed with the first gear; The first state includes the first gear sleeve being meshed with the sixth gear; the second state includes the first gear sleeve being meshed with the seventh gear; and the third state includes the first gear sleeve being disengaged from the sixth gear and the seventh gear.

6. The electric drive axle transmission system for new energy commercial vehicles according to claim 5 is characterized in that: The direction from the first transmission shaft to the second transmission shaft is the first direction; the direction from the first transmission shaft to the fourth transmission shaft is the second direction; and the angle between the first direction and the second direction is an obtuse angle.

7. The electric drive axle transmission system for new energy commercial vehicles according to claim 6 is characterized in that: The third transmission unit further includes an eighth gear; the eighth gear is transmission-connected to the fourth transmission shaft; The second shift unit comprises a second gear sleeve and a ninth gear; the eighth gear, the ninth gear and the second gear sleeve are meshed in sequence; the eighth gear and the ninth gear have the fourth reduction ratio; the second gear sleeve is slidably arranged; the second gear sleeve is constantly meshed with the ninth gear; The fourth state includes the second gear sleeve being drivingly connected to the sun gear; the fifth state includes the second gear sleeve being drivingly connected to the planetary carrier differential assembly; and the sixth state includes the second gear sleeve being disengaged from the sun gear and the planetary carrier differential assembly.

8. The electric drive axle transmission system for new energy commercial vehicles according to claim 7 is characterized in that: The output shaft assembly includes a first half shaft and a second half shaft; the first half shaft and the second half shaft are both drivingly connected to the planetary carrier differential assembly; the first half shaft and the second half shaft are coaxial and face oppositely; the center of the ninth gear has a clearance channel; the second half shaft is inserted into the clearance channel; the second half shaft and the ninth gear are separated from each other.

9. The electric drive axle transmission system for new energy commercial vehicles according to claim 8, characterized in that: The electric drive axle transmission system for new energy commercial vehicle further includes a second transmission assembly, which includes a second motor unit and a fourth transmission unit; the second motor unit, the fourth transmission unit and the planetary carrier differential assembly are sequentially connected in transmission; the power outputs of the first transmission assembly and the second transmission assembly converge on the planetary carrier differential assembly; The fourth transmission unit includes a fifth transmission shaft, a tenth gear, a sixth transmission shaft, an eleventh gear, a twelfth gear and a thirteenth gear; the fifth transmission shaft is transmission-connected to the second motor unit; the tenth gear is transmission-connected to the fifth transmission shaft; the eleventh gear and the twelfth gear are both transmission-connected to the sixth transmission shaft; the tenth gear is meshed with the eleventh gear; The tenth gear and the eleventh gear have a seventh reduction ratio; the thirteenth gear is drivingly connected to the planetary carrier differential assembly; the twelfth gear is meshed with the thirteenth gear; and the twelfth gear and the thirteenth gear have an eighth reduction ratio.

10. A new energy commercial vehicle, characterized in that: The new energy commercial vehicles include: The electric drive axle transmission system for a new energy commercial vehicle according to any one of claims 1 to 9; A frame assembly, an electric drive axle assembly and a suspension assembly, wherein the electric drive axle assembly is detachably connected to the frame assembly through the suspension assembly; the first transmission assembly, the output shaft assembly and the second transmission assembly of the electric drive axle transmission system for the new energy commercial vehicle are detachably connected to the electric drive axle assembly respectively.

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