Electric drive axle and vehicle

Abstract

The invention relates to the technical field of vehicles, and particularly discloses an electric drive axle and a vehicle, the electric drive axle comprises a motor, a speed reducer, a differential mechanism and a power takeoff, the motor, the speed reducer and the differential mechanism are sequentially in transmission connection, and the power takeoff is in transmission connection with the speed reducer. The power takeoff comprises a transmission assembly, a first power takeoff output shaft, a second power takeoff output shaft, a first bevel gear and a second bevel gear, the first bevel gear and the second bevel gear are meshed with each other, the transmission assembly has a first state and a second state, and in the first state, the transmission assembly establishes transmission connection between the speed reducer and the first power takeoff output shaft; and in the second state, the transmission assembly disconnects the transmission connection between the speed reducer and the first power take-off output shaft, one end of the first power take-off output shaft is in transmission connection with the first bevel gear, and the second bevel gear is in transmission connection with the second power take-off output shaft. Due to the fact that the first power take-off output shaft and the second power take-off output shaft are perpendicular to each other, the design flexibility of the vehicle chassis is improved.

Description

Technical Field

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

[0002] At present, the power drive system of pure electric commercial vehicles is mostly "oil-to-electric", which is based on the traditional fuel vehicle. The engine is replaced by a drive motor, and the original gearbox, drive shaft and traditional drive axle are retained. However, with the development of electric vehicles and the continuous evolution of electric drive technology, integrated electric drive systems have become the future development trend. Electric drive axles have technical advantages such as high integration, light weight and high efficiency.

[0003] However, since electric drive axles basically do not have a power take-off function, their use scenarios are relatively limited, making it more difficult to promote electric drive axles in the market. At present, some manufacturers have begun to launch electric drive axles with integrated power take-offs. The output direction of the power take-off output shaft of electric drive axles with integrated power take-offs is either horizontal output or vertical output, which limits the design of the vehicle chassis. Summary of the invention

[0004] The purpose of the present invention is to provide an electric drive axle and a vehicle to solve the problem in the related art that the output direction of the power take-off output shaft of the electric drive axle integrated with a power take-off is single, which limits the vehicle chassis design.

[0005] In one aspect, the present invention provides an electric drive axle, which includes a motor, a reducer, a differential and a power take-off, wherein the motor, the reducer and the differential are sequentially connected in driving connection, and the power take-off is connected in driving connection with the reducer;

[0006] The power take-off includes a transmission assembly, a first power take-off output shaft, a second power take-off output shaft, and a first bevel gear and a second bevel gear that mesh with each other. The transmission assembly includes a first state and a second state. In the first state, the transmission assembly establishes a transmission connection between the reducer and the first power take-off output shaft so that the first power take-off output shaft rotates around the axis of the first power take-off output shaft. In the second state, the transmission assembly disconnects the transmission connection between the reducer and the first power take-off output shaft, one end of the first power take-off output shaft is transmission-connected to the first bevel gear, and the second bevel gear is transmission-connected to the second power take-off output shaft.

[0007] As an optimal technical solution for the electric drive axle, the transmission assembly includes a first power take-off gear, a power take-off hollow shaft, a second power take-off gear, a power take-off gear hub and a power take-off gear sleeve. The first power take-off gear and the second power take-off gear are respectively sleeved on the power take-off hollow shaft and are respectively transmission-connected to the power take-off hollow shaft. The first power take-off gear is transmission-connected to the reducer. The first power take-off output shaft is passed through the power take-off hollow shaft and rotationally cooperates with the power take-off hollow shaft. The power take-off gear hub is sleeved on the first power take-off output shaft and transmission-coordinated with the first power take-off output shaft. In the first state, the power take-off gear sleeve establishes a transmission connection between the power take-off gear hub and the second power take-off gear. In the second state, the power take-off gear sleeve disconnects the power take-off gear hub and the second power take-off gear from the transmission connection.

[0008] As a preferred technical solution for the electric drive axle, the reducer includes an intermediate shaft, a shift shaft, at least two gear driving gears, at least two gear driven gears and a shift assembly, the motor is used to drive the intermediate shaft to rotate, at least two of the gear driving gears are sleeved on the intermediate shaft and are transmission-connected to the intermediate shaft, at least two of the gear driven gears are sleeved on the shift shaft and are rotationally matched with the shift shaft, at least two of the gear driving gears and at least two of the gear driven gears correspond to each other one by one and mesh with each other, the number of teeth of the gear driving gears is different, the shift assembly can selectively connect at least one of the two gear driven gears to the shift shaft, the shift shaft is transmission-connected to the differential, and at least one of the two gear driven gears is transmission-connected to the power take-off.

[0009] As a preferred technical solution for the electric drive axle, one of at least two gear driven gears having the largest number of teeth is transmission-connected to the power take-off.

[0010] As a preferred technical solution of the electric drive axle, the gear driving gears include two, and the gear driven gears include two;

[0011] The shift assembly includes a shift gear seat with the same number of teeth, a shift gear sleeve and two outer gear rings, the two outer gear rings are respectively fixedly connected to the two gear driven gears coaxially, the two outer gear rings are located between the two gear driven gears, the shift gear seat is sleeved on the shift shaft and is transmission connected to the shift shaft, the shift gear seat is located between the two outer gear rings, the shift gear sleeve includes a first position and a second position, in the first position, the shift gear sleeve is meshed with the shift gear seat and one of the outer gear rings at the same time, and in the second position, the shift gear sleeve is meshed with the shift gear seat and the other of the outer gear rings at the same time.

[0012] As a preferred technical solution for the electric drive axle, the shift shaft is a hollow shaft structure;

[0013] The differential includes a housing, a first half-shaft gear, a second half-shaft gear, a first half-shaft and a second half-shaft, one end of the shift shaft is fixedly connected to the housing, one end of the first half-shaft passes through the shift shaft and extends into the housing, the first half-shaft is fixedly connected to the first half-shaft gear, and one end of the second half-shaft extends into the housing and meshes with the second half-shaft bevel gear.

[0014] As a preferred technical solution for the electric drive axle, it also includes two wheel-side reducers, which are respectively transmission-connected to the other end of the first half-shaft and the other end of the second half-shaft.

[0015] As a preferred technical solution for the electric drive axle, the wheel-side reducer is a planetary gear train structure, with the sun gear as the input end, the planet carrier as the output end, and the ring gear being used for fixing to the chassis of the vehicle.

[0016] As a preferred technical solution for the electric drive axle, the power take-off and the motor are respectively arranged on both sides of the differential.

[0017] In another aspect, the present invention provides a vehicle, comprising the electric drive axle in any of the above schemes.

[0018] The beneficial effects of the present invention are:

[0019] The present invention provides an electric drive axle and a vehicle and a vehicle, wherein the electric drive axle comprises a motor, a reducer, a differential and a power take-off, wherein the motor, the reducer and the differential are sequentially connected in transmission, and the power take-off is connected in transmission with the reducer. The power take-off comprises a transmission assembly, a first power take-off output shaft, a second power take-off output shaft and a first bevel gear and a second bevel gear meshing with each other, wherein the transmission assembly comprises a first state and a second state, wherein in the first state, the transmission assembly establishes a transmission connection between the reducer and the first power take-off output shaft so that the first power take-off output shaft rotates around the axis of the first power take-off output shaft, and in the second state, the transmission assembly disconnects the transmission connection between the reducer and the first power take-off output shaft, wherein one end of the first power take-off output shaft is connected in transmission with the first bevel gear, and the second bevel gear is connected in transmission with the second power take-off output shaft. When the motor starts working, the torque output by the motor is sequentially transmitted to the wheels through the reducer and the differential to realize the driving of the vehicle. At the same time, when the transmission assembly is in the first state, the reducer can transmit part of the torque to the first power take-off output shaft, and the first power take-off output shaft can transmit the torque to the second power take-off output shaft through the first bevel gear and the second bevel gear that are meshed with each other. Since the first power take-off output shaft and the second power take-off output shaft are arranged perpendicular to each other, the first power take-off output shaft and the second power take-off output shaft are arranged one along the length direction of the vehicle and the other along the width direction of the vehicle. Designers can connect external equipment to the first power take-off output shaft or the second power take-off output shaft according to the layout of the chassis. This arrangement improves the flexibility of the vehicle chassis design. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 The structure of the electric drive bridge in the embodiment of the present invention is shown in FIG. Figure 1 ;

[0021] Figure 2 The structure of the electric drive bridge in the embodiment of the present invention is shown in FIG. Figure 2 .

[0022] In the figure:

[0023] 1. Motor;

[0024] 2. Speed ​​reducer; 21. Intermediate shaft; 22. Shift shaft; 23. Shift driving gear; 24. Shift driven gear; 251. Shift gear seat; 252. Shift gear sleeve; 253. External gear ring; 26. Shifting gear; 27. Driven gear; 28. Driving shaft;

[0025] 3. Differential; 31. Housing; 32. First half-shaft gear; 33. Second half-shaft gear; 34. First half-shaft; 35. Second half-shaft;

[0026] 4. Power take-off; 411. First power take-off gear; 412. Power take-off hollow shaft; 413. Second power take-off gear; 414. Power take-off gear hub; 415. Power take-off gear sleeve; 42. First power take-off output shaft; 43. Second power take-off output shaft; 44. First bevel gear; 45. Second bevel gear;

[0027] 5. Wheel-side reducer; 51. Sun gear; 52. Planet carrier; 53. Ring gear; 54. Planetary gear. DETAILED DESCRIPTION

[0028] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments 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] In the description of the present invention, it should be noted that the orientations or positional relationships indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. are 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, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and the first feature "above", "above" and "above" the second feature include the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. The first feature "below", "below" and "below" the second feature include the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0030] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0031] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0032] like Figure 1 and Figure 2 As shown, this embodiment provides an electric drive axle, which includes a motor 1, a reducer 2, a differential 3 and a power take-off 4. The motor 1, the reducer 2 and the differential 3 are transmission-connected in sequence, and the power take-off 4 is transmission-connected to the reducer 2.

[0033] The power take-off 4 includes a transmission assembly, a first power take-off output shaft 42, a second power take-off output shaft 43, and a first bevel gear 44 and a second bevel gear 45 meshing with each other. The transmission assembly includes a first state and a second state. In the first state, the transmission assembly establishes a transmission connection between the reducer 2 and the first power take-off output shaft 42, so that the first power take-off output shaft 42 rotates around the axis of the first power take-off output shaft 42. In the second state, the transmission assembly disconnects the transmission connection between the reducer 2 and the first power take-off output shaft 42, and one end of the first power take-off output shaft 42 is transmission-connected to the first bevel gear 44, and the second bevel gear 45 is transmission-connected to the second power take-off output shaft 43. The motor 1 starts to work, and the torque output by the motor 1 is sequentially transmitted to the wheels through the reducer 2 and the differential 3 to achieve the driving of the vehicle. At the same time, when the transmission assembly is in the first state, the reducer 2 can transmit part of the torque to the first power take-off output shaft 42, and the first power take-off output shaft 42 can transmit the torque to the second power take-off output shaft 43 through the first bevel gear 44 and the second bevel gear 45 that are meshed with each other. Since the first power take-off output shaft 42 and the second power take-off output shaft 43 are arranged perpendicular to each other, the first power take-off output shaft 42 and the second power take-off output shaft 43 are arranged one along the length direction of the vehicle and the other along the width direction of the vehicle. Designers can connect external equipment to the first power take-off output shaft 42 or the second power take-off output shaft 43 according to the layout of the chassis. This arrangement improves the flexibility of the vehicle chassis design.

[0034] As for the specific structure of the transmission assembly, optionally, the transmission assembly includes a first power take-off gear 411, a power take-off hollow shaft 412, a second power take-off gear 413, a power take-off gear hub 414 and a power take-off gear sleeve 415. The first power take-off gear 411 and the second power take-off gear 413 are respectively sleeved on the power take-off hollow shaft 412 and are respectively transmission-connected to the power take-off hollow shaft 412. The first power take-off gear 411 is transmission-connected to the reducer 2. The first power take-off output shaft 42 is penetrated by the power take-off hollow shaft 412 and is rotationally matched with the power take-off hollow shaft 412. The power take-off gear hub 414 is sleeved on the first power take-off output shaft 42 and is transmission-matched with the first power take-off output shaft 42. In the first state, the power take-off gear sleeve 415 establishes a transmission connection between the power take-off gear hub 414 and the second power take-off gear 413. In the second state, the power take-off gear sleeve 415 disconnects the transmission connection between the power take-off gear hub 414 and the second power take-off gear 413. In this embodiment, in the first state, the first power take-off gear 411 receives part of the torque of the reducer 2 and then rotates, thereby driving the second power take-off gear 413 to rotate synchronously. At this time, the power take-off gear hub 414 is in transmission connection with the second power take-off gear 413. Since the second power take-off gear 413 drives the power take-off gear hub 414 to rotate, the first power take-off output shaft 42 is driven to rotate. In the second state, the first power take-off gear 411 receives part of the torque of the reducer 2 and then rotates, thereby driving the second power take-off gear 413 to rotate synchronously. At this time, the power take-off gear hub 414 and the second power take-off gear 413 are disconnected from the transmission connection, thereby failing to drive the power take-off gear hub 414 to rotate. At this time, the first power take-off output shaft 42 is in a state of no output power.

[0035] As for how the power take-off gear sleeve 415 establishes a transmission connection between the second power take-off gear 413 and the power take-off gear hub 414, optionally, the second power take-off gear 413, the power take-off gear sleeve 415 and the power take-off gear hub 414 have the same number of teeth, and in the first state, the power take-off gear sleeve 415 moves along the axial direction of the power take-off hollow shaft 412, and is sleeved on the second power take-off gear 413 and the power take-off gear hub 414 and meshes with the second power take-off gear 413 and the power take-off gear hub 414. In the second state, the power take-off gear sleeve 415 moves along the axial direction of the power take-off hollow shaft 412, thereby disengaging the second power take-off gear 413 from the meshing of the power take-off gear sleeve 415.

[0036] Optionally, the reducer 2 includes an intermediate shaft 21, a shift shaft 22, at least two gear driving gears 23, at least two gear driven gears 24 and a shift assembly, the motor 1 is used to drive the intermediate shaft 21 to rotate, the at least two gear driving gears 23 are sleeved on the intermediate shaft 21 and are transmission-connected to the intermediate shaft 21, at least two gear driven gears 24 are sleeved on the shift shaft 22 and are rotationally matched with the shift shaft 22, at least two gear driving gears 23 and at least two gear driven gears 24 correspond to each other one by one and mesh with each other, the number of teeth of the gear driving gears 23 is different, and the shift assembly can selectively transmission-connect at least one of the two gear driven gears 24 to the shift shaft 22, the shift shaft 22 is transmission-connected to the differential 3, and at least one of the two gear driven gears 24 is transmission-connected to the power take-off 4. In this embodiment, the motor 1 drives the intermediate shaft 21 to rotate, thereby driving at least two gear driving gears 23 on the intermediate shaft 21 to rotate, so as to realize the rotation of at least two gear driven gears 24. Since the number of teeth of the gear driving gears 23 is different, the speed of each gear driven gear 24 is also different. At this time, the gear driven gears 24 of different gears are connected to the shift shaft 22 through the shift assembly to realize the adjustment of the speed of the shift shaft 22. The first power take-off gear 411 of the power take-off 4 is meshed with one of the at least two gear driven gears 24.

[0037] Optionally, the reducer 2 further includes a driving gear 26, a driving shaft 28 and a driven gear 27, the driving gear 26 is sleeved on the driving shaft 28 and fixedly connected to the driving shaft 28, the driven gear 27 is sleeved on the intermediate shaft 21 and fixedly connected to the intermediate shaft 21, the driving gear 26 is meshed with the driven gear 27, and the motor 1 drives the driving shaft 28 to rotate.

[0038] Optionally, the one with the largest number of teeth in at least two gear driven gears 24 is transmission-connected to the power take-off 4. In this embodiment, this arrangement can effectively reduce the output speed of the first power take-off output shaft 42 and the second power take-off output shaft 43 of the power take-off 4, which is conducive to adaptation with external equipment.

[0039] Optionally, the gear driving gears 23 include two, and the gear driven gears 24 include two; the shift assembly includes a shift gear seat 251 with the same number of teeth, a shift gear sleeve 252 and two outer gear rings 253, the two outer gear rings 253 are respectively coaxially fixed to the two gear driven gears 24, the two outer gear rings 253 are located between the two gear driven gears 24, the shift gear seat 251 is sleeved on the shift shaft 22 and is transmission connected to the shift shaft 22, the shift gear seat 251 is located between the two outer gear rings 253, the shift gear sleeve 252 includes a first position and a second position, in the first position, the shift gear sleeve 252 is simultaneously meshed with the shift gear seat 251 and one outer gear ring 253, in the second position, the shift gear sleeve 252 is simultaneously meshed with the shift gear seat 251 and the other outer gear ring 253. In this embodiment, the shift gear sleeve 252 slides along the axial direction of the shift shaft 22. When the shift gear sleeve 252 slides to the first position, the shift gear sleeve 252 is simultaneously sleeved on the shift gear seat 251 and the outer gear ring 253 and meshed with the shift gear seat 251 and the outer gear ring 253, so that the gear driven gear 24 fixed to one outer gear ring 253 transmits power to the shift shaft 22; when the shift gear sleeve 252 slides to the second position, the shift gear sleeve 252 is simultaneously sleeved on the shift gear seat 251 and the other outer gear ring 253 and meshed with the shift gear seat 251 and the other outer gear ring 253, so that the gear driven gear 24 fixed to the other outer gear ring 253 transmits power to the shift shaft 22;

[0040] Optionally, the outer gear ring 253 and the corresponding gear driven gear 24 are integrally formed.

[0041] Optionally, the shift shaft 22 is a hollow shaft structure; the differential 3 includes a housing 31, a first half-shaft gear 32, a second half-shaft gear 33, a first half-shaft 34 and a second half-shaft 35, one end of the shift shaft 22 is fixedly connected to the housing 31, one end of the first half-shaft 34 passes through the shift shaft 22 and extends into the housing 31, the first half-shaft 34 is fixedly connected to the first half-shaft gear 32, and one end of the second half-shaft 35 extends into the housing 31 and meshes with the bevel gear of the second half-shaft 35. In this embodiment, the first half-shaft 34 is inserted into the shift shaft 22, and the first half-shaft 34 and the shift shaft 22 are rotationally matched, which can be achieved by bearings. The shift shaft 22 and the housing 31 of the differential 3 are an integrally formed part, and the gear structure inside the differential 3 is a prior art and will not be repeated here.

[0042] Optionally, the electric drive axle further includes two wheel-side reducers 5, which are respectively connected to the other end of the first half-shaft 34 and the other end of the second half-shaft 35. In this embodiment, the two wheel-side reducers 5 can achieve wheel-side reduction of the driving wheels.

[0043] As for the specific structure of the wheel-side reducer 5, the wheel-side reducer 5 is optionally a planetary gear train structure, the sun gear 51 is the input end, the planet carrier 52 is the output end, and the ring gear 53 is used to be fixedly connected to the chassis of the vehicle. In this embodiment, taking the wheel-side reducer 5 that is transmission-connected to the first half shaft 34 as an example, the other end of the first half shaft 34 is transmission-connected to the sun gear 51. Since the ring gear 53 is used to be fixedly connected to the chassis, the sun gear 51 drives the planetary gear to rotate around the axis of the sun gear 51, and then drives the planet carrier 52 to rotate, and the planet carrier 52 is transmission-connected to the corresponding drive wheel.

[0044] Optionally, the power take-off 4 and the motor 1 are respectively arranged on both sides of the differential 3. In this embodiment, this arrangement reduces the overall offset mass of the electric drive axle, making the overall mass distribution of the electric drive axle more uniform, which is beneficial to the overall layout of the vehicle.

[0045] This embodiment also provides a vehicle, comprising the electric drive axle in the above solution.

[0046] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. An electric drive axle, characterized in that: The invention comprises a motor (1), a reducer (2), a differential (3) and a power take-off (4), wherein the motor (1), the reducer (2) and the differential (3) are sequentially connected in driving relation, and the power take-off (4) is connected in driving relation to the reducer (2); The power take-off (4) comprises a transmission assembly, a first power take-off output shaft (42), a second power take-off output shaft (43) and a first bevel gear (44) and a second bevel gear (45) meshing with each other. The transmission assembly comprises a first state and a second state. In the first state, the transmission assembly establishes a transmission connection between the reducer (2) and the first power take-off output shaft (42) so that the first power take-off output shaft (42) rotates around the axis of the first power take-off output shaft (42). In the second state, the transmission assembly disconnects the transmission connection between the reducer (2) and the first power take-off output shaft (42). One end of the first power take-off output shaft (42) is in transmission connection with the first bevel gear (44), and the second bevel gear (45) is in transmission connection with the second power take-off output shaft (43).

2. The electric drive axle according to claim 1, characterized in that: The transmission assembly comprises a first power take-off gear (411), a power take-off hollow shaft (412), a second power take-off gear (413), a power take-off gear hub (414) and a power take-off gear sleeve (415); the first power take-off gear (411) and the second power take-off gear (413) are respectively sleeved on the power take-off hollow shaft (412) and are respectively transmission-connected to the power take-off hollow shaft (412); the first power take-off gear (411) is transmission-connected to the reducer (2); the first power take-off output shaft (42) is penetrated through the power take-off hollow shaft (414) and the first power take-off gear hub (414) is transmission-connected to the reducer (2); The main shaft (412) is rotatably matched with the power take-off hollow shaft (412), and the power take-off gear hub (414) is sleeved on the first power take-off output shaft (42) and is transmission matched with the first power take-off output shaft (42). In the first state, the power take-off gear sleeve (415) establishes a transmission connection between the power take-off gear hub (414) and the second power take-off gear (413), and in the second state, the power take-off gear sleeve (415) disconnects the transmission connection between the power take-off gear hub (414) and the second power take-off gear (413).

3. The electric drive axle according to claim 1, characterized in that: The reducer (2) comprises an intermediate shaft (21), a shift shaft (22), at least two gear driving gears (23), at least two gear driven gears (24) and a shift assembly, wherein the motor (1) is used to drive the intermediate shaft (21) to rotate, at least two gear driving gears (23) are sleeved on the intermediate shaft (21) and are transmission-connected to the intermediate shaft (21), and at least two gear driven gears (24) are sleeved on the shift shaft (22) and are rotationally connected to the shift shaft (22). At least two of the gear driving gears (23) and at least two of the gear driven gears (24) correspond to each other and mesh with each other, the gear driving gears (23) have different numbers of teeth, and the shift assembly can selectively connect at least one of the two gear driven gears (24) to the shift shaft (22), the shift shaft (22) to the differential (3), and at least one of the two gear driven gears (24) to the power take-off (4).

4. The electric drive axle according to claim 3, characterized in that: The one with the largest number of teeth among at least two of the gear driven gears (24) is transmission-connected to the power take-off (4).

5. The electric drive axle according to claim 3, characterized in that: The gear driving gears (23) include two, and the gear driven gears (24) include two; The shift assembly comprises a shift tooth seat (251) with the same number of teeth, a shift tooth sleeve (252) and two outer tooth rings (253), the two outer tooth rings (253) are respectively coaxially fixed to the two gear driven gears (24), the two outer tooth rings (253) are located between the two gear driven gears (24), the shift tooth seat (251) is sleeved on the shift shaft (22) and is transmission-connected to the shift shaft (22), the shift tooth seat (251) is located between the two outer tooth rings (253), the shift tooth sleeve (252) comprises a first position and a second position, in the first position, the shift tooth sleeve (252) is meshed with the shift tooth seat (251) and one of the outer tooth rings (253) at the same time, in the second position, the shift tooth sleeve (252) is meshed with the shift tooth seat (251) and the other of the outer tooth rings (253) at the same time.

6. The electric drive axle according to claim 3, characterized in that: The shift shaft (22) is a hollow shaft structure; The differential (3) comprises a housing (31), a first half-shaft gear (32), a second half-shaft gear (33), a first half-shaft (34) and a second half-shaft (35); one end of the shift shaft (22) is fixedly connected to the housing (31); one end of the first half-shaft (34) passes through the shift shaft (22) and extends into the housing (31); the first half-shaft (34) is fixedly connected to the first half-shaft gear (32); one end of the second half-shaft (35) extends into the housing (31) and meshes with the bevel gear of the second half-shaft (35).

7. The electric drive axle according to claim 6, characterized in that: It also includes two wheel-side reducers (5), which are respectively connected in transmission with the other end of the first half-shaft (34) and the other end of the second half-shaft (35).

8. The electric drive axle according to claim 7, characterized in that: The wheel-side reducer (5) is a planetary gear train structure, the sun gear (51) is the input end, the planet carrier (52) is the output end, and the ring gear (53) is used to be fixedly connected to the chassis of the vehicle.

9. The electric drive axle according to claim 1, characterized in that: The power take-off (4) and the motor (1) are respectively arranged on both sides of the differential (3).

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

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