Dual-motor four-gear AMT (automated mechanical transmission) electric drive axle of heavy commercial vehicle

Abstract

The invention relates to a heavy-duty commercial vehicle double-motor four-gear AMT electric drive axle which comprises an axle housing assembly, a speed reducer assembly, a wheel edge assembly and a half axle, the speed reducer assembly comprises a front speed reducer assembly and a rear speed reducer assembly, the front speed reducer assembly and the rear speed reducer assembly are fixed to the axle housing assembly, a motor I is arranged on the front speed reducer assembly, and a motor II is arranged on the rear speed reducer assembly. A motor I is arranged on the front reducer assembly, a motor II and a differential assembly are arranged on the rear reducer assembly, the differential assembly is connected with a half shaft, power of the front reducer assembly and the rear reducer assembly converges to output torque, the torque serves as a power torque output wheel end to drive a vehicle, the front reducer assembly is a fixed-speed-ratio reducer, and the rear reducer assembly is a three-gear AMT transmission assembly. A four-gear speed ratio can be formed through the front reducer assembly and the rear reducer assembly. The multi-gear transmission enables the motor to work in a high-efficiency area, has higher vehicle speed, acceleration capability and gradeability, and expands the high-efficiency area of the motor by utilizing speed ratio adjustment.

Description

Technical Field

[0001] The invention relates to an electric drive axle, in particular to a dual-motor 4-speed AMT electric drive axle for heavy-duty commercial vehicles. Background Art

[0002] Promoting the energy revolution, accelerating the construction of the new energy revolution, and building a new energy power are the future development directions. The new energy vehicle industry has been included in my country's strategic emerging industries. It has the support of the world's largest new car market, which has created conditions and opportunities for the competitive new energy vehicle industry. Driven by both policies and markets, the market for new energy heavy trucks is very bright, which is in sharp contrast to the decline in sales of traditional fuel heavy trucks. The development of new energy heavy trucks has become a general trend. At present, most of the heavy-duty new energy truck drive axles on the market adopt the form of motor + drive shaft + drive axle. The layout occupies a large volume of chassis space, single-stage main reducer, narrow working efficiency zone of the motor, low energy utilization rate, and fixed speed ratio reducer cannot meet the multi-operating conditions, resulting in a short vehicle range and unable to take into account the power and economy of the vehicle. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a dual-motor 4-speed AMT electric drive axle for heavy-duty commercial vehicles, wherein the dual-motor output can realize gear shifting without power interruption.

[0004] The technical solution to solve the above technical problems is: a heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive bridge, including a bridge housing assembly, a reducer assembly, a wheel side assembly and a half shaft, the wheel side assembly includes a wheel hub, the wheel hub is connected to the half shaft, the reducer assembly includes a front reducer assembly and a rear reducer assembly, the front reducer assembly and the rear reducer assembly are respectively fixed to the bridge housing assembly with flange surface hexagonal head bolts, the wheel side assembly is fixed to the bridge housing assembly, and the half shaft is fixed to the wheel hub of the wheel side assembly; the front reducer assembly A motor I is provided on the assembly, a motor II and a differential assembly are provided on the rear reducer assembly, the differential assembly is connected to the half-shaft, the motor I and the motor II are connected to the differential assembly through the front and rear reducers respectively, the front reducer assembly and the rear reducer assembly converge to output torque as the power torque output wheel end driving the vehicle, the front reducer assembly is a fixed speed ratio reducer, and the rear reducer assembly is a 3-speed AMT transmission assembly, and 4 gear ratios can be formed through the front reducer assembly and the rear reducer assembly.

[0005] A further technical solution of the present invention is: the front reducer assembly includes an input gear shaft I, a gear pair assembly and a reducer housing I, the motor I, the input gear shaft I and the gear pair assembly are respectively integrated on the reducer housing I, the input gear shaft I is connected to the motor I, and the gear pair assembly is respectively connected to the input gear shaft I and the differential.

[0006] The stator and rotor of motor I are integrated in the front reducer housing, the input gear shaft I is pressed onto the stator of motor I to form a motor gear shaft integration, the gear shaft of motor I is positioned on the front reducer housing through bearing I, and then the gear pair assembly is installed on the front reducer housing to form a front reducer assembly.

[0007] The gear subassembly includes a secondary driving gear shaft I and a primary driven wheel I. The primary driven wheel I is arranged on the secondary driving gear shaft I. An input gear I is arranged on the input gear shaft I. The primary driven wheel I meshes with the input gear I. The secondary driving gear shaft I is provided with a secondary driving gear I. The secondary driving gear I is connected to the differential.

[0008] The rear reducer assembly comprises an input gear shaft II, an input shaft gear II, a shift shaft assembly, an intermediate shaft assembly, a shift actuator assembly and a rear reducer housing; the motor II, the input gear shaft II, the input shaft gear II, the shift shaft assembly, the intermediate shaft assembly and the shift actuator assembly are integrated in the rear reducer housing; the input gear shaft II is connected to the motor II; the shift actuator assembly is arranged on the shift shaft assembly; the shift shaft assembly is connected to the input gear shaft II; and the intermediate shaft assembly is respectively connected to the shift shaft assembly and the differential.

[0009] The shift shaft assembly includes a shift shaft, a first-stage passive wheel II, a shift driving wheel and a shift combining wheel, wherein the first-stage passive wheel II, the shift driving wheel and the shift combining wheel are respectively arranged on the shift shaft; the intermediate shaft assembly includes a third-stage driving wheel and a shift passive wheel, wherein the shift passive wheel is fixed on the third-stage driving wheel; the shift passive wheels are respectively connected to the shift driving wheels of the corresponding gear positions, and the third-stage driving wheel is connected to the differential through the third-stage passive wheel.

[0010] The shift driving wheel includes a two-stage first-gear driving wheel, a two-stage second-gear driving wheel and a two-stage third-gear driving wheel shaft; the shift coupling wheel includes a first-gear coupling tooth, a second-gear coupling tooth and a third-gear coupling tooth; the shift actuator assembly includes a shift fork and a sliding sleeve; the stator and rotor of the motor II are integrated in the rear reducer housing, and the input gear shaft II is pressed onto the stator of the motor II to form a motor gear shaft as a whole, and is positioned in the rear reducer housing; the first-gear coupling tooth is pressed into the second-stage first-gear driving wheel, the third-gear coupling tooth is pressed into the second-stage third-gear driving wheel, the second-gear coupling tooth is pressed into the second-stage second-gear driving wheel, and then the second-stage third-gear driving wheel is pressed into the second-stage second-gear driving wheel, and the second-stage first-gear driving wheel, the sliding sleeve, the second-stage second-gear driving wheel, the second-stage third-gear driving wheel and the first-stage passive wheel are installed on the shift shaft from left to right to form a shift shaft assembly.

[0011] The shifting passive wheel comprises a secondary first-gear passive wheel, a secondary third-gear passive wheel and a secondary second-gear passive wheel; the secondary first-gear passive wheel, the secondary third-gear passive wheel and the secondary second-gear passive wheel are respectively pressed into the secondary third-gear driving wheel by interference, so as to form an intermediate shaft assembly.

[0012] The three-stage driven wheel is fastened to the differential assembly, and the shift shaft assembly and the intermediate shaft assembly are then installed in the reducer housing to form a rear reducer assembly.

[0013] Due to the adoption of the above technical solution, a heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle of the present invention has the following beneficial effects: Nowadays, the sales volume of new energy heavy-duty trucks is gradually increasing, and customers are more and more eager for long driving range, low energy consumption and high torque. At present, most new energy heavy-duty trucks in the market adopt the form of motor + transmission shaft + drive axle in the power chain. The single-stage reducer causes the motor to output in multiple speed sections, with a wide working range, but low-speed starting acceleration, high speed and climbing grade are not compatible. The motor's efficient working area is limited, and the energy consumption is high, which cannot take into account the power and economy of the whole vehicle. The present invention relates to a dual-motor 4-speed AMT electric drive bridge. The multi-speed transmission enables the motor to work in the efficient area, has higher vehicle speed and acceleration ability, and climbing ability, utilizes speed ratio adjustment to expand the motor's efficient area, reduces the motor's operating speed to adapt to more working conditions, and makes the whole vehicle more energy-efficient. In addition, the motor, transmission and controller are integrated to make the whole vehicle structure more compact and the performance more excellent.

[0014] Below, the technical features of a dual-motor 4-speed AMT electric drive axle for a heavy-duty commercial vehicle of the present invention are further described in conjunction with the accompanying drawings and specific embodiments of the specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 : A structural schematic diagram of a dual-motor 4-speed AMT electric drive axle for a heavy-duty commercial vehicle.

[0016] Figure 2 : Schematic diagram of the powertrain module structure of a heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle.

[0017] Figure 3 : Schematic diagram of the power transmission route of the first gear of the rear reducer assembly.

[0018] Figure 4 : Schematic diagram of the 2nd gear power transmission route of the rear reducer assembly.

[0019] Figure 5 : Schematic diagram of the 3rd gear power transmission route of the rear reducer assembly.

[0020] Figure 6 : Schematic diagram of the power transmission routes of the front reducer assembly and the rear reducer assembly.

[0021] In the above drawings, the descriptions of the reference numerals are as follows: 1-bridge housing assembly, 2-front reducer assembly, 3-rear reducer assembly, 4-wheel side assembly, 5-semi-axle, 201-motor Ⅰ, 202-input gear shaft Ⅰ, 203-bearing Ⅰ, 204-bearing Ⅱ, 205-secondary driving gear shaft Ⅰ, 206-first-stage passive wheel Ⅰ, 207-bearing Ⅲ, 301-motor Ⅱ, 302-input gear shaft Ⅱ, 303-bearing Ⅳ, 304-bearing Ⅴ, 305-first-stage passive wheel Ⅱ, 306-second-stage second-gear driving wheel, 307-second-stage third-gear driving Axle, 308-second gear coupling tooth, 309-third gear coupling tooth, 310-external spline, 311-sliding sleeve, 312-first gear coupling tooth, 313-shift shaft, 314-secondary first gear driving wheel, 315-secondary first gear passive wheel, 316-bearing VI, 317-third stage driving wheel, 318-third stage passive wheel, 319-secondary third gear passive wheel, 320-secondary second gear passive wheel, 321-bearing VII, 322-differential assembly, 323-first differential bearing, 324-second differential bearing. DETAILED DESCRIPTION

[0022] A dual-motor 4-speed AMT electric drive axle for a heavy-duty commercial vehicle comprises an axle housing assembly 1, a reducer assembly, a wheel side assembly 4 and a half shaft 5, wherein the wheel side assembly comprises a wheel hub connected to the half shaft, and the reducer assembly comprises a differential assembly. The reducer assembly comprises a front reducer assembly 2 and a rear reducer assembly 3. The front reducer assembly and the rear reducer assembly are fastened to the axle housing assembly with flange hexagonal bolts respectively, the wheel side assembly is fastened to the shaft tube end of the axle housing assembly through the shaft head nut, and the half shaft is fastened to the wheel hub of the wheel side assembly with bolts; the front reducer assembly is provided with a motor Ⅰ201, the rear reducer assembly is provided with a motor Ⅱ and a differential assembly, the differential assembly is connected to the half shaft, the motor Ⅰ and the motor Ⅱ are connected to the differential assembly through the front and rear reducers respectively, the front reducer assembly and the rear reducer assembly output torque through power convergence, and the vehicle is driven as the power torque output wheel end, and the dual motor output can realize the power shifting without interruption, the front reducer assembly is a fixed speed ratio reducer, and the rear reducer assembly is a 3-speed AMT transmission assembly, and 4 gear ratios can be formed through the front reducer assembly and the rear reducer assembly. The gear position is mechanically shifted by the wire-controlled shift actuator. The modularization of the reducer and gear subassembly reduces the assembly cycle of the final assembly parts. The subassembly can improve the assembly accuracy, improve product quality and reduce maintenance costs.

[0023] The front reducer assembly includes motor I 201, input gear shaft I 202, bearing I 203, bearing II 204, gear subassembly, bearing III 207 and reducer housing I. Motor I 201, input gear shaft I 202 and gear subassembly are respectively integrated on reducer housing I. Input gear shaft I 202 is connected to motor I 201. Gear subassembly is respectively connected to input gear shaft I 202 and differential. Specifically, the stator and rotor of motor I are integrated into the front reducer housing (reducer housing I). Input gear shaft I 202 is pressed onto the stator of motor I to form a motor gear shaft. The gear shaft of motor I is positioned on the front reducer housing through bearing I 203. Then the gear subassembly is installed on the front reducer housing to form a front reducer assembly. Bearing II 204 and bearing III 207 are pressed onto the secondary driving gear shaft I. The secondary driving gear shaft I is positioned on the front reducer housing through bearing II 204 and bearing III 207. The gear sub-assembly includes a secondary driving gear shaft Ⅰ205 and a primary driven wheel Ⅰ206. The primary driven wheel Ⅰ206 is arranged on the secondary driving gear shaft Ⅰ205. The primary driven wheel Ⅰ206 is interference fit on the secondary driving gear shaft Ⅰ205. The input gear shaft Ⅰ202 is provided with an input gear Ⅰ. The primary driven wheel Ⅰ206 is meshed with the input gear Ⅰ. The secondary driving gear shaft Ⅰ205 is provided with a secondary driving gear Ⅰ. The secondary driving gear Ⅰ is connected to the differential.

[0024] The rear reducer assembly 3 can be an existing three-speed electric drive axle. The rear reducer assembly includes a motor II 301, an input gear shaft II 302, an input shaft gear II, a shift shaft assembly, an intermediate shaft assembly, a shift actuator assembly and a rear reducer housing. The motor II, the input gear shaft II 302, the input shaft gear II, the shift shaft assembly, the intermediate shaft assembly and the shift actuator assembly are integrated in the rear reducer housing. The input gear shaft II 302 is connected to the motor II. The shift actuator assembly is arranged on the shift shaft assembly. The shift shaft assembly is connected to the input gear shaft II. The intermediate shaft assembly is respectively connected to the shift shaft assembly and the differential. The shift shaft assembly includes a shift shaft 313, a primary passive wheel II 305, a shift driving wheel and a shift combination wheel. The primary passive wheel II 305, the shift driving wheel and the shift combination wheel are respectively arranged on the shift shaft 313; the primary passive wheel II 305 is fixed on the shift shaft 313, and the shift driving wheel and the shift combination wheel are respectively sleeved on the shift shaft 313. The intermediate shaft assembly includes an intermediate shaft, a third-stage driving wheel 317 and a shift passive wheel. The shift passive wheel is fixed on the third-stage driving wheel 317, and the third-stage driving wheel 317 and the shift passive wheel are respectively fixed on the intermediate shaft; the intermediate shaft can be integrated with the third-stage driving wheel 317, and the shift passive wheel is fixed on the third-stage driving wheel 317. The shift passive wheels are respectively connected to the shift driving wheels of the corresponding gear positions, and the third-stage driving wheel 317 is connected to the differential through the third-stage passive wheel 318.

[0025] The shift driving wheel includes a second-stage first-gear driving wheel 314, a second-stage second-gear driving wheel 306 and a second-stage third-gear driving wheel shaft 307; the shift coupling wheel includes a first-gear coupling tooth 312, a second-gear coupling tooth 308 and a third-gear coupling tooth 309; the shift actuator assembly includes a shift fork and a sliding sleeve; the stator and rotor of the motor II are integrated into the rear reducer housing, the input gear shaft II 302 is pressed onto the stator of the motor II to form a motor gear shaft, and then positioned in the rear reducer housing through the bearing IV 303; the first gear coupling is respectively The engaging tooth 312 is pressed into the secondary first gear driving wheel 314, the third gear engaging tooth 309 is pressed into the secondary third gear driving wheel, the second gear engaging tooth 308 is pressed into the secondary second gear driving wheel, and then the secondary third gear driving wheel 307 is pressed into the secondary second gear driving wheel 306. The secondary first gear driving wheel 314, the sliding sleeve 311, the secondary second gear driving wheel, the secondary third gear driving wheel and the primary passive wheel 305 are installed on the shift shaft 313 from left to right. Finally, bearings V 304 are pressed into both ends of the shift shaft to form a shift shaft assembly.

[0026] The shifting passive wheel comprises a secondary first-gear passive wheel 315, a secondary third-gear passive wheel 319 and a secondary second-gear passive wheel 320; the secondary first-gear passive wheel 315, the secondary third-gear passive wheel 319 and the secondary second-gear passive wheel 320 are respectively pressed into the secondary third-gear driving wheel 307 by interference fit, and then the bearing VI 316 and the bearing VII 321 are pressed into the secondary third-gear driving wheel 307 to form an intermediate shaft assembly; the secondary third-gear driving wheel 307 can be an intermediate shaft with gears.

[0027] The third-stage driven wheel 318 is bolted to the differential assembly 322, and then the first differential bearing 323 and the second differential bearing 324 are interference pressed into the bearing position of the differential assembly. The above sub-assemblies (shift shaft assembly and intermediate shaft assembly, etc.) are then installed in the reducer housing to form a rear reducer assembly.

[0028] Specifically, the shift driving wheel includes a secondary first gear driving wheel 314, a secondary second gear driving wheel 306 and a secondary third gear driving wheel shaft 307, which are respectively sleeved on the shift shaft 313; the shift coupling wheel includes a first gear coupling tooth 312, a second gear coupling tooth 308 and a third gear coupling tooth 309, which are respectively sleeved on the shift shaft 313. The first gear coupling tooth 312 is fixedly connected to the secondary first gear driving wheel 314, the second gear coupling tooth 308 is fixedly connected to the secondary second gear driving wheel, and the third gear coupling tooth 309 is fixedly connected to the secondary third gear driving wheel. The secondary third gear driving wheel 307 is sleeved on the secondary second gear driving wheel 306. The shift actuator assembly includes a shift fork and a sleeve 311. The sleeve 311 is arranged on the shift shaft 313 through a spline connection and can slide along the shift shaft 313. The sleeve 311 is connected to the corresponding engaging teeth and can be connected to the corresponding gear position to perform gear shifting.

[0029] The shift actuator assembly includes a shift fork and a sleeve 311. The left and right ends of the sleeve are respectively provided with internal splines. The shift shaft 313 is provided with external splines that match the sleeve. The sleeve 311 is sleeved on the external splines of the shift shaft 313 and can slide along the shift shaft 313. The sleeve 311 is connected to the shift fork, and the sleeve is slidable through the shift fork to connect to the corresponding gear gear for shifting.

[0030] The shifting driven wheels include a secondary first-gear driven wheel 315, a secondary third-gear driven wheel 319 and a secondary second-gear driven wheel 320, which are fixed on the intermediate shaft. The secondary first-gear driven wheel 315 meshes with the secondary first-gear driving wheel 314, the secondary second-gear driven wheel 320 meshes with the secondary second-gear driving wheel 306, and the secondary third-gear driven wheel 319 meshes with the secondary third-gear driving wheel shaft 307. The third-gear driving wheel 317 and the secondary driving gear shaft I205 are connected to the differential through the third-gear driven wheel 318 respectively.

[0031] Referring to the power transmission route map, the 1st gear, the 2nd gear, and the 3rd gear can be realized respectively through the rear reducer assembly 3, and the front reducer assembly can be in neutral at this time; when the rear reducer assembly 3 is in the 1st gear, the front reducer assembly can be in a gear-engaged state to realize the gear state of the power convergence output torque of the front reducer assembly 2 and the rear reducer assembly 3; or, when the front reducer assembly can be in a gear-engaged state, the rear reducer assembly can be in neutral.

Claims

1. A dual-motor 4-speed AMT electric drive axle for a heavy-duty commercial vehicle, comprising an axle housing assembly, a reducer assembly, a wheel assembly and a half-axle, wherein the wheel assembly comprises a wheel hub, the wheel hub is connected to the half-axle, and the reducer assembly comprises a differential assembly, characterized in that: The reducer assembly includes a front reducer assembly and a rear reducer assembly, the front reducer assembly and the rear reducer assembly are respectively fixed on the bridge housing assembly, the wheel side assembly is tightly fixed on the bridge housing assembly, and the half shaft is fastened to the wheel hub of the wheel side assembly; the front reducer assembly is provided with a motor I, the rear reducer assembly is provided with a motor II and a differential assembly, the differential assembly is connected to the half shaft, the motor I and the motor II are respectively connected to the differential assembly through the front and rear reducers, the front reducer assembly and the rear reducer assembly converge power to output torque, as the power torque output wheel end drives the vehicle, the front reducer assembly is a fixed speed ratio reducer, and the rear reducer assembly is a 3-speed AMT transmission assembly, and 4 gear ratios can be formed through the front reducer assembly and the rear reducer assembly.

2. A heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 1, characterized in that: The front reducer assembly includes an input gear shaft I, a gear subassembly and a reducer housing I. The motor I, the input gear shaft I and the gear subassembly are respectively integrated on the reducer housing I. The input gear shaft I is connected to the motor I, and the gear subassembly is respectively connected to the input gear shaft I and the differential.

3. A heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 2, characterized in that: The stator and rotor of motor I are integrated in the front reducer housing, the input gear shaft I is pressed onto the stator of motor I to form a motor gear shaft integration, the gear shaft of motor I is positioned on the front reducer housing through bearing I, and then the gear pair assembly is installed on the front reducer housing to form a front reducer assembly.

4. A heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 2, characterized in that: The gear subassembly includes a secondary driving gear shaft I and a primary driven wheel I. The primary driven wheel I is arranged on the secondary driving gear shaft I. An input gear I is arranged on the input gear shaft I. The primary driven wheel I meshes with the input gear I. The secondary driving gear shaft I is provided with a secondary driving gear I. The secondary driving gear I is connected to the differential.

5. The heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 1, characterized in that: The rear reducer assembly comprises an input gear shaft II, an input shaft gear II, a shift shaft assembly, an intermediate shaft assembly, a shift actuator assembly and a rear reducer housing. The motor II, the input gear shaft II, the input shaft gear II, the shift shaft assembly, the intermediate shaft assembly and the shift actuator assembly are integrated in the rear reducer housing. The input gear shaft II is connected to the motor II. The shift actuator assembly is arranged on the shift shaft assembly. The shift shaft assembly is connected to the input gear shaft II. The intermediate shaft assembly is respectively connected to the shift shaft assembly and the differential assembly.

6. A heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 5, characterized in that: The shift shaft assembly includes a shift shaft, a first-stage passive wheel II, a shift driving wheel and a shift combining wheel, wherein the first-stage passive wheel II, the shift driving wheel and the shift combining wheel are respectively arranged on the shift shaft; the intermediate shaft assembly includes a third-stage driving wheel and a shift passive wheel, wherein the shift passive wheel is fixed on the third-stage driving wheel; the shift passive wheels are respectively connected to the shift driving wheels of the corresponding gear positions, and the third-stage driving wheel is connected to the differential through the third-stage passive wheel.

7. A heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 6, characterized in that: The shift driving wheel includes a two-stage first-gear driving wheel, a two-stage second-gear driving wheel and a two-stage third-gear driving wheel shaft; the shift coupling wheel includes a first-gear coupling tooth, a second-gear coupling tooth and a third-gear coupling tooth; the shift actuator assembly includes a shift fork and a sliding sleeve; the stator and rotor of the motor II are integrated in the rear reducer housing, and the input gear shaft II is pressed onto the stator of the motor II to form a motor gear shaft as a whole, and is positioned in the rear reducer housing; the first-gear coupling tooth is pressed into the second-stage first-gear driving wheel, the third-gear coupling tooth is pressed into the second-stage third-gear driving wheel, the second-gear coupling tooth is pressed into the second-stage second-gear driving wheel, and then the second-stage third-gear driving wheel is pressed into the second-stage second-gear driving wheel, and the second-stage first-gear driving wheel, the sliding sleeve, the second-stage second-gear driving wheel, the second-stage third-gear driving wheel and the first-stage passive wheel are installed on the shift shaft from left to right to form a shift shaft assembly.

8. The heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 7, characterized in that: The shifting passive wheel includes a second-stage first-gear passive wheel, a second-stage third-gear passive wheel and a second-stage second-gear passive wheel; The second-stage first-gear passive wheel, the second-stage third-gear passive wheel and the second-stage second-gear passive wheel are respectively press-fitted into the second-stage third-gear driving wheel to form an intermediate shaft assembly.

9. A heavy-duty commercial vehicle dual-motor 4-speed AMT electric drive axle according to claim 8, characterized in that: The three-stage driven wheel is fastened to the differential assembly, and then the shift shaft assembly and the intermediate shaft assembly are installed in the reducer housing to form a rear reducer assembly.

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