A multi-mode multi-function dual-motor electric drive bridge, control method and commercial vehicle

Abstract

The present invention discloses a multi-mode, multi-functional dual-motor electric drive axle, a control method, and a commercial vehicle. The axle comprises a first motor and a first reduction mechanism connected thereto, a second motor and a second reduction mechanism connected thereto, a first-gear driven gear, a second-gear driven gear, a planetary reduction mechanism III, a differential, an axle output shaft, and a power take-off. The first and second reduction mechanisms are symmetrically arranged on the front and rear sides of the left and right half-axles of the axle output shaft. The first and second reduction mechanisms share the first-gear driven gear, the second-gear driven gear, the planetary reduction mechanism III, and the differential. The electric drive axle features a symmetrical structure, reasonable mass distribution, and avoids vibration caused by offset. The second gear has two transmission stages, with direct output to the wheel ends, resulting in high transmission efficiency. The first and second reduction mechanisms can be switched to achieve multiple gear modes, optimizing the power performance and overall efficiency of the electric drive axle and meeting the driving requirements of the vehicle's operating conditions.

Description

Technical Field

[0001] The present invention relates to a multi-mode multi-functional dual-motor electric drive bridge, a control method and a commercial vehicle, and belongs to the technical field of automobiles. Background Art

[0002] Electric drive axles are a mainstream development trend in new energy commercial vehicles. With advantages such as high integration, high efficiency, and light weight, they have become a major focus of research in commercial vehicle electric drive technology both domestically and internationally. Dual-motor electric drive axles offer advantages such as high power and multiple functional modes. However, design approaches vary widely among manufacturers, and structural issues such as illogical gear settings, power interruptions, and complex transmission routes reduce transmission efficiency, failing to strike a balance between vehicle speed, traction, high efficiency, and economy are common. Furthermore, the asymmetrical transmission route design subjects the electric drive axle to significant offset torque, leading to vibration and noise risks. Summary of the Invention

[0003] The technical problem to be solved by this invention is to overcome the shortcomings of the prior art by providing a multi-mode, multi-functional dual-motor electric drive axle with a power take-off and a commercial vehicle. Through an innovative transmission design, when high torque is required, the power requirements can be met through multi-stage gear reduction and a planetary reduction mechanism. When high speed operation is required, the motor power is reduced by multiple stages of gears and then directly connected to the planetary carrier, bypassing the planetary reduction mechanism, allowing the motor to operate in its most efficient range. Furthermore, by arranging the motor and gear shaft system symmetrically on either side of the axle output shaft and sharing the planetary reduction mechanism and differential mechanism, the gear shaft system components are fully interchangeable, achieving excellent economic efficiency and avoiding the vibration and noise caused by the offset design.

[0004] In order to solve the above technical problems, the present invention is implemented by adopting the following technical solutions.

[0005] In a first aspect, the present invention provides a multi-mode multi-functional dual-motor electric drive axle, comprising: a first motor and a first reduction mechanism I connected to the first motor, a second motor and a second reduction mechanism II connected to the second motor, a first gear driven gear, a second gear driven gear, a planetary reduction mechanism III, a differential IV, an axle output shaft, and a power take-off V;

[0006] The first reduction mechanism I and the second reduction mechanism II are symmetrically arranged on both sides of the left and right half shafts of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share a first gear driven gear, a second gear driven gear, a planetary reduction mechanism III and a differential IV;

[0007] The first gear driven gear is respectively engaged with the first gear driving gear on the first motor side and the first gear driving gear on the second motor side, the first gear driven gear is connected to the differential IV through the planetary reduction mechanism III, and the differential IV is connected to the axle output shaft;

[0008] The second-gear driven gear is respectively engaged with the second-gear driving gear on the first motor side and the second-gear driving gear on the second motor side, and the second-gear driven gear is connected to the differential IV through the planetary reduction mechanism III, and the differential IV is connected to the axle output shaft;

[0009] The first reduction mechanism I switches between first gear, neutral gear and second gear by sliding the first meshing sleeve; the second reduction mechanism II switches between first gear, neutral gear and second gear by sliding the second meshing sleeve;

[0010] The power take-off V is connected to the first motor via a first reduction mechanism I.

[0011] Furthermore, the planetary reduction mechanism III includes: a sun gear, a planet carrier, a ring gear, and a plurality of planetary gears; the plurality of planetary gears are evenly fixed on the planet carrier and are used to rotate around the planet carrier and revolve around the sun gear; the ring gear is fixed to the gearbox housing.

[0012] Furthermore, the first gear driven gear is meshed with the first gear driving gear on the first motor side and the first gear driving gear on the second motor side respectively, and the first gear driven gear is fixedly connected to the sun gear of the planetary reduction mechanism III;

[0013] The second-gear driven gear is respectively engaged with the second-gear driving gear on the first motor side and the second-gear driving gear on the second motor side. The second-gear driven gear is connected to the planet carrier of the planetary reduction mechanism III, and the planet carrier is fixedly connected to the differential IV.

[0014] Furthermore, the first reduction mechanism I includes: a first motor connecting shaft on the first motor side, a first driving gear on the first motor side, a first driven gear on the first motor side, a second connecting shaft on the first motor side, a first gear driving gear on the first motor side, a first meshing sleeve, a first gear hub, and a second gear driving gear on the first motor side;

[0015] The first motor side primary driving gear is fixedly connected to the first motor side primary motor connecting shaft via a spline, the first motor side primary driven gear and the first gear hub are fixedly connected to the first motor side secondary connecting shaft via a spline, the first motor side first gear driving gear and the first motor side second gear driving gear idler sleeve are arranged on the first motor side secondary connecting shaft, and the first meshing sleeve is slidably connected to the first motor side first gear driving gear, the first gear hub and the first motor side second gear driving gear via a spline;

[0016] The second reduction mechanism II includes: a first-stage motor connecting shaft on the second motor side, a first-stage driving gear on the second motor side, a first-stage driven gear on the second motor side, a second-stage connecting shaft on the second motor side, a first-speed driving gear on the second motor side, a second meshing sleeve, a second gear hub, and a second-speed driving gear on the second motor side;

[0017] The first-stage driving gear on the second motor side is fixedly connected to the first-stage motor connecting shaft on the second motor side through a spline, the first-stage driven gear on the second motor side and the second gear hub are fixedly connected to the second-stage connecting shaft on the second motor side through a spline, the idler sleeves of the first-gear driving gear on the second motor side and the second-gear driving gear on the second motor side are arranged on the second-stage connecting shaft on the second motor side, and the second meshing sleeve is slidingly connected to the first-gear driving gear on the second motor side, the second gear hub and the second-gear driving gear on the second motor side through a spline.

[0018] Furthermore, the differential IV comprises: a differential housing, a bevel gear set;

[0019] The differential housing is fixedly connected to the planet carrier, and the bevel gear set is sleeved inside the differential housing;

[0020] The left and right half shafts are connected to the bevel gear set in the differential IV through splines respectively; the second gear driven gear and the planet carrier idler are arranged outside the right half shaft; the first gear driven gear and the sun gear idler are arranged outside the second gear driven gear and the planet carrier;

[0021] The power take-off V comprises: a power take-off shaft transition gear, a power take-off shaft, a power take-off shaft driving gear, a power take-off shaft driven gear, a power take-off shaft, and a power take-off pump;

[0022] The power take-off shaft transition gear is engaged with the first-level driven gear on the first motor side. The power of the first motor passes through the first-level motor connecting shaft on the first motor side, the first-level driving gear on the first motor side, the first-level driven gear on the first motor side, the power take-off shaft transition gear, the power take-off shaft, the power take-off shaft driving gear, the power take-off shaft driven gear, and the power take-off shaft to the power take-off pump output.

[0023] Furthermore, the first gear driven gear is respectively engaged with the first gear driving gear on the first motor side and the first gear driving gear on the second motor side, the first gear driven gear is fixedly connected to the planet carrier of the planetary reduction mechanism III, and the planet carrier is fixedly connected to the differential IV;

[0024] The second-gear driven gear is respectively engaged with the second-gear driving gear on the first motor side and the second-gear driving gear on the second motor side, and the second-gear driven gear is connected to the sun gear of the planetary reduction mechanism III.

[0025] In a second aspect, the present invention provides a multi-mode multi-functional dual-motor electric drive axle, comprising: a first motor and a first reduction mechanism I connected to the first motor, a second motor and a second reduction mechanism II connected to the second motor, a first gear driven gear, a second gear driven gear, a third reduction mechanism VI, a differential IV, an axle output shaft, and a power take-off V;

[0026] The first reduction mechanism I and the second reduction mechanism II are symmetrically arranged on both sides of the left and right half shafts of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share a first gear driven gear, a second gear driven gear, a third reduction mechanism VI and a differential IV;

[0027] The first gear driven gear is respectively engaged with the first gear driving gear on the first motor side and the first gear driving gear on the second motor side, the first gear driven gear is connected to the differential IV through the third reduction mechanism VI, and the differential IV is connected to the axle output shaft;

[0028] The second-gear driven gear is respectively engaged with the second-gear driving gear on the first motor side and the second-gear driving gear on the second motor side, the second-gear driven gear is connected to the differential IV through the third reduction mechanism VI, and the differential IV is connected to the axle output shaft;

[0029] The first reduction mechanism I switches between first gear, neutral gear and second gear by sliding the first meshing sleeve; the second reduction mechanism II switches between first gear, neutral gear and second gear by sliding the second meshing sleeve;

[0030] The power take-off V is connected to the first motor via a first reduction mechanism I.

[0031] Furthermore, the third reduction mechanism VI includes: a three-stage connecting shaft, a direct-connected output shaft, a three-stage output gear, a four-stage input gear on the first motor side, a four-stage connecting shaft on the first motor side, a four-stage output gear on the first motor side, a connecting shaft between the differential case and the four-stage driven gear, a four-stage driven gear, a four-stage input gear on the second motor side, a four-stage connecting shaft on the second motor side, and a four-stage output gear on the second motor side;

[0032] The first-gear driven gear is connected to the three-stage connecting shaft. In the first gear, the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II. After merging with the first-gear driven gear, the power is sequentially transmitted to the three-stage connecting shaft and the three-stage output gear, and then divided into the four-stage input gear on the first motor side and the four-stage input gear on the second motor side. The four-stage input gear on the first motor side and the four-stage output gear on the first motor side are respectively fixedly connected to the four-stage connecting shaft on the first motor side through splines, and the four-stage input gear on the second motor side and the four-stage output gear on the second motor side are respectively fixedly connected to the four-stage connecting shaft on the second motor side through splines. The power of the four-stage input gear on the first motor side passes through the four-stage connecting shaft on the first motor side and the four-stage output gear on the first motor side in sequence and is transmitted to the four-stage driven gear;

[0033] The power of the fourth-stage input gear on the second motor side is transmitted to the fourth-stage driven gear through the fourth-stage connecting shaft on the second motor side and the fourth-stage output gear on the second motor side in sequence;

[0034] The power of the four-stage output gear on the first motor side and the four-stage output gear on the second motor side converge at the four-stage driven gear, and then pass through the differential case and the four-stage driven gear connecting shaft to the differential case and bevel gear set of differential IV, and finally output to the left and right half shafts;

[0035] In second gear, the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II. After merging with the second gear driven gear, it is transmitted to the direct-connected output shaft, and then transmitted to the differential case and bevel gear set of differential IV through the differential case and the fourth-stage driven gear connecting shaft, and finally output to the left and right half shafts.

[0036] In a third aspect, the present invention provides a gear mode control method for a multi-mode multi-functional dual-motor electric drive axle based on the first aspect, comprising:

[0037] Mode 1 includes: the first meshing sleeve of the first reduction mechanism I moves to engage with the first gear driving gear on the first motor side, and the second meshing sleeve of the second reduction mechanism II moves to engage with the first gear driving gear on the second motor side; the power of the first motor passes through the first reduction mechanism I and the power of the second motor passes through the second reduction mechanism II, and then converges to the first gear driven gear. The power is then transmitted to the left and right half-shafts respectively through the first gear driven gear, planetary reduction mechanism III, and differential IV;

[0038] Mode 2 includes: the first meshing sleeve of the first reduction mechanism I is engaged with the first gear driving gear on the first motor side by moving, and the second meshing sleeve of the second reduction mechanism II is engaged with the second gear driving gear on the second motor side by moving. The power of the first motor passes through the first reduction mechanism I, the first gear driven gear, and the planetary reduction mechanism III to the planetary carrier. The power of the second motor passes through the second reduction mechanism II and the second gear driven gear to the planetary carrier. After the power of the first motor and the power of the second motor merge on the planetary carrier, they are transmitted to the left and right half shafts respectively through the differential IV for output;

[0039] Mode 3 includes: the first meshing sleeve of the first reduction mechanism I moves to engage with the second gear driving gear on the first motor side, and the second meshing sleeve of the second reduction mechanism II moves to engage with the second gear driving gear on the second motor side. The power of the first motor passes through the first reduction mechanism I, and the power of the second motor passes through the second reduction mechanism II. After the power of the first motor and the power of the second motor are combined to the second gear driven gear, they are transmitted to the left and right half shafts for output respectively through the differential IV.

[0040] Mode 4, including: the first meshing sleeve of the first reduction mechanism I and the second meshing sleeve of the second reduction mechanism II are both in the neutral position, and the first motor and the second motor have no power output;

[0041] Mode 5: The first meshing sleeve of the first reduction mechanism I moves to engage with the first gear driving gear on the first motor side, the second meshing sleeve of the second reduction mechanism II is in the neutral position, and the power of the first motor is transmitted to the left and right half-shafts respectively through the first reduction mechanism I, the first gear driven gear, the planetary reduction mechanism III, and the differential IV. The second motor has no power output;

[0042] Mode six includes: the first meshing sleeve of the first reduction mechanism I is engaged with the second gear driving gear on the first motor side by moving, the second meshing sleeve of the second reduction mechanism II is in the neutral position, and the power of the first motor is transmitted to the left and right half-shafts respectively through the first reduction mechanism I, the second gear driven gear, the planetary carrier, and the differential IV, and the second motor has no power output.

[0043] In a fourth aspect, the present invention provides a commercial vehicle, characterized in that it is equipped with the multi-mode multi-functional dual-motor electric drive axle described in the first aspect or the second aspect.

[0044] The beneficial effects achieved by the present invention are:

[0045] Through gear selection, the transmission route can obtain high torque to drive the load through the planetary reduction mechanism, or bypass the planetary reduction mechanism to obtain a higher vehicle speed, so that the motor can operate in a high-efficiency area under different working conditions, so that the power and comprehensive efficiency of the electric drive bridge are optimized; the electric drive bridge structure is completely symmetrically arranged, with a reasonable mass distribution, avoiding vibration caused by offset; in addition, because the entire structure can be arranged symmetrically, the commonality of parts is high, which is conducive to reducing the cost of the entire bridge and improving the economy of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 This is a schematic diagram of a dual-motor electric drive axle transmission system according to embodiment 1 of the present invention;

[0047] Figure 2 This is a simplified diagram of the dual-motor electric drive axle transmission system of the present invention in mode 1, and schematically shows the power transmission path from the motor to the output shaft;

[0048] Figure 3 This is a simplified diagram of the dual-motor electric drive axle transmission system of the present invention in Mode 2, and schematically shows the power transmission path from the motor to the output shaft;

[0049] Figure 4 This is a simplified diagram of the dual-motor electric drive axle transmission system of the present invention in mode three, and schematically shows the power transmission path from the motor to the output shaft;

[0050] Figure 5 A schematic diagram of the dual-motor electric drive axle transmission system of the present invention in mode 4;

[0051] Figure 6This is a simplified diagram of the dual-motor electric drive axle transmission system of the present invention in Mode 5, and schematically shows the power transmission path from the motor to the output shaft;

[0052] Figure 7 This is a simplified diagram of the dual-motor electric drive axle transmission system of the present invention in mode 6, and schematically shows the power transmission path from the motor to the output shaft;

[0053] Figure 8 This is a simplified diagram of the dual-motor electric drive axle transmission system of the present invention when the power take-off is working, and schematically shows the power transmission path from the motor to the power take-off;

[0054] Figure 9 This is a simplified diagram of the dual-motor electric drive axle transmission system of the first modification of the present invention;

[0055] Figure 10 This is a schematic diagram of the dual-motor electric drive axle transmission system of the second modification of the present invention.

[0056] In the figure, 1-first motor, I-first reduction mechanism, 2-first motor side primary motor connecting shaft, 3-first motor side primary driving gear, 4-first motor side primary driven gear, 5-first motor side secondary connecting shaft, 6-first motor side first gear driving gear, 7-first engagement sleeve, 8-first gear hub, 9-first motor side second gear driving gear, 10-first gear driven gear, 11-second gear driven gear, 12-right half shaft;

[0057] II - second reduction mechanism, 13 - second meshing sleeve, 14 - second motor side second gear driving gear, 15 - second motor side secondary connecting shaft, 16 - second gear hub, 17 - second motor side first gear driving gear, 18 - second motor side first gear driven gear, 19 - second motor side first gear motor connecting shaft, 20 - second motor side first gear driving gear, 21 - second motor;

[0058] III-planetary reduction mechanism, 22-sun gear, 23-planet gear, 24-ring gear, 25-planet carrier;

[0059] IV-differential, 26-differential housing, 27-bevel gear set, 28-left half shaft;

[0060] V-power take-off, 29-power take-off shaft 1 transition gear, 30-power take-off shaft 1, 31-power take-off shaft 1 driving gear, 32-power take-off shaft 2 driven gear, 33-power take-off shaft 2, 34-power take-off pump;

[0061] VI-third reduction mechanism, 41-third-stage connecting shaft, 42-direct output shaft, 43-third-stage output gear, 44-first motor side fourth-stage input gear, 45-first motor side fourth-stage connecting shaft, 46-first motor side fourth-stage output gear, 47-differential case and fourth-stage driven gear connecting shaft, 48-fourth-stage driven gear, 49-second motor side fourth-stage input gear, 50-second motor side fourth-stage connecting shaft, 51-second motor side fourth-stage output gear. DETAILED DESCRIPTION

[0062] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention.

[0063] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, 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", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0064] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0065] Example 1, as Figures 1-8 As shown, this embodiment introduces a multi-mode multi-function dual-motor electric drive bridge, including:

[0066] A first motor 1 and a first reduction mechanism I connected to the first motor 1, a second motor 21 and a second reduction mechanism II connected to the second motor 21, a first gear driven gear 10, a second gear driven gear 11, a planetary reduction mechanism III, a differential IV, a left half shaft 28, a right half shaft 12 and a power take-off V;

[0067] The first reduction mechanism I and the second reduction mechanism II are identical and are symmetrically arranged on both sides of the left half shaft 28 and the right half shaft 12 of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share a first gear driven gear 10, a second gear driven gear 11, a planetary reduction mechanism III and a differential IV;

[0068] The first-gear driven gear 10 is respectively engaged with the first-gear driving gear 6 on the first motor side and the first-gear driving gear 17 on the second motor side. Further, the first-gear driven gear 10 is fixedly connected to the sun gear 22 of the planetary reduction mechanism III. The second-gear driven gear 11 is respectively engaged with the second-gear driving gear 9 on the first motor side and the second-gear driving gear 14 on the second motor side. Further, the second-gear driven gear 11 is directly connected to the planet carrier 25 of the planetary reduction mechanism III, and the planet carrier 25 is fixedly connected to the differential IV.

[0069] The first reduction mechanism I can achieve three positions: first gear, neutral gear, and second gear by sliding the first engagement sleeve 7; the second reduction mechanism II can achieve three positions: first gear, neutral gear, and second gear by sliding the second engagement sleeve 13; the first reduction mechanism I and the second reduction mechanism II can achieve the following gear modes by switching:

[0070] In mode 1, the first meshing sleeve 7 of the first reduction mechanism I is coupled to the first-gear driving gear 6 on the first motor side by moving, and the second meshing sleeve 13 of the second reduction mechanism II is coupled to the first-gear driving gear 17 on the second motor side by moving. The power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II, and converges to the first-gear driven gear 10, and is output through the planetary reduction mechanism III, the differential IV, the left half shaft 28 and the right half shaft 12.

[0071] In mode two, the first meshing sleeve 7 of the first reduction mechanism I is coupled to the first-gear driving gear 6 on the first motor side by movement, and the second meshing sleeve 13 of the second reduction mechanism II is coupled to the second-gear driving gear 14 on the second motor side by movement. The power of the first motor 1 passes through the first reduction mechanism I, the first-gear driven gear 10, and the planetary reduction mechanism III to the planetary carrier 25. The power of the second motor 21 passes through the second reduction mechanism II, the second-gear driven gear 11 to the planetary carrier 25. After merging at the planetary carrier 25, it is output through the differential IV, the left half shaft 28, and the right half shaft 12.

[0072] In mode three, the first meshing sleeve 7 of the first reduction mechanism I is coupled to the second-gear driving gear 9 on the first motor side by movement, and the second meshing sleeve 12 of the second reduction mechanism II is coupled to the second-gear driving gear 14 on the second motor side by movement. The power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II, and converges to the second-gear driven gear 11, and is output through the differential IV, the left half shaft 28, and the right half shaft 12.

[0073] In mode 4, the first meshing sleeve 7 of the first reduction mechanism I and the second meshing sleeve 13 of the second reduction mechanism II are both in neutral positions, and the first motor 1 and the second motor 21 have no power output.

[0074] Mode five, i.e. single motor working mode one, the first meshing sleeve 7 of the first reduction mechanism I is combined with the first gear driving gear 6 on the first motor side by movement, the second meshing sleeve 13 of the second reduction mechanism II is in the neutral position, and the power of the first motor 1 is output through the first reduction mechanism I, the first gear driven gear 10, the planetary reduction mechanism III, the differential IV, the left half shaft 28 and the right half shaft 12, and the second motor 21 has no power output.

[0075] Mode six, i.e. single motor working mode two, the first meshing sleeve 7 of the first reduction mechanism I is engaged with the second gear driving gear 9 on the first motor side by movement, the second meshing sleeve 13 of the second reduction mechanism II is in the neutral position, the power of the first motor 1 is output through the first reduction mechanism I, the second gear driven gear 11, the planetary carrier 25, the differential IV, the left half shaft 28 and the right half shaft 12, and the second motor 21 has no power output.

[0076] The first reduction mechanism I includes a first motor side primary motor connecting shaft 2, a first motor side primary driving gear 3, a first motor side primary driven gear 4, a first motor side secondary connecting shaft 5, a first motor side first gear driving gear 6, a first meshing sleeve 7, a first gear hub 8, and a first motor side second gear driving gear 9; the first motor side primary driving gear 3 is fixedly connected to the first motor side primary motor connecting shaft 2 through a spline, the first motor side primary driven gear 4 and the first gear hub 8 are fixedly connected to the first motor side secondary connecting shaft 5 through a spline, the first motor side first gear driving gear 6 and the first motor side second gear driving gear 9 are loosely arranged on the first motor side secondary connecting shaft 5, and the first meshing sleeve 7 is slidingly connected to the first motor side first gear driving gear 6, the first gear hub 8 and the first motor side second gear driving gear 9 through a spline.

[0077] The second reduction mechanism II includes a first-stage motor connecting shaft 19 on the second motor side, a first-stage driving gear 20 on the second motor side, a first-stage driven gear 18 on the second motor side, a second-stage connecting shaft 15 on the second motor side, a first-speed driving gear 17 on the second motor side, a second meshing sleeve 13, a second gear hub 16, and a second-speed driving gear 14 on the second motor side; the first-stage driving gear 20 on the second motor side is fixedly connected to the first-stage motor connecting shaft 19 on the second motor side by a spline, the first-stage driven gear 18 on the second motor side and the second gear hub 16 are fixedly connected to the second-stage connecting shaft 15 on the second motor side by a spline, the first-stage driving gear 17 on the second motor side and the second-speed driving gear 14 on the second motor side are loosely arranged on the second-stage connecting shaft 15 on the second motor side, and the second meshing sleeve 13 is slidingly connected to the first-stage driving gear 17 on the second motor side, the second gear hub 16 and the second-speed driving gear 14 on the second motor side by a spline.

[0078] The planetary reduction mechanism III includes a sun gear 22, a plurality of evenly distributed planetary gears 23, a planetary carrier 25, and a ring gear 24. The planetary gears 23 are fixed to the planetary carrier 25 and can rotate around the planetary carrier 25 and revolve around the sun gear 22; the ring gear 24 is fixed.

[0079] The differential IV includes a differential housing 26 and a bevel gear set 27. The differential housing 26 is fixedly connected to the planet carrier 25, and the bevel gear set 27 is sleeved inside the differential housing 26.

[0080] The left half shaft 28 and the right half shaft 12 are respectively connected to the bevel gear set 27 in the differential IV through splines; the second gear driven gear 11 and the planetary carrier 25 are arranged in an idler sleeve outside the right half shaft 12; the first gear driven gear 10 and the sun gear 22 are arranged in an idler sleeve outside the second gear driven gear 11 and the planetary carrier 25.

[0081] The power take-off V includes a power take-off shaft transition gear 29, a power take-off shaft 30, a power take-off shaft driving gear 31, a power take-off shaft driven gear 32, a power take-off shaft 33, and a power take-off pump 34; the power take-off shaft transition gear 29 is engaged with the first-level driven gear 4 on the first motor side, and the power of the first motor 1 passes through the first-level motor connecting shaft 2 on the first motor side, the first-level driving gear 3 on the first motor side, the first-level driven gear 4 on the first motor side, the power take-off shaft transition gear 29, the power take-off shaft 30, the power take-off shaft driving gear 31, the power take-off shaft driven gear 32, and the power take-off shaft 33 to the power take-off pump 34 for output.

[0082] Example 2: This example also introduces a multi-mode multi-function dual-motor electric drive bridge. Figure 9As shown, compared with the solution of Example 1, the first reduction mechanism I and the second reduction mechanism II are unchanged. The first gear driven gear 10 is connected to the planetary carrier 25. In the first gear, the power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II. After merging with the first gear driven gear 10, the power is output to the left half shaft 28 and the right half shaft 12 through the planetary carrier 25, the differential case 26, and the bevel gear set 27; the second gear driven gear 11 is connected to the sun gear 22. In the second gear, the power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II. After merging with the second gear driven gear 11, the power is output to the left half shaft 28 and the right half shaft 12 through the planetary reduction mechanism III, the planetary carrier 25, the differential case 26, and the bevel gear set 27; the beneficial effect of this solution is that the planetary reduction mechanism III can be selectively connected to the first gear driven gear 10 or the second gear driven gear 11 according to the actual speed ratio requirements.

[0083] Example 3, this embodiment also introduces a multi-mode multi-function dual-motor electric drive bridge, such as Figure 10As shown, compared with the solution of Example 1, the first reduction mechanism I and the second reduction mechanism II are unchanged, and the planetary reduction mechanism III is modified into the third reduction mechanism VI, which includes: 41-three-stage connecting shaft, 42-direct output shaft, 43-three-stage output gear, 44-first motor side four-stage input gear, 45-first motor side four-stage connecting shaft, 46-first motor side four-stage output gear, 47-differential case and four-stage driven gear connecting shaft, 48-fourth-stage driven gear, 49-second motor side four-stage input gear, 50-second motor side four-stage connecting shaft, 51-second motor side four-stage output gear; The first gear driven gear 10 is connected to the three-stage connecting shaft 41. In the first gear, the power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II. After the first gear driven gear 10 is merged, it is transmitted to the three-stage connecting shaft 41 and the three-stage output gear 43, and then divided into the first motor side four-stage input gear 44 and the second motor side four-stage input gear 49. The first motor side four-stage input gear 44 and the first motor side four-stage output gear 46 are respectively fixedly connected to the first motor side four-stage connecting shaft 45 through splines, and the second motor side four-stage input gear 49 and the second motor side four-stage output gear 51 are respectively fixedly connected to the first motor side four-stage connecting shaft 45 through splines. The power of the first motor side four-stage input gear 44 passes through the first motor side four-stage connecting shaft 45 and the first motor side four-stage output gear 46 to the four-stage driven gear 48, and the power of the second motor side four-stage input gear 49 passes through the second motor side four-stage connecting shaft 50 and the second motor side four-stage output gear 51 to the four-stage driven gear 48; the power of the first motor side four-stage output gear 46 and the second motor side four-stage output gear 51 converge at the four-stage driven gear 48, and then pass through the differential case and the four-stage driven gear connecting shaft 47 to the differential. The gearbox housing 26 and the bevel gear set 27 are finally output to the left half shaft 28 and the right half shaft 12; in the second gear, the power of the first motor 1 passes through the first reduction mechanism I, and the power of the second motor 21 passes through the second reduction mechanism II. After merging with the second gear driven gear 11, it is transmitted to the direct-connected output shaft 42, and then transmitted to the differential housing 26 and the bevel gear set 27 through the differential housing and the four-stage driven gear connecting shaft 47, and finally output to the left half shaft 28 and the right half shaft 12; the beneficial effect of this solution is that when it is difficult to set up a planetary reduction mechanism, a third reduction mechanism can be used to divert the power and then merge it, thereby achieving the same purpose of reducing speed and increasing torque.

[0084] Example 4: This example also introduces a commercial vehicle, wherein the commercial vehicle includes a dual-motor electric drive axle with the functions described in any of the above examples.

[0085] Below, the structure of embodiment 1 is taken as an example. Figures 2 to 5 To describe the power transmission path of the dual-motor electric drive axle in each gear mode.

[0086] Figure 2 The figure shows the power transmission path in mode 1. The first meshing sleeve 7 is connected to the first motor side first gear driving gear 6 by sliding and is in the first gear position. The power of the first motor 1 passes through the first motor side primary motor connecting shaft 2 → the first motor side primary driving gear 3 → the first motor side primary driven gear 4 → the first motor side secondary connecting shaft 5 → the first gear hub 8 → the first meshing sleeve 7 → the first motor side first gear driving gear 6 → the first gear driven gear 10; the second meshing sleeve 13 is connected to the second motor side first gear driving gear 17 by sliding and is also in the first gear position. The power of the second motor 21 passes through the second motor side primary motor connecting shaft The power of the first motor 1 and the second motor 21 is combined with the first gear driven gear 10 and then transmitted to the sun gear 22, the planetary gears 23, the planetary carrier 25, the differential case 26, the bevel gear set 27, and finally outputted through the left half-shaft 28 and the right half-shaft 12. This mode has the largest transmission ratio and is used when a heavy-loaded vehicle requires low-speed, high-torque drive when starting.

[0087] Figure 3 The power transmission path in mode 2 is shown. The first meshing sleeve 7 is connected to the first motor side first gear driving gear 6 by sliding and is in the first gear position. The power of the first motor 1 passes through the first motor side first-stage motor connecting shaft 2 → the first motor side first-stage driving gear 3 → the first motor side first-stage driven gear 4 → the first motor side second-stage connecting shaft 5 → the first gear hub 8 → the first meshing sleeve 7 → the first motor side first gear driving gear 6 → the first gear driven gear 10 → the sun gear 22 → the planetary gear 23 → the planetary carrier 25; the second meshing sleeve 13 is connected to the second motor side second gear driving gear 14 by sliding and is in the second gear position. The power of the second motor 21 passes through the second motor side first-stage motor Connecting shaft 19 → second motor side first-stage driving gear 20 → second motor side first-stage driven gear 18 → second motor side second-stage connecting shaft 15 → second gear hub 16 → second meshing sleeve 13 → second motor side second-speed driving gear 14 → second-speed driven gear 11 → planetary carrier 25; after the power of the first motor 1 and the second motor 21 is combined at the planetary carrier 25, it is transmitted to the differential case 26 → bevel gear set 27, and finally output through the left half shaft 28 and the right half shaft 12; in this mode, the transmission ratio of the route of the first motor 1 is the largest, and the transmission ratio of the route of the second motor is the smallest. Motor 2 can operate in the high-efficiency range and is used when the vehicle is accelerating at low speed or at medium speed with moderate load.

[0088] Figure 4The figure shows the power transmission path in mode 3. The first meshing sleeve 7 is connected to the second gear driving gear 9 on the first motor side by sliding and is in the second gear position. The power of the first motor 1 passes through the first motor side first-stage motor connecting shaft 2 → the first motor side first-stage driving gear 3 → the first motor side first-stage driven gear 4 → the first motor side second-stage connecting shaft 5 → the first gear hub 8 → the first meshing sleeve 7 → the first motor side second gear driving gear 9 → the second gear driven gear 11; the second meshing sleeve 13 is connected to the second motor side second gear driving gear 14 by sliding and is also in the second gear position. The power of the second motor 21 passes through the second motor side first-stage motor connecting shaft 19 → the second motor side The first-stage driving gear 20 on the motor side → the first-stage driven gear 18 on the second motor side → the second-stage connecting shaft 15 on the second motor side → the second gear hub 16 → the second meshing sleeve 13 → the second-speed driving gear 14 on the second motor side → the second-speed driven gear 11; the power of the first motor 1 and the second motor 21 is combined at the second-speed driven gear 11 and then transmitted to the planetary carrier 25 → the differential case 26 → the bevel gear set 27, and finally output through the left half shaft 28 and the right half shaft 12. This mode has the smallest transmission ratio, the shortest transmission route, and the highest mechanical efficiency. It is used when the vehicle needs to travel at high speed or overtake. At this time, both the first motor and the second motor are operating in the high-efficiency range.

[0089] Figure 5 A schematic diagram of the dual-motor electric drive axle transmission system in Mode 4 is shown. The first and second clutch sleeves 7 and 13 are both in the neutral position. At this time, the first and second motors 1 and 21 have no power output. This mode is used when towing a vehicle. On long downhill slopes, the motors rotate at high speed to reverse charge the battery. During braking, the battery is charged through the energy recovery system. In both cases, when the battery is fully charged, the first and second clutch sleeves need to be switched to the neutral position to protect the battery and extend its life.

[0090] Figure 6 The figure shows the power transmission path in mode five. The first meshing sleeve 7 is connected to the first motor side first gear driving gear 6 by sliding and is in the first gear position. The power of the first motor 1 passes through the first motor side primary motor connecting shaft 2 → the first motor side primary driving gear 3 → the first motor side primary driven gear 4 → the first motor side secondary connecting shaft 5 → the first gear hub 8 → the first meshing sleeve 7 → the first motor side first gear driving gear 6 → the first gear driven gear 10; the second meshing sleeve 13 is located in the neutral position by sliding, and the second motor 21 has no power output; this mode is a single-motor working mode. In this mode, the transmission ratio of the route of the first motor 1 is the largest, and the second motor has no power output. It is suitable for working conditions with low loads and can greatly improve the efficiency of the system; or it can be used when the two motors alternately shift gears to ensure uninterrupted power to ensure driving safety;

[0091] Figure 7The figure shows the power transmission path in mode six. The first meshing sleeve 7 is connected to the second-gear driving gear 9 on the first motor side by sliding and is in the second gear position. The power of the first motor 1 passes through the first-stage motor connecting shaft 2 on the first motor side → the first-stage driving gear 3 on the first motor side → the first-stage driven gear 4 on the first motor side → the second-stage connecting shaft 5 on the first motor side → the first gear hub 8 → the first meshing sleeve 7 → the second-gear driving gear 9 on the first motor side → the second-gear driven gear 11; the second meshing sleeve 13 is located in the neutral position by sliding, and the second motor 21 has no power output; this mode is also a single-motor working mode. In this mode, the transmission ratio of the route of the first motor 1 is the smallest, and the second motor has no power output. It is suitable for driving under low load or high-speed conditions. At this time, the system transmission efficiency is the highest; or it can be used to ensure uninterrupted power when the two motors shift gears alternately.

[0092] Figure 8 The figure shows the power transmission path of the power take-off. The power of the first motor 1 passes through the first motor side primary motor connecting shaft 2 → the first motor side primary driving gear 3 → the first motor side primary driven gear 4 → the first power take-off shaft transition gear 29 → the first power take-off shaft 30 → the first power take-off shaft driving gear 31 → the second power take-off shaft driven gear 32 → the second power take-off shaft 33, and is then output to the power take-off pump 34. When connected to the power take-off pump 34 and used for external load operation, the power take-off has a short transmission route and high efficiency. One working mode is when the power take-off needs to be used to provide lubrication for the gearbox. Because the power take-off is in a normal rotation state, it is not affected by gear switching.

[0093] The multi-mode, multi-functional dual-motor electric drive axle with a power take-off and commercial vehicle provided by the present invention enable multiple power transmission modes, balancing motor power and efficiency, avoiding power interruptions during gear shifts, and ensuring shift comfort and driving safety. The symmetrical structural layout ensures a reasonable mass distribution and avoids vibration caused by offset. Furthermore, the first motor 1 and the second motor 21 can have the same or different power.

[0094] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0095] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0096] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0097] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0098] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A multi-mode multi-function dual-motor electric drive bridge, characterized in that: include: A first motor (1) and a first reduction mechanism I connected to the first motor (1), a second motor (21) and a second reduction mechanism II connected to the second motor (21), a first-gear driven gear (10), a second-gear driven gear (11), a planetary reduction mechanism III, a differential IV, an axle output shaft, and a power take-off V; The first reduction mechanism I and the second reduction mechanism II are symmetrically arranged on both sides of the left half shaft (28) and the right half shaft (12) of the axle output shaft; the first reduction mechanism I and the second reduction mechanism II share a first gear driven gear (10), a second gear driven gear (11), a planetary reduction mechanism III and a differential IV; The first gear driven gear (10) is respectively meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side, the first gear driven gear (10) is connected to the differential IV via the planetary reduction mechanism III, and the differential IV is connected to the axle output shaft; The second-gear driven gear (11) is respectively meshed with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side. The second-gear driven gear (11) is connected to the differential IV via the planetary reduction mechanism III, and the differential IV is connected to the axle output shaft. The first reduction mechanism I switches between the first gear, neutral gear and second gear by sliding the first meshing sleeve (7); the second reduction mechanism II switches between the first gear, neutral gear and second gear by sliding the second meshing sleeve (13); The power take-off V is connected to the first motor (1) via a first reduction mechanism I; The planetary reduction mechanism III comprises: a sun gear (22), a planet carrier (25), a ring gear (24), and a plurality of planetary gears (23); the plurality of planetary gears (23) are evenly fixed on the planet carrier (25) and are used to rotate around the planet carrier (25) and revolve around the sun gear (22); the ring gear (24) is fixed to the gearbox housing; The first gear driven gear (10) is respectively meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side, and the first gear driven gear (10) is fixedly connected to the sun gear (22) of the planetary reduction mechanism III; The second-gear driven gear (11) is respectively engaged with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side. The second-gear driven gear (11) is connected to the planet carrier (25) of the planetary reduction mechanism III. The planet carrier (25) is fixedly connected to the differential IV.

2. The multi-mode multi-function dual-motor electric drive axle according to claim 1, characterized in that: The first reduction mechanism I comprises: a first motor side primary motor connecting shaft (2), a first motor side primary driving gear (3), a first motor side primary driven gear (4), a first motor side secondary connecting shaft (5), a first motor side first gear driving gear (6), a first meshing sleeve (7), a first gear hub (8), and a first motor side second gear driving gear (9); The first motor side primary driving gear (3) is fixedly connected to the first motor side primary motor connecting shaft (2) via a spline, the first motor side primary driven gear and the first gear hub are fixedly connected to the first motor side secondary connecting shaft via a spline, the first motor side first gear driving gear (6) and the first motor side second gear driving gear (9) are loosely arranged on the first motor side secondary connecting shaft (5), and the first meshing sleeve (7) is slidingly connected to the first motor side first gear driving gear (6), the first gear hub (8) and the first motor side second gear driving gear (9) via a spline; The second speed reduction mechanism II comprises: a first-stage motor connecting shaft (19) on the second motor side, a first-stage driving gear (20) on the second motor side, a first-stage driven gear (18) on the second motor side, a second-stage connecting shaft (15) on the second motor side, a first-speed driving gear (17) on the second motor side, a second meshing sleeve (13), a second gear hub (16), and a second-speed driving gear (14) on the second motor side; The first-stage driving gear (20) on the second motor side is fixedly connected to the first-stage motor connecting shaft (19) on the second motor side via a spline; the first-stage driven gear (18) on the second motor side and the second gear hub (16) are fixedly connected to the second-stage connecting shaft (15) on the second motor side via a spline; the first-speed driving gear (17) on the second motor side and the second-speed driving gear (14) on the second motor side are arranged in an idle sleeve on the second-stage connecting shaft (15) on the second motor side; and the second meshing sleeve (13) is slidably connected to the first-speed driving gear (17) on the second motor side, the second gear hub (16) and the second-speed driving gear (14) on the second motor side via a spline.

3. The multi-mode multi-function dual-motor electric drive axle according to claim 2, characterized in that: The differential IV comprises: a differential housing (26), a bevel gear set (27); The differential housing (26) is fixedly connected to the planet carrier (25), and the bevel gear set (27) is sleeved inside the differential housing (26); The left half shaft (28) and the right half shaft (12) are respectively connected to the bevel gear set (27) in the differential IV through splines; the second gear driven gear (11) and the planetary carrier (25) are arranged on the outside of the right half shaft (12); the first gear driven gear (10) and the sun gear (22) are arranged on the outside of the second gear driven gear (11) and the planetary carrier (25); The power take-off device V comprises: a power take-off shaft transition gear (29), a power take-off shaft (30), a power take-off shaft driving gear (31), a power take-off shaft driven gear (32), a power take-off shaft (33), and a power take-off pump (34); The power take-off shaft transition gear (29) is meshed with the first motor side primary driven gear (4), and the power of the first motor (1) is sequentially outputted through the first motor side primary motor connecting shaft (2), the first motor side primary driving gear (3), the first motor side primary driven gear (4), the power take-off shaft transition gear (29), the power take-off shaft (30), the power take-off shaft driving gear (31), the power take-off shaft secondary driven gear (32), and the power take-off shaft secondary (33) to the power take-off pump (34).

4. The multi-mode, multi-functional dual-motor electric drive axle according to claim 1, characterized in that: The first gear driven gear (10) is respectively meshed with the first gear driving gear (6) on the first motor side and the first gear driving gear (17) on the second motor side, the first gear driven gear (10) is fixedly connected to the planet carrier (25) of the planetary reduction mechanism III, and the planet carrier (25) is fixedly connected to the differential IV; The second-gear driven gear (11) is respectively engaged with the second-gear driving gear (9) on the first motor side and the second-gear driving gear (14) on the second motor side, and the second-gear driven gear (11) is connected to the sun gear (22) of the planetary reduction mechanism III.

5. A gear mode control method for a multi-mode multi-functional dual-motor electric drive axle according to any one of claims 1 to 4, characterized in that: include: Mode 1 includes: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the first gear driving gear (6) on the first motor side by moving, and the second meshing sleeve (13) of the second reduction mechanism II is coupled to the first gear driving gear (17) on the second motor side by moving; the power of the first motor passes through the first reduction mechanism I and the power of the second motor (21) passes through the second reduction mechanism II and converges to the first gear driven gear (10), and the power is sequentially transmitted to the left half shaft (28) and the right half shaft (12) for output respectively through the first gear driven gear (10), the planetary reduction mechanism III, and the differential IV; Mode 2, including: the first meshing sleeve (7) of the first reduction mechanism I is combined with the first gear driving gear (6) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is combined with the second gear driving gear (14) on the second motor side by moving, the power of the first motor (1) passes through the first reduction mechanism I, the first gear driven gear (10), and the planetary reduction mechanism III to the planetary carrier (25), the power of the second motor (21) passes through the second reduction mechanism II and the second gear driven gear (11) to the planetary carrier (25), and after the power of the first motor (1) and the power of the second motor (21) are combined at the planetary carrier (25), they are respectively transmitted to the left half shaft (28) and the right half shaft (12) for output through the differential IV; Mode three includes: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the second gear driving gear (9) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is coupled to the second gear driving gear (14) on the second motor side by moving, the power of the first motor (1) passes through the first reduction mechanism I, the power of the second motor (21) passes through the second reduction mechanism II, the power of the first motor (1) and the power of the second motor (21) are combined to the second gear driven gear (11), and then transmitted to the left half shaft (28) and the right half shaft (12) for output respectively through the differential IV; Mode 4, including: the first meshing sleeve (7) of the first reduction mechanism I and the second meshing sleeve (13) of the second reduction mechanism II are both in the neutral position, and the first motor (1) and the second motor (21) have no power output; Mode 5, including: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the first gear driving gear (6) on the first motor side by moving, the second meshing sleeve (13) of the second reduction mechanism II is located in the neutral position, the power of the first motor (1) is transmitted to the left half shaft (28) and the right half shaft (12) respectively through the first reduction mechanism I, the first gear driven gear (10), the planetary reduction mechanism III, and the differential IV, and the second motor (21) has no power output; Mode six includes: the first meshing sleeve (7) of the first reduction mechanism I is coupled to the second gear driving gear (9) on the first motor side by movement, the second meshing sleeve (13) of the second reduction mechanism II is located in the neutral position, the power of the first motor (1) is sequentially transmitted through the first reduction mechanism I, the second gear driven gear (11), the planetary carrier (25), and the differential IV to the left half shaft (28) and the right half shaft (12) for output, and the second motor (21) has no power output.

6. A commercial vehicle, characterized in that: A multi-mode, multi-functional dual-motor electric drive axle according to any one of claims 1-4 is installed.

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