Electric drive axle and electric commercial vehicle

Abstract

The invention relates to an electric drive axle and an electric commercial vehicle, the electric drive axle is provided with a main drive motor, a main drive side transmission, an auxiliary drive motor, an auxiliary drive side transmission and a differential mechanism, the main drive side transmission comprises a main drive first shaft gear device, a main drive second shaft gear device, a main drive third shaft gear device and a main drive external shaft gear device; the differential mechanism is provided with a fourth shaft gear device and fixedly connected with the fourth shaft gear device, and the torque of the main drive motor is sequentially transmitted to the main drive first shaft gear device, the main drive second shaft gear device, the main drive third shaft gear device and the main drive fourth shaft gear device. The main drive third shaft gear device is provided with a main drive second gear shifter, the main drive external shaft gear device is coupled with the main drive third shaft gear device, the auxiliary drive side transmission at least comprises an auxiliary drive first shaft gear device, and the auxiliary drive motor transmits power to the main drive side transmission or the fourth shaft gear device through the auxiliary drive first shaft gear device.

Description

Technical Field

[0001] This invention relates to an electric drive axle and an electric commercial vehicle having such an electric drive axle. Background Technology

[0002] Currently, the electric drive systems of electric commercial vehicles are not comprehensive enough and may have the following problems: too few gears, small speed ratio range, and the motors used cannot effectively cover the various operating conditions of commercial vehicles; complex structure, using complex structures to achieve different gears, large size and weight, low reliability; and the possibility of power interruption during gear shifting.

[0003] Furthermore, while many types of reducers are known for electric commercial vehicles, many remain only at the theoretical design stage, often neglecting the size and efficiency of the actual reduction gears, making them difficult to implement. For example, in some existing electric drive axles, the hollow shaft of the transmission gear is rotatably arranged on another hollow shaft, resulting in two hollow shafts overlapping. This leads to complex structures, large space requirements, difficult assembly, and poor stability. Additionally, in some existing technologies, the shifter is large in size and weight, making it impractical.

[0004] Furthermore, in electric drive axles with differentials, the design of the electric drive axle also needs to consider the design of the transmission stages. The transmission stages from the motor to the differential (such as the design of spur gear transmission or planetary gear transmission) and the transmission stages from the differential to the wheels (such as the design of planetary gear transmission) need to be designed as a whole. Moreover, the design of the transmission stages also needs to be related to the design of the motor so that the motor can operate in the high-efficiency range as much as possible while ensuring high transmission efficiency.

[0005] Furthermore, the weight of the electric drive axle is also an important factor to consider; therefore, the number of parts should be minimized while ensuring power and energy efficiency. For electric commercial vehicles, especially heavy-duty electric trucks, there is still room for improvement in balancing power, economy, work efficiency, and space utilization in terms of electric drive axles. Summary of the Invention

[0006] Based on the aforementioned prior art, the technical problem to be solved by the present invention is to largely overcome the defects of the prior art.

[0007] The electric drive axle according to the present invention is used in electric commercial vehicles, wherein the commercial vehicle includes trucks or vans, commercial buses, etc. The electric drive axle includes a main drive motor, a main drive-side transmission, an auxiliary drive motor, an auxiliary drive-side transmission, and a differential. The main drive-side transmission includes a first main drive shaft gear assembly, a second main drive shaft gear assembly, a third main drive shaft gear assembly, and a main drive external shaft gear assembly. The differential has a fourth shaft gear assembly and is fixedly connected to it. The torque of the main drive motor is sequentially transmitted to the first main drive shaft gear assembly, the second main drive shaft gear assembly, the third main drive shaft gear assembly, and the fourth main drive shaft gear assembly. The first main drive shaft gear assembly has a main drive… The first gear shifter includes a main drive third shaft gear unit with a main drive second gear shifter. The main drive external shaft gear unit is coupled with the main drive third shaft gear unit. The main drive first gear shifter and the main drive second gear shifter can achieve four gears. In 1st and 2nd gears, five levels of reduction are achieved respectively, and in 3rd and 4th gears, three levels of reduction are achieved respectively. The auxiliary drive side transmission includes at least an auxiliary drive first shaft gear unit. The auxiliary drive motor transmits power to the main drive side transmission or the fourth shaft gear unit through the auxiliary drive first shaft gear unit.

[0008] Here, "power transmission from the auxiliary drive motor to the fourth shaft gear unit" means that the power from the auxiliary drive motor is directly transmitted to the fourth shaft gear unit through the auxiliary drive side transmission. Here, the fourth shaft of the differential is a hollow shaft, through which the left half of the axle connected to the differential passes.

[0009] In this invention, due to the 5-stage reduction gears in gears 1 and 2, the speed ratio can be very large, resulting in high system torque output and strong power. Furthermore, gears 3 and 4 are 3-stage reduction gears, allowing for both large and small speed ratios. Because there are only 3 reduction gears, optimal efficiency can be achieved while maintaining relatively small speed ratios. By setting an external shaft, switching between 3-stage and 5-stage reduction gears is simple and practical. Moreover, since both shifters are located on non-output shafts, the torque is low, the size is small, and the arrangement is flexible. Additionally, the power of the two motors arranged front and rear is combined at the fourth shaft gear. The power combination point is located after the shift, so while one side is driving, the other side can be driving or shifting simultaneously, thus achieving uninterrupted shifting throughout the system. The fourth shaft serves as the output shaft; therefore, apart from the differential (including a differential lock if necessary), there are no additional components on the output shaft, resulting in a smaller output section and a lighter system.

[0010] In a preferred embodiment, the auxiliary drive motor and the auxiliary drive-side transmission are designed to enable continuous gear shifting of the main drive motor. In a preferred embodiment, both the main drive-side transmission and the auxiliary drive-side transmission employ parallel gears, thereby simplifying the transmission structure and making it easy to implement.

[0011] In a preferred embodiment, the main drive first shaft gear assembly includes a main drive first shaft, a main drive first shaft pinion, a main drive first gear shifter, and a main drive first shaft large gear; the main drive second shaft gear assembly includes a main drive second shaft, a main drive second shaft large driven gear, a main drive second shaft driving gear, and a main drive second shaft pinion; the main drive third shaft gear assembly includes a main drive third shaft, a main drive third shaft first driven gear, a main drive third shaft first driving gear, a main drive third shaft second driven gear, a main drive second gear shifter, and a main drive third shaft second driving gear; and the main drive external shaft gear assembly includes a main drive external shaft, a main drive external shaft driven gear, and a main drive external shaft driving gear, wherein the main drive first shaft pinion and the main drive second shaft large driven gear... The gears mesh, with the large gear on the first main drive shaft meshing with the small driven gear on the second main drive shaft. The driving gear on the second main drive shaft meshes with the first driven gear on the third main drive shaft. The second driving gear on the third main drive shaft meshes with the driven gear on the external shaft of the main drive shaft. The driving gear on the external shaft of the main drive shaft meshes with the second driven gear on the third main drive shaft. The first driving gear on the third main drive shaft meshes with the fourth driven gear of the fourth shaft gear assembly. The first main drive shifter is located between the small gear and the large gear on the first main drive shaft, and the second main drive shifter is located between the second driven gear and the second driving gear on the third main drive shaft. The first driving gear and the second driven gear on the third main drive shaft are connected in a torsion-resistant manner.

[0012] In a preferred embodiment, the auxiliary drive-side transmission and the main drive-side transmission are identically configured, allowing for the reuse of their components and facilitating layout planning. In this invention, "identically" can also be understood as "correspondingly," meaning that the component specifications are not required to be exactly the same, as long as the corresponding functions are achieved. Furthermore, in terms of layout, the auxiliary drive-side transmission and the main drive-side transmission can be centrally symmetrically configured or mirror-symmetrically configured. A centrally symmetrical layout is more advantageous for structural space.

[0013] In a preferred embodiment, the auxiliary drive-side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly with the same configuration as the main drive-side transmission. The auxiliary drive-side transmission also includes an auxiliary drive third shaft gear assembly, which consists only of an auxiliary drive third shaft, an auxiliary drive third shaft first driven gear, and an auxiliary drive third shaft first driving gear. The auxiliary drive third shaft first driven gear meshes with the auxiliary drive second shaft driving gear, and the auxiliary drive third shaft first driving gear meshes with a fourth shaft driven gear. In this embodiment, the main drive side has 5 gears and the auxiliary drive side has 3 gears. Consistent with the first embodiment, the gears on the main drive side and the auxiliary drive side do not affect each other, allowing for 5×3 gear combinations. Since the gears on both sides are complementary, there is no power interruption during gear shifts. Simultaneously, the auxiliary drive second shifter is eliminated, simplifying the structure.

[0014] In a preferred embodiment, the auxiliary drive-side transmission includes an auxiliary drive third shaft gear assembly and an auxiliary drive external shaft gear assembly with the same configuration as the main drive-side transmission. The auxiliary drive first shaft gear assembly consists only of an auxiliary drive first shaft and an auxiliary drive first shaft pinion, while the auxiliary drive second shaft gear assembly consists only of an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, and an auxiliary drive second shaft driving gear. In this embodiment, the auxiliary drive first shifter and related gear pairs are eliminated on the auxiliary drive side. This results in 5 gears on the main drive side and 3 gears on the auxiliary drive side, with the gears on the main drive side and auxiliary drive side not affecting each other, allowing for 5×3 gear combinations. Furthermore, the auxiliary drive-side transmission can achieve 5-level reduction, resulting in a larger transmission ratio and higher output torque.

[0015] In a preferred embodiment, the auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, an auxiliary drive second shaft gear assembly, and an auxiliary drive third shaft gear assembly. The auxiliary drive first shaft gear assembly consists only of an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly includes an auxiliary drive second shaft, an auxiliary drive second shaft driven gear, an auxiliary drive second shaft large drive gear, and an auxiliary drive second shaft small drive gear. The auxiliary drive third shaft gear assembly includes an auxiliary drive third shaft, an auxiliary drive third shaft first drive gear, an auxiliary drive second shifter, an auxiliary drive third shaft first driven gear, and an auxiliary drive third shaft second driven gear. The auxiliary drive first shaft pinion meshes with the auxiliary drive second shaft driven gear, the auxiliary drive second shaft large drive gear meshes with the auxiliary drive third shaft second driven gear, and the auxiliary drive second shaft small drive gear meshes with the auxiliary drive third shaft first driven gear. The auxiliary drive second shifter is arranged between the third shaft first driven gear and the third shaft second driven gear and can achieve three gear positions. Since the gear positions on the main drive side and the auxiliary drive side can complement each other, power interruption can be achieved during gear shifts. In addition, only one gear shifter is installed on the auxiliary drive side, simplifying the structure.

[0016] In a preferred embodiment, the auxiliary drive-side transmission includes an auxiliary drive first shaft gear assembly, an auxiliary drive second shaft gear assembly, and an auxiliary drive third shaft gear assembly. The auxiliary drive first shaft gear assembly consists only of an auxiliary drive first shaft and an auxiliary drive first shaft pinion; the auxiliary drive second shaft gear assembly consists only of an auxiliary drive second shaft, an auxiliary drive second shaft driven gear, and an auxiliary drive second shaft driving gear; and the auxiliary drive third shaft gear assembly consists only of an auxiliary drive third shaft, an auxiliary drive third shaft first driving gear, and an auxiliary drive third shaft first driven gear. The auxiliary drive first shaft pinion meshes with the auxiliary drive second shaft driven gear, and the auxiliary drive second shaft driving gear meshes with the auxiliary drive third shaft first driven gear. There is no shifter on the auxiliary drive side, and the auxiliary drive motor employs a torque-following control strategy. This embodiment achieves a very compact structure and a simple design.

[0017] In a preferred embodiment, the auxiliary drive-side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes an auxiliary drive first shaft, an auxiliary drive first shaft pinion, an auxiliary drive first shifter, and an auxiliary drive first shaft large gear. The auxiliary drive second shaft gear assembly includes an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, an auxiliary drive second shaft small driven gear, and an auxiliary drive second shaft first driving gear that meshes with a fourth shaft driven gear. In this embodiment, the auxiliary drive-side structure is further simplified, and one reduction stage is reduced, resulting in higher transmission efficiency.

[0018] In a preferred embodiment, the auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly consists only of an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly consists only of an auxiliary drive second shaft, an auxiliary drive second shaft driven gear, and an auxiliary drive second shaft driving gear. The auxiliary drive second shaft driving gear meshes with a fourth shaft driven gear. This embodiment further simplifies the structure, occupies less space, and is particularly suitable for light commercial vehicles.

[0019] In a preferred embodiment, the auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, which comprises an auxiliary drive first shaft, an auxiliary drive first shaft pinion, an auxiliary drive first shifter, and an auxiliary drive first shaft large gear. The auxiliary drive first shaft pinion meshes with the main drive second shaft large driven gear, and the auxiliary drive first shaft large driven gear meshes with the main drive second shaft pinion. In this embodiment, the two motors are located on the same side, the number of shifters is reduced from four to three, and the number of housings and other accessories is also reduced. Furthermore, power is not interrupted during shifting between 1st and 2nd gear, or between 3rd and 4th gear.

[0020] In a preferred embodiment, the auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, wherein the auxiliary drive first shaft gear assembly consists only of an auxiliary drive first shaft and an auxiliary drive first shaft pinion, the auxiliary drive first shaft pinion meshing with the main drive second shaft large driven gear. In this embodiment, the main drive motor can achieve 4 gears, and the auxiliary drive motor can achieve 2 gears, thereby further simplifying the structure.

[0021] In a preferred embodiment, the auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes an auxiliary drive first shaft, an auxiliary drive first shaft pinion, an auxiliary drive first shifter, and an auxiliary drive first shaft large gear. The auxiliary drive second shaft gear assembly includes an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, an auxiliary drive second shaft small driven gear, and an auxiliary drive second shaft first driving gear. The main drive third shaft gear assembly includes a main drive third shaft third driven gear that is torsionally connected to the main drive third shaft first driving gear, and the main drive third shaft third driven gear meshes with the auxiliary drive second shaft first driving gear. In this embodiment, the main drive side can achieve 5 gears (including neutral), and the auxiliary drive side can achieve 3 gears (including neutral). Because the auxiliary drive side achieves three-stage reduction, it can achieve a larger power transmission, and the power transmission is relatively smooth. Furthermore, power is not interrupted when shifting between 1st and 2nd gears of the main drive motor or the auxiliary drive motor, or when shifting between 3rd and 4th gears.

[0022] In a preferred embodiment, the auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes only an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly includes only an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, and an auxiliary drive second shaft first driving gear. The main drive third shaft gear assembly includes a main drive third shaft third driven gear that is anti-torsionally connected to the main drive third shaft first driving gear. The main drive third shaft third driven gear meshes with the auxiliary drive second shaft first driving gear.

[0023] The present invention also relates to an embodiment in which the electric drive axle has a main drive motor, a main drive-side transmission, and a differential. The main drive-side transmission includes a first main drive shaft gear assembly, a second main drive shaft gear assembly, a third main drive shaft gear assembly, and a main drive external shaft gear assembly. The differential has a fourth shaft gear assembly and is fixedly connected thereto. The torque of the main drive motor is sequentially transmitted to the first, second, third, and fourth main drive shaft gear assemblies. The first main drive shaft gear assembly has a first main drive shifter, and the third main drive shaft gear assembly has a second main drive shifter. The external shaft gear assembly is coupled to the third main drive shaft gear assembly. Four gears can be achieved through the first and second main drive shifters. Five reduction levels are achieved in 1st and 2nd gear, respectively, and three reduction levels are achieved in 3rd and 4th gear, respectively. In an advantageous embodiment, the electric drive axle can have only one motor, thus making it suitable for light commercial vehicles and requiring very little space.

[0024] In embodiments of the present invention, the main drive-side transmission and / or the auxiliary drive-side transmission have four gears, wherein the gear ratio of the first gear is between 50 and 90, the gear ratio of the second gear is between 30 and 50, the gear ratio of the third gear is between 18 and 35, and the gear ratio of the fourth gear is between 8 and 20. These ranges can accommodate most commercial vehicles, providing design flexibility for various commercial vehicles.

[0025] In summary, the electric drive axle of the present invention can have a smaller weight and minimize the number of parts while ensuring power and energy saving requirements. For electric commercial vehicles, especially heavy-duty electric trucks, the electric drive axle achieves a favorable balance in terms of power, economy, work efficiency, and space utilization. Attached Figure Description

[0026] Figure 1 A first embodiment of the electric drive bridge according to the present invention is shown.

[0027] Figure 2 A second embodiment of the electric drive bridge according to the present invention is shown.

[0028] Figure 3 A third embodiment of the electric drive bridge according to the present invention is shown.

[0029] Figure 4 A fourth embodiment of the electric drive bridge according to the present invention is shown.

[0030] Figure 5 A fifth embodiment of the electric drive bridge according to the present invention is shown.

[0031] Figure 6 A sixth embodiment of the electric drive bridge according to the present invention is shown.

[0032] Figure 7 A seventh embodiment of the electric drive bridge according to the present invention is shown.

[0033] Figure 8 An eighth embodiment of the electric drive bridge according to the present invention is shown.

[0034] Figure 9 A ninth embodiment of the electric drive bridge according to the present invention is shown.

[0035] Figure 10 A tenth embodiment of the electric drive bridge according to the present invention is shown.

[0036] Figure 11 An eleventh embodiment of the electric drive bridge according to the present invention is shown.

[0037] Figure 12 A twelfth embodiment of the electric drive bridge according to the present invention is shown. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the described embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms “first,” “second,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as “comprising” or “including” mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as “front,” “back,” “up,” “down,” “left,” and “right” are used only to indicate relative positional relationships, which may change accordingly when the absolute position of the described object changes. In this invention, “large” or “small” does not refer to actual size when describing structural elements individually, but is only used to distinguish related structures and indicates size only where comparison is possible.

[0040] The accompanying drawings in this invention are not strictly drawn to scale. They are only considered to represent the invention when dimensions and positional relationships are clearly explained. The specific dimensions and quantity of each structure can be determined according to actual needs. Identical or functionally identical elements in multiple drawings use the same reference numerals.

[0041] Reference Figure 1The present invention is generally described as follows: the electric drive bridge comprises: a main drive motor 1 (EM1), a first main drive shaft 2, a pinion gear 3 on the first main drive shaft, a first main drive shifter 4, a large gear 5 on the first main drive shaft, a second main drive shaft 6, a large driven gear 7 on the second main drive shaft, a driving gear 8 on the second main drive shaft, a small driven gear 9 on the second main drive shaft, a third main drive shaft 10, a first driven gear 11 on the third main drive shaft, a first driving gear 12 on the third main drive shaft, a second driven gear 13 on the third main drive shaft, a second main drive shifter 14, a second driving gear 15 on the third main drive shaft, an external main drive shaft 16, a driven gear 17 on the external main drive shaft, and a driving gear 18 on the external main drive shaft, and an auxiliary drive motor 1'. (EM2), Auxiliary drive first shaft 2', Auxiliary drive first shaft pinion 3', Auxiliary drive first shifter 4', Auxiliary drive first shaft large gear 5', Auxiliary drive second shaft 6', Auxiliary drive second shaft large driven gear 7', Auxiliary drive second shaft driving gear 8', Auxiliary drive second shaft small driven gear 9', Auxiliary drive third shaft 10', Auxiliary drive third shaft first driven gear 11', Auxiliary drive third shaft first driving gear 12', Auxiliary drive third shaft second driven gear 13', Auxiliary drive second shifter 14', Auxiliary drive third shaft second driving gear 15', Auxiliary drive external shaft 16', Auxiliary drive external shaft driven gear 17', Auxiliary drive external shaft driving gear 18', Differential lock 19, Fourth shaft driven gear 20, Differential 21, Left half shaft 22, Right half shaft 23.

[0042] exist Figure 1 In the first embodiment shown, the main drive side and the auxiliary drive side are symmetrically configured, so the specific transmission path is illustrated by way of the main drive side.

[0043] In first gear, the first main drive shifter engages the right side, and the second main drive shifter engages the right side. The power transmission route is: 1—2—4—3—7—6—8—11—10—14—15—17—16—18—13—12—20—21—22 / 23. This gear involves 5 reduction stages.

[0044] In second gear, the first main drive shifter engages the left side, and the second main drive shifter engages the right side. The power transmission route is: 1—2—4—5—9—6—8—11—10—14—15—17—16—18—13—12—20—21—22 / 23. This gear involves 5 reduction stages.

[0045] In third gear, the first main drive shifter engages the right side, and the second main drive shifter engages the left side. The power transmission route is: 1—2—4—3—7—6—8—11—10—14—13—12—20—21—22 / 23. This gear involves three reduction stages.

[0046] In fourth gear: the first shifter of the main drive engages with the left side, and the second shifter of the main drive engages with the left side. The power transmission route at this time is: 1—2—4—5—9—6—8—11—10—14—13—12—20—21—22 / 23. This gear involves 3 levels of reduction.

[0047] In addition, in neutral, both the first and second master drive shifters are in the middle position.

[0048] The auxiliary drive side can also achieve the above five gears. Here, the main drive side and the auxiliary drive side can engage their respective gears independently, thus achieving 25 possible combinations (i.e., 5×5). Since the power flows of the main drive motor and the auxiliary drive motor ultimately converge at the driven gear 20 on the fourth shaft, the gear shifting of the main drive side and the auxiliary drive side does not affect each other.

[0049] In this embodiment, several beneficial technical effects can be achieved.

[0050] The transmission components all use parallel gears, which have a simple structure and are therefore easy to implement.

[0051] The front main drive side and the auxiliary drive side have the same design, and the parts can be reused.

[0052] Each side uses two shifters, which can achieve four transmission gears.

[0053] By setting an external shaft, switching between 3-stage and 5-stage reduction can be achieved.

[0054] Because of the 5-level reduction in 1st and 2nd gears, the speed ratio can be very large, resulting in high system torque output and strong power.

[0055] In addition, 3rd and 4th gears are three-stage reduction gears, and the gear ratio can be made larger or smaller. Because there are only three-stage reduction gears, it can achieve better efficiency while achieving small to medium gear ratios.

[0056] Both shifters are located on the non-output shaft, resulting in low torque, small size, and flexible arrangement.

[0057] The power of the two motors is combined at the output shaft gear. The point of convergence is located after the gear shift, so while one side is driving, the other side can be driven or shifted, thus realizing gear shifting without power interruption of the entire system.

[0058] Apart from the differential and differential lock, there are no other components on the output shaft, resulting in a smaller output section and a lighter system. The differential lock's function is to force the left and right drive wheels to rotate synchronously, ensuring that power is not wasted on slipping wheels.

[0059] exist Figure 2In the second embodiment shown, the design of the main drive side is the same as in the first embodiment. On the auxiliary drive side, the auxiliary drive second shifter 14' and the related gear pair are eliminated. This results in 5 gears on the main drive side and 3 gears on the auxiliary drive side. Consistent with the first embodiment, the gears on the main drive side and the auxiliary drive side do not affect each other, allowing for 5×3 gear combinations. Since the gears on both sides are complementary, there is no power interruption during gear shifts. Compared to the first embodiment, the auxiliary drive side has 3 gears instead of 5, and one shifter is eliminated, simplifying the structure.

[0060] exist Figure 3 In the third embodiment shown, the design of the main drive side is the same as in the first embodiment. The auxiliary drive first shifter 4' and its associated gear pair are eliminated on the auxiliary drive side, as are the small driven gear on the auxiliary drive second shaft. This results in 5 gears on the main drive side and 3 gears on the auxiliary drive side. Consistent with the first embodiment, the gears on the main drive and auxiliary drive sides do not affect each other, allowing for 5×3 gear combinations. Since the gears on both sides are complementary, there is no power interruption during gear shifts. Compared to the first embodiment, the auxiliary drive side has been reduced from 5 gears to 3 gears, and one shifter has been eliminated, simplifying the structure. Compared to the second embodiment, the auxiliary drive side can achieve 5-stage reduction, resulting in a larger transmission ratio and higher output torque.

[0061] exist Figure 4 In the fourth embodiment shown, the design of the main drive side is the same as in the first embodiment. On the auxiliary drive side, the small gear 3' of the first auxiliary drive shaft meshes with the driven gear 8'' of the second auxiliary drive shaft, the large driving gear 7'' of the second auxiliary drive shaft meshes with the second driven gear 13' of the third auxiliary drive shaft, and the small driving gear 9'' of the second auxiliary drive shaft meshes with the first driven gear 11' of the third auxiliary drive shaft. The first driving gear 12' of the third auxiliary drive shaft is torsionally connected to the third auxiliary drive shaft 10'. The second auxiliary drive shifter 14' can achieve 3 gears. Thus, a total of 5×3 gear combinations can be achieved. Since the gears on both sides can complement each other, there can be no power interruption when shifting gears. Compared with the first embodiment, the number of gears on the auxiliary drive side is reduced from 5 to 3, and one shifter is reduced, simplifying the structure.

[0062] exist Figure 5 In the fifth embodiment shown, the design of the main drive side is the same as in the first embodiment. On the auxiliary drive side, the two shifters and related gears are eliminated. This results in five gears on the main drive side and only one gear on the auxiliary drive side, further simplifying the structure. Since there is no shifter on the auxiliary drive side, the auxiliary drive motor needs to employ a torque-following control strategy. This fifth embodiment achieves a very compact structure and a simple design.

[0063] exist Figure 6In the sixth embodiment shown, the design of the main drive side is the same as in the first embodiment. On the auxiliary drive side, the auxiliary drive third shaft and related gears are eliminated, and an auxiliary drive second shaft driving gear 8' is set on the second shaft, which meshes with the fourth shaft driven gear 20. Compared with the second embodiment, the auxiliary drive side structure is further simplified, and one stage of reduction is reduced, resulting in higher transmission efficiency.

[0064] exist Figure 7 In the seventh embodiment shown, the design of the main drive side is the same as in the first embodiment. On the auxiliary drive side, compared to the sixth embodiment, the auxiliary drive first shifter 4' and related gears are further eliminated, wherein the auxiliary drive second shaft drive gear 8' meshes with the fourth shaft driven gear 20. The structure is further simplified compared to the sixth embodiment. The electric drive axle of the seventh embodiment is particularly suitable for light commercial vehicles.

[0065] exist Figure 8 In the eighth embodiment shown, it only includes the structure of the main drive side, or a single-motor solution, thus greatly simplifying the structure. However, since there is only one motor, it is impossible to achieve gear shifting without power interruption.

[0066] exist Figure 9 In the ninth embodiment shown, the design of the main drive side is the same as in the first embodiment. Furthermore, the auxiliary drive motor 1' (EM2), the auxiliary drive first shaft 2', the auxiliary drive first shaft pinion 3', the auxiliary drive first shifter 4', and the auxiliary drive first shaft large gear 5' are arranged on the same side as the main drive motor. The auxiliary drive first shaft pinion 3' meshes with the main drive second shaft large driven gear 7, and the auxiliary drive first shaft large gear 5' meshes with the main drive second shaft pinion 9. Compared to the first embodiment, the number of transmission system parts is reduced, the number of shifters is reduced from four to three, the two motors are located on the same side, and the number of housings and other accessories is also reduced. Here, power is not interrupted when shifting between 1st and 2nd gear, or between 3rd and 4th gear.

[0067] Figure 10 The tenth embodiment shown is based on the ninth embodiment, in which the auxiliary drive first shifter and the associated auxiliary drive first shaft large gear 5' are eliminated, and the auxiliary drive first shaft small gear 3' meshes with the main drive second shaft large driven gear 7. Thus, the main drive motor can achieve four gears, and the auxiliary drive motor can achieve two gears. This further simplifies the structure.

[0068] exist Figure 11In the eleventh embodiment shown, the design of the main drive side is basically the same as that of the first embodiment, but a third driven gear 24 of the main drive third shaft is added to the left of the first driving gear 12 of the main drive third shaft. The auxiliary drive motor 1' (EM2), auxiliary drive first shaft 2', auxiliary drive first shaft pinion 3', auxiliary drive first shifter 4', auxiliary drive first shaft large gear 5', auxiliary drive second shaft 6', auxiliary drive second shaft large driven gear 7', auxiliary drive second shaft driving gear 8', and auxiliary drive second shaft small driven gear 9' are arranged on the same side as the main drive motor, wherein the auxiliary drive second shaft driving gear 8' meshes with the third driven gear 24 of the main drive third shaft. Thus, the main drive side can achieve 5 gears (including neutral), and the auxiliary drive side can achieve 3 gears (including neutral). Since the auxiliary drive side achieves three-stage reduction, it can achieve a larger power transmission, and the power transmission is relatively smooth. Furthermore, the power is not interrupted when switching between 1st and 2nd gear of the main drive motor or auxiliary drive motor, or when switching between 3rd and 4th gear.

[0069] Figure 12 The twelfth embodiment shown is based on the eleventh embodiment, wherein the auxiliary drive first shifter 4', the auxiliary drive first shaft large gear 5', and the auxiliary drive second shaft small driven gear 9' are eliminated. In this embodiment, the structure is simplified and occupies less space, while the power is not interrupted when the main drive motor switches between 1st and 2nd gears and between 3rd and 4th gears.

[0070] In the context of this invention, "main drive" and "auxiliary drive" are used only to distinguish names and do not limit their functions, unless the functions of the two are clearly described.

[0071] Those skilled in the art should understand that the specific embodiments described above are merely examples and not limitations. Various modifications, combinations, partial combinations, and substitutions can be made to the embodiments of the present invention according to design requirements and other factors, as long as they are within the scope of the appended claims or their equivalents, and thus fall within the scope of the rights to be protected by the present invention.

Claims

1. An electric drive axle, comprising a main drive motor, a main drive-side transmission, an auxiliary drive motor, an auxiliary drive-side transmission, and a differential, wherein, The main drive side transmission includes a main drive first shaft gear unit, a main drive second shaft gear unit, a main drive third shaft gear unit, and a main drive external shaft gear unit. The differential has a fourth shaft gear unit and is fixedly connected to it. The torque of the main drive motor is sequentially transmitted to the main drive first shaft gear unit, the main drive second shaft gear unit, the main drive third shaft gear unit, and the main drive fourth shaft gear unit. The main drive first shaft gear unit has a main drive first shifter, and the main drive third shaft gear unit has a main drive second shifter. The main drive external shaft gear unit is coupled to the main drive third shaft gear unit. Four gears can be achieved through the main drive first and second shifters. Five reduction levels are achieved in 1st and 2nd gear, and three reduction levels are achieved in 3rd and 4th gear. The auxiliary drive side transmission includes at least an auxiliary drive first shaft gear unit, through which the auxiliary drive motor transmits power to the main drive side transmission or the fourth shaft gear unit.

2. The electric drive bridge according to claim 1, characterized in that, The main drive first shaft gear assembly includes the main drive first shaft, a main drive first shaft pinion, a main drive first shifter, and a main drive first shaft large gear. The main drive second shaft gear assembly includes the main drive second shaft, a main drive second shaft large driven gear, a main drive second shaft driving gear, and a main drive second shaft small driven gear. The main drive third shaft gear assembly includes the main drive third shaft, a main drive third shaft first driven gear, a main drive third shaft first driving gear, a main drive third shaft second driven gear, a main drive second shifter, and a main drive third shaft second driving gear. The main drive external shaft gear assembly includes the main drive external shaft, a main drive external shaft driven gear, and a main drive external shaft driving gear. The main drive first shaft pinion meshes with the main drive second shaft large driven gear. The large gear of the first main drive shaft meshes with the small driven gear of the second main drive shaft. The driving gear of the second main drive shaft meshes with the first driven gear of the third main drive shaft. The second driving gear of the third main drive shaft meshes with the driven gear of the external main drive shaft. The driving gear of the external main drive shaft meshes with the second driven gear of the third main drive shaft. The first driving gear of the third main drive shaft meshes with the fourth driven gear of the fourth shaft gear assembly. The first main drive shifter is arranged between the small gear and the large gear of the first main drive shaft. The second main drive shifter is arranged between the second driven gear and the second driving gear of the third main drive shaft. The first driving gear and the second driven gear of the third main drive shaft are connected in a torsion-resistant manner.

3. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission is constructed in the same way as the main drive side transmission.

4. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly with the same configuration as the main drive side transmission. The auxiliary drive side transmission also includes an auxiliary drive third shaft gear assembly, which consists only of an auxiliary drive third shaft, an auxiliary drive third shaft first driven gear, and an auxiliary drive third shaft first driving gear. The auxiliary drive third shaft first driven gear meshes with the auxiliary drive second shaft driving gear, and the auxiliary drive third shaft first driving gear meshes with the fourth shaft driven gear of the fourth shaft gear assembly.

5. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive third shaft gear assembly and an auxiliary drive external shaft gear assembly with the same structure as the main drive side transmission. The auxiliary drive first shaft gear assembly includes only the auxiliary drive first shaft and the auxiliary drive first shaft pinion, and the auxiliary drive second shaft gear assembly includes only the auxiliary drive second shaft, the auxiliary drive second shaft large driven gear, and the auxiliary drive second shaft driving gear.

6. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, an auxiliary drive second shaft gear assembly, and an auxiliary drive third shaft gear assembly. The auxiliary drive first shaft gear assembly consists only of an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly includes an auxiliary drive second shaft, an auxiliary drive second shaft driven gear, an auxiliary drive second shaft large drive gear, and an auxiliary drive second shaft small drive gear. The auxiliary drive third shaft gear assembly includes an auxiliary drive third shaft, an auxiliary drive third shaft first drive gear, an auxiliary drive second shifter, an auxiliary drive third shaft first driven gear, and an auxiliary drive third shaft second driven gear. The auxiliary drive first shaft pinion meshes with the auxiliary drive second shaft driven gear, the auxiliary drive second shaft large drive gear meshes with the auxiliary drive third shaft second driven gear, and the auxiliary drive second shaft small drive gear meshes with the auxiliary drive third shaft first driven gear. The auxiliary drive second shifter is located between the third shaft first driven gear and the third shaft second driven gear and can achieve three gears.

7. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, an auxiliary drive second shaft gear assembly, and an auxiliary drive third shaft gear assembly. The auxiliary drive first shaft gear assembly includes only an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly includes only an auxiliary drive second shaft, an auxiliary drive second shaft driven gear, and an auxiliary drive second shaft driving gear. The auxiliary drive third shaft gear assembly includes only an auxiliary drive third shaft, an auxiliary drive third shaft first driving gear, and an auxiliary drive third shaft first driven gear. The auxiliary drive first shaft pinion meshes with the auxiliary drive second shaft driven gear, and the auxiliary drive second shaft driving gear meshes with the auxiliary drive third shaft first driven gear.

8. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes an auxiliary drive first shaft, an auxiliary drive first shaft pinion, an auxiliary drive first shifter, and an auxiliary drive first shaft large gear. The auxiliary drive second shaft gear assembly includes an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, an auxiliary drive second shaft small driven gear, and an auxiliary drive second shaft first driving gear that meshes with the fourth shaft driven gear of the fourth shaft gear assembly.

9. The electric drive bridge according to claim 1 or 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes only an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly includes only an auxiliary drive second shaft, an auxiliary drive second shaft driven gear, and an auxiliary drive second shaft driving gear. The auxiliary drive second shaft driving gear meshes with the fourth shaft driven gear of the fourth shaft gear assembly.

10. The electric drive bridge according to claim 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, which includes an auxiliary drive first shaft, an auxiliary drive first shaft pinion, an auxiliary drive first shifter, and an auxiliary drive first shaft large gear. The auxiliary drive first shaft pinion meshes with the main drive second shaft large driven gear, and the auxiliary drive first shaft large driven gear meshes with the main drive second shaft pinion.

11. The electric drive bridge according to claim 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly, wherein the auxiliary drive first shaft gear assembly includes only an auxiliary drive first shaft and an auxiliary drive first shaft pinion, and the auxiliary drive first shaft pinion meshes with the main drive second shaft large driven gear.

12. The electric drive bridge according to claim 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes an auxiliary drive first shaft, an auxiliary drive first shaft pinion, an auxiliary drive first shifter, and an auxiliary drive first shaft large gear. The auxiliary drive second shaft gear assembly includes an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, an auxiliary drive second shaft small driven gear, and an auxiliary drive second shaft first driving gear. The main drive third shaft gear assembly includes a main drive third shaft third driven gear that is anti-torsionally connected to the main drive third shaft first driving gear. The main drive third shaft third driven gear meshes with the auxiliary drive second shaft first driving gear.

13. The electric drive bridge according to claim 2, characterized in that, The auxiliary drive side transmission includes an auxiliary drive first shaft gear assembly and an auxiliary drive second shaft gear assembly. The auxiliary drive first shaft gear assembly includes only an auxiliary drive first shaft and an auxiliary drive first shaft pinion. The auxiliary drive second shaft gear assembly includes only an auxiliary drive second shaft, an auxiliary drive second shaft large driven gear, and an auxiliary drive second shaft first driving gear. The main drive third shaft gear assembly includes a main drive third shaft third driven gear that is torsionally connected to the main drive third shaft first driving gear. The main drive third shaft third driven gear meshes with the auxiliary drive second shaft first driving gear.

14. An electric commercial vehicle, characterized in that, The electric commercial vehicle includes an electric drive axle according to any one of claims 1 to 13.

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