Electric drive axle assembly and vehicle with same

Abstract

The invention provides an electric drive axle assembly and a vehicle with the same, and relates to the technical field of vehicle driving. The output end of the motor is connected with the input end of the main speed reducer assembly; the input end of the differential mechanism is connected with the output end of the main speed reducer assembly, and the first output end of the differential mechanism is used for being connected with wheels; the second output end of the differential mechanism is connected with the power takeoff assembly; after power output by the motor is transmitted to the differential mechanism through the main speed reducer assembly, part of the power is output to wheels, and the other part of the power is output through the power takeoff assembly. The input end of the power takeoff is connected with the differential mechanism instead of directly obtaining power from a main speed reducer assembly or a motor, unnecessary high-speed operation of the power takeoff in the running process of a vehicle is avoided, and the problems of abrasion and ablation caused by continuous high-speed rotation of a gear in the running process of an electric drive axle power takeoff in the prior art are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle drive technology, and more specifically, to an electric drive axle assembly and a vehicle having the same. Background Technology

[0002] In existing technologies for new energy commercial vehicles, especially 6x4 tractor models, electric drive axle designs typically do not include integrated power take-off (PTO) functionality. A separate PTO system not only increases the complexity and cost of the entire vehicle but also occupies additional space, affecting the overall vehicle layout and efficiency. For example, patent document CN119189663A describes an electric drive axle that integrates the PTO with the main reducer, but it draws power from a gear fixed to a shaft. This causes the PTO to operate at continuous high speeds during vehicle movement, exacerbating wear on the gears and bearings and reducing the PTO's lifespan. Another patent document, CN117325637A, proposes a more compact design, but the axial force generated when drawing power from the secondary driven gear (helical spur gear) causes wear on the gear end face and shift seat, especially at high speeds or under poor lubrication conditions, making it more prone to burning and damage. This poses challenges to system reliability and maintenance costs.

[0003] In summary, existing electric drive axles, when integrating power take-offs (PTOs), have failed to effectively address the wear and erosion issues of PTOs during driving, as well as the resulting structural complexity and increased costs. In particular, they have significant shortcomings in spatial layout and center of gravity distribution, limiting their widespread application in the field of new energy commercial vehicles. Summary of the Invention

[0004] The main objective of this application is to provide an electric drive axle assembly and a vehicle having the same, so as to solve the problem of wear and erosion of the electric drive axle power take-off unit in the prior art caused by the continuous high-speed rotation of gears during driving.

[0005] To achieve the above objectives, according to one aspect of this application, an electric drive axle assembly is provided, comprising: a motor; a main reducer assembly, the output end of the motor being connected to the input end of the main reducer assembly; a differential, the input end of the differential being connected to the output end of the main reducer assembly, and a first output end of the differential being used to connect to a wheel; and a power take-off assembly, the second output end of the differential being connected to the power take-off assembly; wherein, the power output by the motor is transmitted to the differential via the main reducer assembly, a portion of the power is output to the wheel, and the other portion of the power is output via the power take-off assembly.

[0006] Furthermore, the differential has a differential input gear, and the main reducer assembly includes: a reducer shaft with a first driving gear and a second driving gear mounted on it; a reducer shaft with a first driven gear, a second driven gear, a shift sleeve, and a reducer output gear mounted on it. The reducer output gear is meshed with the differential input gear. The first and second driven gears are loosely fitted on the reducer shaft. The shift sleeve has a first engaged state with the first driven gear, a second engaged state with the second driven gear, and a first disengaged state from both the first and second driven gears. When the shift sleeve is in the first engaged state, the power output by the motor is transmitted to the reducer shaft via the reducer shaft, the first driving gear, and the first driven gear, and then to the differential via the reducer output gear and the differential input gear. When the shift sleeve is in the second engaged state, the power output by the motor is transmitted to the reducer shaft via the reducer shaft, the second driving gear, and the second driven gear, and then to the differential via the reducer output gear and the differential input gear.

[0007] Furthermore, the differential has a power take-off (PTO) input gear. The PTO assembly includes: a PTO first shaft, on which a driving cylindrical gear is mounted, meshing with the PTO input gear; and a PTO second shaft, on which a PTO driven gear and a sliding sleeve are mounted. The PTO driven gear is loosely fitted on the PTO second shaft and meshes with the driving cylindrical gear. The sliding sleeve has a third engaged state where it engages with the PTO driven gear, and a second disengaged state where it is disconnected from the PTO driven gear. When the sliding sleeve is in the third engaged state, part of the power transmitted to the differential is transmitted to the PTO second shaft output via the PTO input gear, the driving cylindrical gear, and the PTO driven gear.

[0008] Furthermore, the power take-off assembly includes: a power take-off output shaft, which is connected to the second power take-off shaft and is coaxially arranged with the second power take-off shaft; wherein, when the sliding gear sleeve is in the third engagement state, part of the power transmitted to the differential is transmitted to the second power take-off shaft via the power take-off input gear, the driving cylindrical gear, and the power take-off driven gear, and then output via the power take-off output shaft.

[0009] Furthermore, the differential includes a differential housing, a power take-off input gear connected to the differential housing, and the power take-off input gear is arranged circumferentially along the differential housing.

[0010] Furthermore, the differential housing is provided with a mounting groove, and the power take-off input gear is disposed in the mounting groove.

[0011] Furthermore, the differential includes: roller bearings, the power take-off input gear being connected to the differential housing via roller bearings; and thrust bearings, with thrust bearings provided at both ends of the power take-off input gear in the axial direction.

[0012] Furthermore, the electric drive axle assembly includes: a wheel-side reducer, the input end of which is connected to the first output end of the differential, and the output end of which is used to connect to the wheels.

[0013] Furthermore, the electric drive axle assembly includes: an axle housing, a main reducer assembly, a differential, and a power take-off assembly, all of which are disposed within the axle housing. The main reducer assembly, the differential, and the power take-off assembly are arranged sequentially along the length of the axle housing, with the differential located between the main reducer assembly and the power take-off assembly.

[0014] According to another aspect of this application, a vehicle is provided, including an electric drive axle assembly, the electric drive axle assembly being the electric drive axle assembly described above.

[0015] By applying the technical solution of this application, the input end of the power take-off is connected to the differential instead of directly obtaining power from the main reducer assembly or the motor. This avoids unnecessary high-speed operation of the power take-off during vehicle operation, effectively reduces the wear and burning risk of gears and bearings, extends the service life of the power take-off, and solves the problem of wear and burning caused by continuous high-speed rotation of gears in the electric drive axle power take-off during driving in the prior art. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 The structural intent of a first embodiment of the electric drive bridge assembly according to this application is shown;

[0018] Figure 2 The structural intent of a second embodiment of the electric drive bridge assembly according to this application is shown;

[0019] Figure 3 The structural intent of a third embodiment of the electric drive bridge assembly according to this application is shown.

[0020] The above figures include the following reference numerals:

[0021] 10. Main reducer assembly;

[0022] 11. Reducer shaft 1; 111. First drive gear; 112. Second drive gear;

[0023] 12. Reducer with two shafts;

[0024] 121. First driven gear;

[0025] 122. Second driven gear;

[0026] 123. Gear shift sleeve;

[0027] 124. Reducer output gear;

[0028] 20. Differential;

[0029] 200. Differential housing;

[0030] 201. Mounting slot;

[0031] 21. Differential input gear;

[0032] 22. Power take-off input gear;

[0033] 23. Roller bearings;

[0034] 24. Thrust bearing;

[0035] 30. Wheel-side reducer;

[0036] 40. Bridge shell;

[0037] 50. Power take-off assembly;

[0038] 51. Power take-off shaft 1;

[0039] 511. Driving cylindrical gear;

[0040] 52. Power take-off (PTO) with two shafts;

[0041] 521. Power take-off (PTO) driven gear;

[0042] 522. Sliding toothed sleeve;

[0043] 53. Power take-off output shaft;

[0044] 60. Electric motor;

[0045] 70. Wheel. Detailed Implementation

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0047] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0048] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0049] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0050] Combination Figures 1 to 3 In a specific embodiment of this application, an electric drive bridge assembly is provided.

[0051] Specifically, the electric drive axle assembly includes a motor 60, a main reducer assembly 10, a differential 20, and a power take-off assembly 50. The output end of the motor 60 is connected to the input end of the main reducer assembly 10; the input end of the differential 20 is connected to the output end of the main reducer assembly 10, and the first output end of the differential 20 is used to connect to the wheel 70; the second output end of the differential 20 is connected to the power take-off assembly 50; wherein, the power output by the motor 60 is transmitted to the differential 20 through the main reducer assembly 10, and part of the power is output to the wheel 70, while the other part of the power is output through the power take-off assembly 50.

[0052] In this embodiment, the motor 60 is directly connected to the main reducer assembly 10, which simplifies the power transmission path, improves efficiency, and reduces energy loss. The input end of the differential 20 receives power from the main reducer assembly 10 and can intelligently distribute power to the two wheels 70 according to the vehicle's driving conditions, maintaining vehicle stability and handling. The differential 20 is also cleverly connected to the power take-off assembly 50. Since the power of the power take-off assembly 50 comes from the differential 20, rather than directly from the main reducer assembly 10 or the motor 60, this avoids unnecessary high-speed operation of the power take-off during vehicle operation, effectively reducing the wear and burning risk of gears and bearings, extending the service life of the power take-off, and solving the problem of wear and burning caused by continuous high-speed rotation of gears in the electric drive axle power take-off during driving in the prior art.

[0053] Furthermore, the differential 20 has a differential input gear 21, and the main reducer assembly 10 includes a reducer shaft 11 and a reducer shaft 12. A first driving gear 111 and a second driving gear 112 are mounted on the reducer shaft 11. A first driven gear 121, a second driven gear 122, a shift sleeve 123, and a reducer output gear 124 are mounted on the reducer shaft 12. The reducer output gear 124 is meshed with the differential input gear 21. The first driven gear 121 and the second driven gear 122 are loosely fitted on the reducer shaft 12. The shift sleeve 123 has a first engagement state with the first driven gear 121 and a second engagement state with the second driven gear 122. The state includes a first disconnected state, where the gear shift sleeve 123 is disconnected from both the first driven gear 121 and the second driven gear 122; wherein, when the gear shift sleeve 123 is in the first engaged state, the power output by the motor 60 is transmitted to the second shaft 12 of the reducer via the first shaft 11, the first driving gear 111, and the first driven gear 121, and then to the differential 20 via the reducer output gear 124 and the differential input gear 21; when the gear shift sleeve 123 is in the second engaged state, the power output by the motor 60 is transmitted to the second shaft 12 of the reducer via the first shaft 11, the second driving gear 112, and the second driven gear 122, and then to the differential 20 via the reducer output gear 124 and the differential input gear 21.

[0054] Combination Figure 1As shown, when the shift sleeve 123 is in the first engaged state, the power of the motor 60 is transmitted through the first driving gear 111 and the first driven gear 121, and finally input to the differential 20 through the reducer output gear 124 and the differential input gear 21. This provides higher torque with a lower gear ratio, suitable for conditions requiring greater traction, such as vehicle start-up or heavy-load hill climbing. Conversely, when the shift sleeve 123 switches to the second engaged state, the power of the motor 60 is transmitted through the second driving gear 112 and the second driven gear 122, along the same output path, but with a higher gear ratio. This is more suitable for vehicles traveling at higher speeds on flat roads or downhill, improving driving economy.

[0055] Furthermore, the differential 20 has a power take-off (PTO) input gear 22. The PTO assembly 50 includes a primary PTO shaft 51 and a secondary PTO shaft 52. A driving cylindrical gear 511 is mounted on the primary PTO shaft 51, meshing with the PTO input gear 22. A driven PTO gear 521 and a sliding gear sleeve 522 are mounted on the secondary PTO shaft 52. The driven PTO gear 521 is loosely fitted onto the secondary PTO shaft 52. The sliding sleeve 522 is configured to mesh with the driving cylindrical gear 511. It has a third engagement state where it engages with the power take-off driven gear 521, and a second disengagement state where it is disconnected from the power take-off driven gear 521. When the sliding sleeve 522 is in the third engagement state, part of the power transmitted to the differential 20 is transmitted to the output of the power take-off second shaft 52 via the power take-off input gear 22, the driving cylindrical gear 511, and the power take-off driven gear 521.

[0056] Combination Figure 2 As shown, in this embodiment, the PTO driven gear 521 and the driving cylindrical gear 511 on the PTO secondary shaft 52 maintain a precise meshing relationship, while the introduction of the sliding sleeve 522 provides a flexible control mechanism for the PTO function. When the sliding sleeve 522 is in the third engagement state, that is, engaged with the PTO driven gear 521, the power transmitted to the differential 20 can be efficiently transmitted to the PTO secondary shaft 52 along the path from the PTO input gear 22 to the driving cylindrical gear 511, and then to the PTO driven gear 521, ultimately realizing the external output of power. This process makes full use of the energy flow inside the electric drive axle, avoids the need for an additional power source, and reduces energy consumption and cost. In the second disengagement state, the sliding sleeve 522 separates from the PTO driven gear 521, cutting off the power transmission link, allowing the electric drive axle assembly to focus on the normal driving of the vehicle, unaffected by the PTO function, ensuring driving safety and stability. This configuration ensures that the power take-off assembly 50 can efficiently convert power during use, and can be isolated in a timely manner when not in use, avoiding unnecessary energy loss and mechanical wear.

[0057] In summary, because the power take-off (PTO) assembly 50 is powered by the differential 20, rather than directly from the main reducer assembly 10 or the motor 60, unnecessary high-speed operation of the PTO during vehicle operation is avoided. This effectively reduces the risk of wear and burning of gears and bearings, extending the service life of the PTO. By enabling intelligent switching of power between vehicle operation and external equipment supply through the PTO assembly 50, the power requirements of the vehicle under different operating conditions are met.

[0058] Furthermore, the power take-off assembly 50 includes a power take-off output shaft 53, which is connected to the power take-off secondary shaft 52. The power take-off output shaft 53 and the power take-off secondary shaft 52 are coaxially arranged. When the sliding gear sleeve 522 is in the third engagement state, part of the power transmitted to the differential 20 is transmitted to the power take-off secondary shaft 52 via the power take-off input gear 22, the driving cylindrical gear 511, and the power take-off driven gear 521, and then output via the power take-off output shaft 53.

[0059] Combination Figure 2 As shown, when the sliding sleeve 522 is in the third engagement state, that is, engaged with the power take-off driven gear 521, part of the power flowing through the differential 20 can be smoothly transmitted through the power take-off input gear 22 to the driving cylindrical gear 511 on the power take-off first shaft 51, and then transmitted by the driving cylindrical gear 511 to the power take-off driven gear 521 on the power take-off second shaft 52. Subsequently, the power is transmitted along the power take-off second shaft 52, finally reaching the power take-off output shaft 53 coaxially arranged with it, realizing the external output of power. The coaxial design of the power take-off output shaft 53 and the power take-off second shaft 52 not only simplifies the power transmission route and reduces energy loss, but also ensures the stability and accuracy of power output, effectively avoiding mechanical failures that may be caused by complex power transmission paths, such as vibration, noise, and reduced efficiency.

[0060] Furthermore, through the control of the sliding toothed sleeve 522, the power take-off assembly 50 can freely switch between power take-off and non-power take-off states, avoiding unnecessary mechanical wear in non-power take-off conditions, extending the service life of the entire system, improving the energy utilization efficiency of the electric drive axle assembly, and reducing operating costs.

[0061] Furthermore, the differential 20 includes a differential housing 200, a power take-off input gear 22 connected to the differential housing 200, and the power take-off input gear 22 is arranged circumferentially along the differential housing 200.

[0062] In this embodiment, by arranging the power take-off input gear 22 circumferentially along the differential housing 200, the existing structural space of the differential housing 200 is cleverly utilized. This not only saves additional installation space but also ensures the stability and positioning accuracy of the power take-off input gear 22. This design allows the power take-off input gear 22 to directly obtain power from the movement of the differential 20 without the need for complex intermediate transmission links, thereby reducing energy loss during energy transfer and improving the overall energy efficiency of the system. More importantly, the gear's direct circumferential connection to the housing avoids unnecessary gear meshing even when the power take-off is off, reducing wear and erosion problems, extending the service life of the power take-off assembly 50, and maintaining the stability and safety of vehicle operation.

[0063] Furthermore, the differential housing 200 is provided with a mounting groove 201, and the power take-off input gear 22 is disposed in the mounting groove 201.

[0064] Combination Figure 2 As shown, the mounting slot 201 effectively positions the power take-off input gear 22, ensuring a tight fit between it and the differential housing 200. This reduces power transmission issues and noise problems caused by gear wobbling or misalignment, improving overall system performance and user experience. Simultaneously, the design of the mounting slot 201 protects the power take-off input gear 22 from external impacts and environmental factors, extending component lifespan and reducing maintenance costs. Furthermore, the dedicated mounting slot 201 in the differential housing 200 facilitates future replacement or maintenance of the power take-off input gear 22, enhancing the maintainability and upgradeability of the electric drive axle assembly.

[0065] Furthermore, the differential 20 includes roller bearings 23 and thrust bearings 24, and the power take-off input gear 22 is connected to the differential housing 200 through the roller bearings 23; both ends of the power take-off input gear 22 in the axial direction are provided with thrust bearings 24.

[0066] Combination Figure 2As shown, the roller bearing 23 is primarily used to withstand the radial load of the power take-off input gear 22, ensuring smooth rotation and low friction. The thrust bearings 24 are positioned at both ends of the power take-off input gear 22 in the axial direction, primarily addressing two key issues: firstly, effectively supporting the axial force generated during gear rotation, preventing wear or damage caused by axial movement; secondly, providing stable axial positioning to ensure precise meshing between the gear and the driving cylindrical gear 511, maintaining continuous and reliable power transmission even under high load or high-speed rotation. This configuration enhances the durability and safety of the power take-off assembly 50. Furthermore, by installing thrust bearings on both sides of the power take-off input gear on the differential 20, the wear problem caused by axial force is solved, ensuring long-term stable operation of the system.

[0067] Furthermore, the electric drive axle assembly includes a wheel-side reducer 30, the input end of which is connected to the first output end of the differential 20, and the output end of the wheel-side reducer 30 is used to connect the wheel 70.

[0068] Combination Figure 1 As shown, the wheel-side reducer 30 can directly receive the adjusted power from the differential 20, and then further reduce the output speed and increase the torque through its own reduction ratio, ultimately transmitting the optimized power to the wheels 70 to adapt to the vehicle's driving needs under complex road conditions or heavy loads. Especially for 6x4 tractor vehicles, the use of the wheel-side reducer 30 can provide stronger power performance when starting, climbing hills, or towing heavy loads, enhancing the vehicle's traction and off-road capabilities. Furthermore, the output end of the wheel-side reducer 30 is directly connected to the wheels 70, eliminating intermediate transmission links, reducing energy loss and mechanical complexity, helping to reduce the weight and cost of the entire axle, while improving power transmission efficiency and response speed. The integrated design of the wheel-side reducer 30 also simplifies the layout under the vehicle, improves maintenance convenience and parts interchangeability, and provides a more economical and reliable solution for the long-term operation of the vehicle.

[0069] Furthermore, the electric drive axle assembly includes an axle housing 40, a main reducer assembly 10, a differential 20, and a power take-off assembly 50, all of which are disposed within the axle housing 40. The main reducer assembly 10, the differential 20, and the power take-off assembly 50 are arranged sequentially along the length of the axle housing 40, with the differential 20 located between the main reducer assembly 10 and the power take-off assembly 50.

[0070] In this embodiment, the power take-off assembly 50 is located at the rear of the axle assembly, which not only facilitates the installation of external power take-off equipment, but also optimizes the center of gravity distribution of the axle assembly, further improving the driving safety of the vehicle.

[0071] Combination Figure 3As shown, the main reducer assembly 10, differential 20 and power take-off assembly 50 are arranged sequentially along the length of the axle housing 40, forming a clear power transmission path. This not only optimizes the fit between components but also effectively manages the spatial distribution within the axle housing, achieving a compact and efficient integrated design.

[0072] In this embodiment, the main reducer assembly 10 is located at the foremost end, responsible for receiving the high-speed power from the motor 60 and performing initial speed reduction and torque increase, laying the foundation for subsequent power distribution and utilization. The differential 20, following closely behind, is responsible for adjusting the speed difference between the two wheels during vehicle operation, ensuring vehicle stability when turning or encountering uneven road surfaces. The power take-off (PTO) assembly 50 is arranged at the rear end of the axle housing 40, facilitating the connection of external power take-off devices and leveraging its positional advantage to balance the weight distribution of components within the axle housing, avoiding the negative effects of center of gravity shift. Placing the PTO assembly 50 after the differential 20 reduces the PTO's involvement during normal vehicle operation, minimizing unnecessary wear and energy consumption, while ensuring timely and effective power delivery when needed to meet specific operating conditions. This segmented layout within the axle housing 40 not only facilitates system thermal management and lubrication strategies but also provides convenience for the maintenance and upgrade of the electric drive axle assembly, demonstrating the designer's profound expertise in system integration and space planning.

[0073] In summary, by orderly arranging the main reducer assembly 10, differential 20, and power take-off assembly 50 along the length direction within the axle housing 40, a reasonable and efficient power transmission link is constructed, while also taking into account weight distribution, space utilization, and ease of maintenance, which helps to achieve high performance and long service life of the electric drive axle assembly for new energy commercial vehicles.

[0074] According to another aspect of this application, a vehicle is also provided, including an electric drive axle assembly, which is the electric drive axle assembly in the above embodiments.

[0075] Specifically, the electric drive axle assembly includes a motor 60, a main reducer assembly 10, a differential 20, and a power take-off assembly 50. The output end of the motor 60 is connected to the input end of the main reducer assembly 10; the input end of the differential 20 is connected to the output end of the main reducer assembly 10, and the first output end of the differential 20 is used to connect to the wheel 70; the second output end of the differential 20 is connected to the power take-off assembly 50; wherein, the power output by the motor 60 is transmitted to the differential 20 through the main reducer assembly 10, and part of the power is output to the wheel 70, while the other part of the power is output through the power take-off assembly 50.

[0076] In this embodiment, the motor 60 is directly connected to the main reducer assembly 10, which simplifies the power transmission path, improves efficiency, and reduces energy loss. The input end of the differential 20 receives power from the main reducer assembly 10 and can intelligently distribute power to the two wheels 70 according to the vehicle's driving conditions, maintaining vehicle stability and handling. The differential 20 is also cleverly connected to the power take-off assembly 50. Since the power of the power take-off assembly 50 comes from the differential 20, rather than directly from the main reducer assembly 10 or the motor 60, this avoids unnecessary high-speed operation of the power take-off during vehicle operation, effectively reducing the wear and burning risk of gears and bearings, and extending the service life of the power take-off.

[0077] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0078] 1) By integrating the power take-off assembly 50 onto the differential 20 and employing a support scheme of roller bearings 23 and thrust bearings 24, energy loss during the power take-off process is effectively reduced, and the efficiency of power transmission is improved. Simultaneously, the rational configuration of the bearings reduces unnecessary contact and wear between gears, significantly enhancing the reliability and durability of the system.

[0079] 2) Placing the power take-off assembly 50 at the rear of the axle housing 40 not only balances the weight distribution of the electric drive axle assembly and avoids instability in handling caused by the shift of the center of gravity, but also optimizes the space layout inside the axle housing, which is conducive to the compact installation of other key components, reduces the space occupied by the whole vehicle, and improves the overall design flexibility and manufacturing efficiency of the vehicle.

[0080] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0081] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this application.

[0082] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0083] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electric drive bridge assembly, characterized in that, include: Motor (60); The main reducer assembly (10) is connected to the input end of the motor (60). Differential (20), the input end of the differential (20) is connected to the output end of the main reducer assembly (10), and the first output end of the differential (20) is used to connect the wheel (70); A power take-off assembly (50) is provided, wherein the second output terminal of the differential (20) is connected to the power take-off assembly (50); The power output by the motor (60) is transmitted to the differential (20) through the main reducer assembly (10), and part of the power is output to the wheel (70), while the other part of the power is output through the power take-off assembly (50).

2. The electric drive bridge assembly according to claim 1, characterized in that, The differential (20) has a differential input gear (21), and the main reduction gear assembly (10) includes: A reducer shaft (11) is provided with a first drive gear (111) and a second drive gear (112); A reducer shaft (12) is provided with a first driven gear (121), a second driven gear (122), a shift sleeve (123), and a reducer output gear (124). The reducer output gear (124) is meshed with the differential input gear (21). The first driven gear (121) and the second driven gear (122) are both loosely fitted on the reducer shaft (12). The shift sleeve (123) has a first engaged state that engages with the first driven gear (121), a second engaged state that engages with the second driven gear (122), and a first disengaged state that is disconnected from both the first driven gear (121) and the second driven gear (122). When the shift sleeve (123) is in the first engagement state, the power output by the motor (60) is transmitted to the second shaft (12) of the reducer via the first shaft (11), the first driving gear (111), and the first driven gear (121), and then to the differential (20) via the reducer output gear (124) and the differential input gear (21); when the shift sleeve (123) is in the second engagement state, the power output by the motor (60) is transmitted to the second shaft (12) of the reducer via the first shaft (11), the second driving gear (112), and the second driven gear (122), and then to the differential (20) via the reducer output gear (124) and the differential input gear (21).

3. The electric drive bridge assembly according to claim 2, characterized in that, The differential (20) has a power take-off input gear (22), and the power take-off assembly (50) includes: A power take-off shaft (51) is provided, and a driving cylindrical gear (511) is provided on the power take-off shaft (51), which is meshed with the power take-off input gear (22); A power take-off (PTO) shaft (52) is provided with a PTO driven gear (521) and a sliding tooth sleeve (522). The PTO driven gear (521) is loosely fitted on the PTO shaft (52). The PTO driven gear (521) is meshed with the driving cylindrical gear (511). The sliding tooth sleeve (522) has a third engagement state in which it engages with the PTO driven gear (521), and a second disengagement state in which it is disconnected from the PTO driven gear (521). When the sliding sleeve (522) is in the third engagement state, part of the power transmitted to the differential (20) is transmitted to the output of the second shaft (52) of the power take-off via the input gear (22), the driving cylindrical gear (511), and the driven gear (521).

4. The electric drive bridge assembly according to claim 3, characterized in that, The power take-off assembly (50) includes: The power take-off output shaft (53) is connected to the power take-off secondary shaft (52), and the power take-off output shaft (53) and the power take-off secondary shaft (52) are coaxially arranged. When the sliding sleeve (522) is in the third engagement state, part of the power transmitted to the differential (20) is transmitted to the second shaft (52) of the power take-off via the input gear (22), the driving cylindrical gear (511), and the driven gear (521) of the power take-off, and then output via the output shaft (53) of the power take-off.

5. The electric drive bridge assembly according to claim 3, characterized in that, The differential (20) includes a differential housing (200), and the power take-off input gear (22) is connected to the differential housing (200). The power take-off input gear (22) is arranged circumferentially along the differential housing (200).

6. The electric drive bridge assembly according to claim 5, characterized in that, The differential housing (200) is provided with a mounting groove (201), and the power take-off input gear (22) is disposed in the mounting groove (201).

7. The electric drive bridge assembly according to claim 5 or 6, characterized in that, The differential (20) includes: Roller bearing (23), the power take-off input gear (22) is connected to the differential housing (200) through the roller bearing (23); Thrust bearings (24) are provided at both ends of the input gear (22) of the power take-off in the axial direction.

8. The electric drive bridge assembly according to claim 1, characterized in that, The electric drive bridge assembly includes: A wheel-side reducer (30) is provided, the input end of which is connected to the first output end of the differential (20), and the output end of which is used to connect to the wheel (70).

9. The electric drive bridge assembly according to any one of claims 1-6 and 8, characterized in that, The electric drive bridge assembly includes: The axle housing (40) is provided with the main reducer assembly (10), the differential (20) and the power take-off assembly (50) all disposed within the axle housing (40). The main reducer assembly (10), the differential (20) and the power take-off assembly (50) are arranged sequentially along the length of the axle housing (40), and the differential (20) is located between the main reducer assembly (10) and the power take-off assembly (50).

10. A vehicle comprising an electric drive axle assembly, characterized in that, The electric drive bridge assembly is the electric drive bridge assembly according to any one of claims 1 to 9.

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