Commercial vehicle electric drive axle assembly and vehicle

Abstract

The commercial vehicle electric drive axle assembly comprises an axle housing assembly and a gearbox assembly, the axle housing assembly is of an integrated rigid structure, an outer connecting face, an inner connecting face and a containing hole for containing the gearbox assembly are arranged on the axle housing assembly, and the outer connecting face and the inner connecting face are arranged to be in contact with the gearbox assembly. The axle housing assembly surrounds the gearbox assembly. According to the electric drive axle assembly of the commercial vehicle, the integral rigid axle housing and the closed gearbox are adopted, the axle load tonnage can be improved, and the loading capacity of the vehicle is improved. The invention further discloses a vehicle.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and in particular, the present application relates to a commercial vehicle electric drive axle assembly and a vehicle. BACKGROUND

[0002] In the field of heavy commercial vehicle electric drive axle, there are domestic green control transmission, Fangsheng axle, Hande axle, Bosch hydrogen power and other companies researching and applying electric drive axle assembly. In terms of structural integration of electric drive axle assembly, there are open main and auxiliary gearboxes directly connected with traditional integral rigid axle housing main reducer pipa face front and rear direction bolt fixed connection; closed gearbox and segmented electric drive axle special axle housing left and right direction bolt fixed connection.

[0003] In the prior art, the rigid axle housing and the open gearbox connection structure has the following defects:

[0004] (a) The axle housing is changed little, the traditional axle housing tooth package rear cover is used, the wheel end and the open gearbox share the gear oil lubrication, the internal cavity volume of the axle housing is large, the gear oil is filled, causing oil stirring loss and low overall mechanical efficiency.

[0005] (b) The open gearbox is integrated on one side of the axle housing, causing large offset of the overall center of mass, and in the harsh environment of spring vibration, it is easy to cause sealing oil leakage risk.

[0006] (c) Due to the harsh working conditions of heavy commercial vehicles and the serious overload phenomenon, the open gearbox and the axle housing connection are fixed under the spring impact deformation, affecting the gear meshing load of the gearbox gear pair, affecting the gear life and transmission efficiency.

[0007] (d) In the case of bolt connection and fixation of double motor main and auxiliary open gearboxes and axle housing, the three are assembled and fixed together to form a whole, the meshing trace of the coupling gear cannot be guaranteed, the processing tolerance of the pipa face of the axle housing is high, the cost is large. And it cannot adjust the gap, the assembly process is poor.

[0008] In the prior art, the segmented axle housing and the closed gearbox connection structure has the following defects:

[0009] (a) In the case of heavy commercial vehicle overload working condition, since the bridge leg of the segmented axle housing is bolted and fixed with the two side covers of the closed gearbox, the closed gearbox also bears the load of the axle housing, causing the closed gearbox to bend and deform, leading to internal gear meshing load problem and increasing the risk of sealing surface oil leakage. Generally, the overall electric drive axle has low axle load.

[0010] (b) Poor maintenance convenience, generally when the gearbox fails, the entire axle needs to be replaced, which is high in cost.

[0011] In the prior art, the differential lubrication cavity space structure has the following defects:

[0012] (a) The differential adopts oil immersion lubrication, and due to the large inner cavity space of the gearbox shell, the oiling amount is large, and the agitation of the oil liquid will cause a certain power loss.

[0013] (b) The oil liquid surface needs to reach the differential half shaft gear position, and the oiling amount is relatively large, which brings high oil liquid cost.

[0014] (c) Due to the high-speed rotation of the differential, the oil liquid will be thrown out of the differential under the action of centrifugal force before being completely lubricated to the internal structure of the differential.

[0015] A Chinese patent with application number 202020635773.8 discloses an integrated commercial vehicle electric drive axle, which comprises an axle housing, a reduction gearbox, a half shaft, a hub assembly and a brake assembly. The reduction gearbox is installed at the front end of the axle housing and is connected with a power-providing motor through a spline. The half shaft is installed inside the axle housing and is connected with the hub assembly at its end. The brake assembly is fixed to the axle housing on both sides through bolts. The utility model integrates the traditional motor, reduction gearbox, transmission shaft and drive axle to realize the high integration of the power assembly. Compared with the traditional power chain structure, the transmission shaft is deleted, the cost of the power assembly is reduced, and the transmission efficiency is improved.

[0016] It is desirable to provide an improved commercial vehicle electric drive axle assembly, in particular regarding how to improve the axle load tonnage. SUMMARY

[0017] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application provides a commercial vehicle electric drive axle assembly, which aims to improve the axle load tonnage.

[0018] In order to achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows: a commercial vehicle electric drive axle assembly, comprising an axle housing assembly and a gearbox assembly, the axle housing assembly being an integrated rigid structure, an outer connecting surface, an inner connecting surface and a containing hole accommodating the gearbox assembly being provided on the axle housing assembly, the outer connecting surface and the inner connecting surface being arranged to contact the gearbox assembly, and the axle housing assembly surrounding the gearbox assembly.

[0019] The gearbox assembly is provided with a first upper connecting surface in contact with the outer connecting surface and a second upper connecting surface in contact with the inner connecting surface, the axle housing assembly and the gearbox assembly are connected by first and second bolts, the first upper connecting surface is provided with a first mounting hole matched with the first bolt, and the second upper connecting surface is provided with a second mounting hole matched with the second bolt.

[0020] The gearbox assembly is further provided with a first lower connecting surface in contact with the outer connecting surface and a second lower connecting surface in contact with the inner connecting surface, the axle housing assembly and the gearbox assembly are connected through a third bolt and a fourth bolt, the first lower connecting surface is provided with a third mounting hole matched with the third bolt, and the second lower connecting surface is provided with a fourth mounting hole matched with the fourth bolt.

[0021] The outer connecting surface is provided with two parallel or coplanar outer connecting surfaces, and the inner connecting surface is provided with two parallel or coplanar inner connecting surfaces.

[0022] The gearbox assembly comprises a differential assembly, the differential assembly comprises an oil collecting cover and a differential housing, the oil collecting cover is arranged on the differential housing, and an oil storage cavity for containing lubricating medium is formed between the oil collecting cover and the differential housing, and the oil storage cavity is communicated with an inner cavity of the differential housing through a through hole arranged on the differential housing.

[0023] The differential assembly further comprises a first bearing arranged on the differential housing, the oil collecting cover and the first bearing are arranged adjacent to each other, the small-diameter end of the oil collecting cover is close to the outer ring of the first bearing and there is a certain axial gap therebetween, and the large-diameter end of the oil collecting cover is connected with the differential housing.

[0024] The gearbox assembly comprises a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sleeve assembly, a first power transmission mechanism for transmitting power from the main motor to the input shaft, a one-gear transmission mechanism and a two-gear transmission mechanism for transmitting power from the input shaft to the intermediate shaft, a one-two-gear shift mechanism selectively combined with the one-gear transmission mechanism or the two-gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft to the output shaft and the differential assembly, and the mechanical neutral gear hub sleeve assembly is arranged to control the engagement and disengagement of the second power transmission mechanism and the output shaft.

[0025] The first power transmission mechanism comprises a first transmission mechanism connected with the main motor and a second transmission mechanism connected with the first transmission mechanism, and the second transmission mechanism is connected with the input shaft.

[0026] The second power transmission mechanism comprises a third transmission mechanism and a fourth transmission mechanism, the third transmission mechanism is connected with the intermediate shaft and the output shaft, and the fourth transmission mechanism is connected with the differential assembly and the output shaft.

[0027] The application also provides a vehicle comprising the commercial vehicle electric drive axle assembly.

[0028] The commercial vehicle electric drive axle assembly of the present application adopts a whole rigid axle housing and a closed transmission, which can improve the axle load tonnage and the vehicle load capacity. BRIEF DESCRIPTION OF DRAWINGS

[0029] The present specification includes the following drawings, and the shown contents are respectively:

[0030] Figure 1 is a structural schematic diagram of the commercial vehicle electric drive axle assembly of the present application;

[0031] Figure 2 is another structural schematic diagram of the commercial vehicle electric drive axle assembly of the present application;

[0032] Figure 3 is an exploded schematic diagram of the commercial vehicle electric drive axle assembly of the present application;

[0033] Figure 4 is a local structural schematic diagram of the commercial vehicle electric drive axle assembly of the present application;

[0034] Figure 5 is a front view of the axle housing assembly;

[0035] Figure 6 is an exploded schematic diagram of the differential assembly;

[0036] Figure 7 is a lubricating oil path schematic diagram of the differential assembly;

[0037] Figure 8 is a structural schematic diagram of the transmission assembly;

[0038] Figure 9 is a power transmission path diagram of the transmission assembly in first gear;

[0039] Figure 10 is a power transmission path diagram of the transmission assembly in second gear;

[0040] Figure 11 is a power transmission path diagram of the transmission assembly in power take-off first gear;

[0041] Figure 12 is a power transmission path diagram of the transmission assembly in power take-off second gear;

[0042] Figure 13 is a power transmission path diagram of the transmission assembly in cruise and trailer mode;

[0043] Marked in the figure: 1, main motor; 2, first shaft; 3, second shaft; 4, input shaft; 5, intermediate shaft; 6, output shaft; 7, differential assembly; 8, power take-off shaft; 9, first gear; 10, second gear; 11, third gear; 12, fourth gear; 13, one-gear driving gear; 14, one-gear driven gear; 15, two-gear driving gear; 16, two-gear driven gear; 17, one-two-gear shifting mechanism; 18, fifth gear; 19, sixth gear; 20, mechanical neutral gear hub sleeve assembly; 21, seventh gear; 22, large toothed; 23, differential lock; 24, eighth gear; 25, power take-off neutral device; 26, hydraulic oil pump; 27, hub unit; 28, second bearing; 29, second housing; 30, first oil seal; 31, second oil seal; 32, plug cover; 33, second half shaft gear; 34, first half shaft gear; 35, first housing; 36, third oil seal; 37, fourth oil seal; 38, oil collecting cover; 39, first bearing; 40, differential bolt; 41, first half shaft; 42, second half shaft; 43, brake assembly; 44, axle housing assembly; 45, first upper connecting surface; 46, second upper connecting surface; 47, first outer connecting surface; 48, second outer connecting surface; 49, first inner connecting surface; 50, second inner connecting surface; 51, first bolt; 52, second bolt; 53, third bolt; 54, fourth bolt; 55, bridge package; 56, first bridge pipe; 57, second bridge pipe; 58, first lower connecting surface; 59, second lower connecting surface. DETAILED DESCRIPTION

[0044] The specific embodiments of the present application will be further described in detail below with reference to the drawings, and the purpose is to help the skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present application, and to help its implementation.

[0045] It should be noted that in the following embodiments, the "first", "second" and "third" do not represent the absolute division relationship of structure and / or function, nor represent the execution order, but only for the convenience of description.

[0046] As Figures 1 to 13 shown, the present application provides a commercial vehicle electric drive axle assembly, which comprises an axle housing assembly 44 and a gearbox assembly, the axle housing assembly 44 is a one-piece rigid structure, the gearbox assembly is a closed structure, the axle housing assembly 44 is provided with an outer connecting surface, an inner connecting surface and a accommodating hole for accommodating the gearbox assembly, the outer connecting surface and the inner connecting surface are arranged to contact with the gearbox assembly, and the axle housing assembly 44 surrounds the gearbox assembly.

[0047] Specifically, as Figures 1 to 5As shown, in the present application, a new integrated structure of a whole rigid axle housing and a closed gearbox is adopted. The whole rigid axle housing meets the domestic overload applicability problem, and the shaft load tonnage can meet the demand of heavy commercial vehicle use scenarios. And it reduces the vibration impact of the spring on the gearbox. The closed gearbox solves the process requirement of gearbox assembly, and the internal gear meshing mark and gap are guaranteed. The processing cost and tolerance precision of the axle housing are reduced.

[0048] As shown in the figure, Figures 1 to 5 The first upper connecting surface 45 and the second upper connecting surface 46 are arranged on the gearbox assembly and are in contact with the outer connecting surface and the inner connecting surface respectively. The axle housing assembly 44 and the gearbox assembly are connected by the first bolt 51 and the second bolt 52. The first upper connecting surface 45 is provided with a first mounting hole matched with the first bolt 51. The second upper connecting surface 46 is provided with a second mounting hole matched with the second bolt 52. The first lower connecting surface 58 and the second lower connecting surface 59 are arranged on the gearbox assembly and are in contact with the outer connecting surface and the inner connecting surface respectively. The axle housing assembly 44 and the gearbox assembly are connected by the third bolt 53 and the fourth bolt 54. The first lower connecting surface 58 is provided with a third mounting hole matched with the third bolt 53. The second lower connecting surface 59 is provided with a fourth mounting hole matched with the fourth bolt 54.

[0049] As shown in the figure, Figures 1 to 5 The outer connecting surface is provided with two, which are parallel or in the same plane. The outer connecting surface is located outside the accommodating hole. The two outer connecting surfaces are the first outer connecting surface 47 and the second outer connecting surface 48 respectively. The first outer connecting surface 47 is located above the second outer connecting surface 48. The inner connecting surface is provided with two, which are parallel or in the same plane. The inner connecting surface is located inside the accommodating hole. The two inner connecting surfaces are the first inner connecting surface 49 and the second inner connecting surface 50 respectively. The first inner connecting surface 49 is located above the second inner connecting surface 50. The height of the first inner connecting surface 49 is less than the height of the first outer connecting surface 47. The height of the second inner connecting surface 50 is greater than the height of the second outer connecting surface 48.

[0050] As shown in the figure, Figures 1 to 5 The gearbox assembly includes an outer shell. The outer shell is provided with a first upper flange, a first lower flange, a second upper flange and a second lower flange. The first upper flange and the second upper flange are fixedly arranged on the top of the outer shell and are arranged in sequence along the length direction of the outer shell. The first lower flange and the second lower flange are fixedly arranged on the bottom of the outer shell and are arranged in sequence along the length direction of the outer shell. The length direction of the first upper flange, the first lower flange, the second upper flange and the second lower flange is parallel to the length direction of the axle housing assembly 44.

[0051] The first upper connecting surface 45 is a surface of the first upper flange, the second upper connecting surface 46 is a surface of the second upper flange, the first lower connecting surface 58 is a surface of the first lower flange, and the second lower connecting surface 59 is a surface of the second lower flange. The first mounting hole is a through hole provided on the first upper flange, and a plurality of first mounting holes are provided, all of which are arranged in sequence along the length direction of the first upper flange and are equidistantly distributed. The first outer connecting surface 47 is provided with a threaded hole for inserting the first bolt 51, and the number of threaded holes is the same as that of the first mounting holes. The second mounting hole is a threaded hole provided on the second upper flange, and a plurality of second mounting holes are provided, all of which are arranged in sequence along the length direction of the second upper flange and are equidistantly distributed. The first inner connecting surface 49 is provided with a through hole for passing through the second bolt 52, and the number of through holes is the same as that of the second mounting holes. The third mounting hole is a through hole provided on the first lower flange, and a plurality of third mounting holes are provided, all of which are arranged in sequence along the length direction of the first lower flange and are equidistantly distributed. The second outer connecting surface 48 is provided with a threaded hole for inserting the third bolt 53, and the number of threaded holes is the same as that of the third mounting holes. The fourth mounting hole is a threaded hole provided on the second lower flange, and a plurality of fourth mounting holes are provided, all of which are arranged in sequence along the length direction of the second lower flange and are equidistantly distributed. The second inner connecting surface 50 is provided with a through hole for passing through the fourth bolt 54, and the number of through holes is the same as that of the fourth mounting holes.

[0052] In the present application, the extension connecting flanges provided outside the gearbox, i.e. the first upper flange, the first lower flange, the second upper flange and the second lower flange, are hoisted and fixedly connected with the rigid axle housing at four positions of front, rear, upper and lower, solving the convenience of after-sales maintenance, and when a fault occurs, the gearbox assembly can be pushed out after the bolts are removed on the whole vehicle for separate internal maintenance.

[0053] As shown in the drawings, Figures 1 to 5 The axle housing assembly 44 includes a bridge bag 55, a first bridge pipe 56 and a second bridge pipe 57, the first bridge pipe 56 and the second bridge pipe 57 are fixedly connected with both ends of the bridge bag 55 respectively and coaxially arranged, the first half shaft 41 passes through the first bridge pipe 56, and the second half shaft 42 passes through the second bridge pipe 57. The length direction of the bridge pipe assembly is also the axial direction of the first bridge pipe 56 and the second bridge pipe 57. The bridge bag 55 is located between the first bridge pipe 56 and the second bridge pipe 57, and the through hole is a through hole provided through the bridge bag 55, the gearbox assembly passes through the bridge bag 55 for installation, and the outer connecting surface and the inner connecting surface are provided on the bridge bag 55. The outer connecting surface and the inner connecting surface are parallel to the length direction of the axle housing assembly 44, and the axes of the first mounting hole, the second mounting hole, the third mounting hole and the fourth mounting hole are perpendicular to the length direction of the axle housing assembly 44. The bridge bag 55 is an annular structure surrounding the gearbox assembly, and after assembly, the bridge bag 55 can surround the outer shell of the gearbox assembly, so that the gearbox assembly forms a closed structure.

[0054] As shown in Figure 6 and Figure 7 , the gearbox assembly further comprises a differential assembly, the differential assembly is located in the interior of the outer shell, the differential assembly comprises a first half axle gear 34, a second half axle gear 33, a planetary gear, an oil collecting cover 38 and a differential housing, the first half axle gear 34, the second half axle gear 33 and the planetary gear are located in the interior of the differential housing, the planetary gear is installed on a cross shaft, the planetary gear is meshed with the first half axle gear 34 and the second half axle gear 33, the first half axle gear 34 is connected with a first half axle, the second half axle gear 33 is connected with a second half axle, the oil collecting cover 38 is arranged on the differential housing, an oil storage cavity containing lubricating medium is formed between the oil collecting cover 38 and the differential housing, and the oil storage cavity is communicated with the inner cavity of the differential housing through the through hole arranged on the differential housing.

[0055] As shown in Figure 6 and Figure 7 , the differential assembly further comprises a first bearing 39 arranged on the differential housing, the oil collecting cover 38 and the first bearing 39 are arranged adjacent to each other, the small-diameter end of the oil collecting cover 38 is close to the outer ring of the first bearing 39 and there is a certain axial gap therebetween, the large-diameter end of the oil collecting cover 38 is fixedly connected with the differential housing, the diameter of the large-diameter end of the oil collecting cover 38 is larger than that of the small-diameter end, and the oil collecting cover 38 has a structure of two open ends and hollow interior. The oil storage cavity in the oil collecting cover 38 comprises a large-diameter cavity and a small-diameter cavity arranged in sequence along the axial direction of the oil collecting cover 38, the volume of the large-diameter cavity is larger than that of the small-diameter cavity, the small-diameter cavity is located between the large-diameter cavity and the first bearing 39, and the large-diameter cavity is communicated with the through hole arranged on the differential housing.

[0056] As shown in Figure 6 and Figure 7As shown, the differential housing is composed of a first housing 35 and a second housing 29, which are fixedly connected, the first half shaft passes through the first housing 35, and the second half shaft passes through the second housing 29. The first oil seal 30 and the second oil seal 31 are installed on the shaft diameter of the second half shaft gear 33, the inner hole of the second half shaft gear 33 is not full splined, leaving a section of light hole for guiding the insertion of the half shaft, and the plug cover 32 is installed on the half shaft gear near the cross shaft section, which plays a role of oil seal. Similarly, the third oil seal 36 and the fourth oil seal 37 are installed on the shaft diameter of the first half shaft gear 34, and the first half shaft gear 34 is also provided with a plug cover. The planetary gear and the cross shaft are installed on the cross shaft hole of the first housing 35 and the second housing 29, then the first bearing 39 is installed on the bearing mounting surface of the first housing 35, the oil collecting cover 38 is installed on the first housing 35 by hot fitting process and forms an interference fit, and the first bearing 39 is installed on the bearing mounting surface of the first housing 35. The large diameter end of the oil collecting cover 38 is fixedly connected with the first housing 35, and the first housing 35 is provided with a through hole communicating the oil storage cavity with the inner cavity of the first housing 35. The second bearing 28 is installed on the bearing mounting surface of the second housing 29, and the large bearing tooth is installed on the mounting surface of the second housing 29 and is fixed by bolts.

[0057] As shown in Figure 6 and Figure 7 Since the differential bearing of the gearbox adopts forced lubrication, a large amount of oil will pass through the first bearing 39 and overflow along the rollers of the first bearing 39 after lubrication. The small diameter end of the oil collecting cover 38 is close to the outer ring of the first bearing 39 with a certain axial gap, so as to prevent the oil collecting cover 38 from rubbing with the bearing outer ring when the differential rotates. When the lubrication system has a certain oil pressure, the lubricating oil passing through the first bearing 39 will flow into the oil storage cavity of the oil collecting cover 38. Because the oil collecting cover 38 is a rotating body with a beveled slope, when the differential rotates, the oil collecting cover 38 will rotate, and the oil will surge into the area with larger volume under the action of centrifugal force in the oil collecting cover 38, that is, the lubricating oil from the first bearing 39 flows through the small diameter cavity and the large diameter cavity in the oil collecting cover 38 in turn. The large diameter cavity in the oil collecting cover 38 corresponds to the through hole on the first housing 35, and the through hole corresponds to the meshing position of the planetary gear and the half shaft gear.

[0058] Therefore, the lubricating oil entering the large diameter cavity will surge into the interior of the differential under the action of centrifugal force and directly act on the gear meshing position. Since there is no other opening in the interior of the differential, the surging lubricating oil will gradually increase until it soaks the half shaft gear, the planetary gear, the half shaft gasket and other parts, and then the lubricating oil will flow out along the gap between the cross shaft and the differential housing under the action of centrifugal force.

[0059] In summary, the lubricating oil in the differential is greater than the oil flow, which ensures the full lubrication of the differential internal gear, gasket and other parts, and also reduces the total amount of lubricating oil in the transmission cavity.

[0060] The above structure has the following beneficial effects:

[0061] 1. The rigid axle housing meets the use scene of heavy commercial vehicles, and the axle load is large.

[0062] 2. The closed transmission design ensures the transmission shaft tooth installation process, and the gap and mark guarantee is strong, so that the service life of the transmission is improved.

[0063] 3. The new lifting connection and fixing method solves the convenience of after-sales maintenance.

[0064] 4. The new fixing method makes the closed transmission get higher protection from the spring impact.

[0065] 5. The self-sealing differential makes the internal structure of the differential form an independent lubrication system.

[0066] 6. The differential with the oil collecting cover 38 can achieve the best lubrication effect with the smallest amount of lubricating oil.

[0067] 7. By adding a half shaft gear cover at the inner end of the differential and half shaft connection channel and an oil seal on the differential, the physical isolation of the differential internal oil circuit and the external half shaft connection is realized, the transmission is sealed and independent, the lubrication is completed independently, the axle housing only plays a role in bearing and supporting, and the processing tolerance and assembly process requirements of the axle housing connection surface and the transmission connection surface are reduced.

[0068] As shown in Figure 8 The transmission assembly further includes a main motor 1, an input shaft 4, an intermediate shaft 5, an output shaft 6, a mechanical neutral gear hub sleeve assembly 20, a first power transmission mechanism for transmitting power from the main motor 1 to the input shaft 4, a one-gear transmission mechanism and a two-gear transmission mechanism for transmitting power from the input shaft 4 to the intermediate shaft 5, a one-two-gear shift mechanism 17 selectively combined with the one-gear transmission mechanism or the two-gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft 5 to the differential assembly 7. The mechanical neutral gear hub sleeve assembly 20 is arranged to control the engagement and disengagement of the second power transmission mechanism and the output shaft 6. The one-gear transmission mechanism, the two-gear transmission mechanism, the one-two-gear shift mechanism 17 and the main motor 1 are located on the same side of the first power transmission mechanism. The one-two-gear shift mechanism 17 is arranged on the input shaft 4.

[0069] As shown in Figure 8As shown, the first power transmission mechanism comprises a first transmission mechanism connected with the main motor 1 and a second transmission mechanism connected with the first transmission mechanism, and the second transmission mechanism is connected with the input shaft 4. The first transmission mechanism comprises a first shaft 2 fixedly connected with the output end of the main motor 1, a first gear 9 arranged on the first shaft 2, and a second gear 10 engaged with the first gear 9. The second transmission mechanism comprises a second shaft 3 connected with the second gear 10, a third gear 11 arranged on the second shaft 3, and a fourth gear 12 engaged with the third gear 11, and the fourth gear 12 is arranged on the input shaft 4. The first gear 9 is fixedly arranged on the first shaft 2, the second gear 10 and the third gear 11 are fixedly arranged on the second shaft 3, the fourth gear 12 is fixedly arranged on the input shaft 4, and the first shaft 2 and the second shaft 3 are parallel to the input shaft 4, the intermediate shaft 5 and the output shaft 6.

[0070] In the embodiment, the first shaft 2 is in spline fit with the main motor 1, and the first gear 9 is a gear shaft machined integrally with the first shaft 2. The first gear 9 and the second gear 10 are engaged with each other to form a first-stage transmission of the shaft tooth system. The second gear 10 and the third gear 11 are rigidly connected with the second shaft 3, and the fourth gear 12 is engaged with the third gear 11 to form a second-stage transmission of the shaft tooth system. The fourth gear 12 is fixed on the input shaft 4 through spline with the one-two gear shifting mechanism 17.

[0071] As shown in the figure, Figure 8 The one-two gear shifting mechanism 17 is located between the one-gear transmission mechanism and the two-gear transmission mechanism. The one-gear transmission mechanism comprises a one-gear driving gear 13 and a one-gear driven gear 14 engaged with each other, and the one-gear driving gear 13 is loosely sleeved on the input shaft 4. The two-gear transmission mechanism comprises a two-gear driving gear 15 and a two-gear driven gear 16 engaged with each other, and the two-gear driving gear 15 is loosely sleeved on the input shaft 4. The one-gear driving gear 13 and the two-gear driving gear 15 are on both sides of the one-two gear shifting mechanism 17 and are loosely sleeved on the input shaft 4 through needle bearings and cylindrical bearings. The one-gear driven gear 14 and the two-gear driven gear 16 are rigidly connected with the intermediate shaft 5, wherein the one-gear driven gear 14 is engaged with the one-gear driving gear 13, and the two-gear driven gear 16 is engaged with the two-gear driving gear 15 to form a third-stage transmission of the shaft tooth system.

[0072] As shown in the figure, Figure 8As shown, the second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism, the third transmission mechanism is connected with the intermediate shaft 5 and the output shaft 6, and the fourth transmission mechanism is connected with the differential assembly 7 and the output shaft 6. The third transmission mechanism includes a fifth gear 18 connected with the intermediate shaft 5 and a sixth gear 19 engaged with the fifth gear 18, and the fourth transmission mechanism includes a seventh gear 21 and a large tooth 22 engaged with the seventh gear 21, the large tooth 22 is fixedly connected with the differential assembly 7, and the sixth gear 19 and the seventh gear 21 are arranged on the output shaft 6. The fifth gear 18 is rigidly connected with the intermediate shaft 5, the fifth gear 18 and the sixth gear 19 are engaged with each other to form a four-stage transmission of the shaft tooth system, and the fifth gear 18 is located between the first gear 14 and the second gear 16. The seventh gear 21 is integrally machined with the output shaft 6, and the seventh gear 21 and the large tooth 22 are engaged with each other to form a five-stage transmission of the shaft tooth system.

[0073] As shown in the figure, Figure 8 The differential assembly 7 is connected with two hub units 27 through the first half shaft and the second half shaft, respectively, the two hub units 27 are located on both sides of the electric drive axle, wherein the second half shaft passes through the intermediate shaft 5, the intermediate shaft 5 is a hollow shaft, and the first half shaft and the second half shaft are coaxially arranged with the intermediate shaft 5. The differential assembly 7 is provided with a differential lock 23, the large tooth 22 is fixedly connected with the differential housing, and the differential lock 23 is located on one side of the differential housing of the differential assembly 7. The differential lock 23 is a mechanism for locking the differential function of the differential, and is arranged to control the engagement and separation of the differential housing and the first half shaft. When the differential lock 23 is combined with the first half shaft and the differential housing, it can achieve a locked state, and the first half shaft and the differential housing rotate synchronously; when the differential lock 23 is separated from the differential housing, it is in an unlocked state. By arranging the differential lock 23, the use of specific roads is met, and the differential lock 23 can forcibly change the unequal speed rotation of the two half shafts into equal speed rotation, so that the vehicle can still maintain power output when one side of the wheel slips.

[0074] As shown in the figure, Figure 8 The transmission assembly further includes a mechanical neutral gear hub sleeve assembly 20 arranged on the output shaft 6, and the sixth gear 19 is sleeved on the output shaft 6. The mechanical neutral gear hub sleeve assembly 20 is arranged to control the engagement and separation of the sixth gear 19 and the output shaft 6, thereby realizing the engagement and separation of the second power transmission mechanism and the output shaft 6. The sixth gear 19 is sleeved on the output shaft 6 through a cylindrical bearing, and the mechanical neutral gear hub sleeve assembly 20 is connected with the output shaft 6 through a spline. The mechanical neutral gear hub sleeve assembly 20 is a sleeve type shifting mechanism, and when the mechanical neutral gear hub sleeve assembly 20 is combined with the sixth gear 19 and the output shaft 6, the sixth gear 19 and the output shaft 6 can rotate synchronously; when the mechanical neutral gear hub sleeve assembly 20 is separated from the sixth gear 19, the sixth gear 19 and the output shaft 6 cannot rotate synchronously.

[0075] As Figure 8 shown, in this embodiment, the first-second gear shift mechanism 17 is a sliding sleeve type gear shift mechanism, and has three working states, i.e., an initial state, a first engagement state and a second engagement state. When the first-second gear shift mechanism 17 is in the first engagement state, the first-second gear shift mechanism 17 is engaged with the first driving gear 13, and the input shaft 4 can drive the first driving gear 13 to rotate. When the first-second gear shift mechanism 17 is in the second engagement state, the first-second gear shift mechanism 17 is engaged with the second driving gear 15, and the input shaft 4 can drive the second driving gear 15 to rotate. When the first-second gear shift mechanism 17 is in the initial state, the first-second gear shift mechanism 17 is not engaged with the first driving gear 13 and the second driving gear 15, and the input shaft 4 cannot drive the first driving gear 13 and the second driving gear 15 to rotate.

[0076] The gearbox assembly is a two-gear five-stage reduction output, and the power transmission path is as shown in Figure 8 The power transmission path of the gearbox assembly is described.

[0077] To meet various driving conditions of the vehicle, ensure efficient output of the motor and power economy of the vehicle, the gearbox assembly is provided with a neutral gear, a first gear and a second gear. The sliding sleeve is driven by the gear shift actuator to realize the switching of gears.

[0078] As Figure 9 and Figure 10 shown, the switching mode and power transmission path of the neutral gear, the first gear and the second gear of the gearbox assembly are as follows:

[0079] When the first-second gear shift mechanism 17 is in the intermediate state, the gearbox assembly is in the neutral gear;

[0080] When the gearbox assembly is in the process of switching to the first gear, the gear shifting actuator controls the 1-2 gear shifting mechanism 17 to switch from the intermediate state to the first engagement state, and the gear shifting actuator is engaged with the first gear driving gear 13. At this time, the gearbox assembly is engaged in the first gear, and the input shaft 4 can drive the first gear driving gear 13 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the second gear 10 engaged therewith; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the 1-2 gear shifting mechanism 17 through the input shaft 4, and the power is transmitted to the first gear driving gear 13 through the 1-2 gear shifting mechanism 17. The first gear driving gear 13 transmits power to the first gear driven gear 14 engaged therewith, and then transmits power to the fifth gear 18 through the intermediate shaft 5; the fifth gear 18 transmits power to the sixth gear 19 engaged therewith. In the normal driving state of the electric drive axle, the mechanical neutral gear hub sleeve assembly 20 is in the engaged state, and the mechanical neutral gear hub sleeve assembly 20 is engaged with the sixth gear 19 and the output shaft 6 at the same time. At this time, the power is transmitted to the seventh gear 21 through the output shaft 6, and then the seventh gear 21 transmits power to the large tooth 22 engaged therewith, and then the large tooth 22 transmits power to the differential assembly 7. The differential assembly transmits power to the wheel hub unit 27 through power distribution.

[0081] Similarly, when the gearbox assembly is in the process of switching to the second gear, the gear shifting actuator controls the 1-2 gear shifting mechanism 17 to switch from the intermediate state to the second engagement state, and the gear shifting actuator is engaged with the second gear driving gear 15. At this time, the gearbox assembly is engaged in the second gear, and the input shaft 4 can drive the second gear driving gear 15 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the second gear 10 engaged therewith; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the 1-2 gear shifting mechanism 17 through the input shaft 4, and the power is transmitted to the second gear driving gear 15 through the 1-2 gear shifting mechanism 17. The second gear driving gear 15 transmits power to the second gear driven gear 16 engaged therewith, and then transmits power to the fifth gear 18 through the intermediate shaft 5; the fifth gear 18 transmits power to the sixth gear 19 engaged therewith. In the normal driving state of the electric drive axle, the mechanical neutral gear hub sleeve assembly 20 is in the engaged state, and the mechanical neutral gear hub sleeve assembly 20 is engaged with the sixth gear 19 and the output shaft 6 at the same time. At this time, the power is transmitted to the seventh gear 21 through the output shaft 6, and then the seventh gear 21 transmits power to the large tooth 22 engaged therewith, and then the large tooth 22 transmits power to the differential assembly 7. The differential assembly transmits power to the wheel hub unit 27 through power distribution.

[0082] The gearbox assembly is arranged between the air suspensions arranged on both sides of the commercial vehicle, the air suspensions comprise air springs, and the gearbox assembly is arranged between the two air springs. In the embodiment, the first power transmission mechanism is a common gear pair, does not occupy the Y direction (vehicle width direction) space of the motor, the main motor 1, the first gear transmission mechanism, the second gear transmission mechanism and the first-second gear shifting mechanism 17 are arranged on the same straight line parallel to the X direction (vehicle length direction), the overall Y direction size of the gearbox assembly is small, the main motor 1 can adopt a motor with larger power, the gearbox assembly is easily arranged between the two air springs, so that the overall Y direction size of the electric drive axle can also be small, the vehicle arrangement is facilitated, and the motor power improvement and the air bag suspension arrangement in the later period are facilitated. Moreover, the shifting shaft of the shifting execution mechanism can be arranged at the position of the input shaft 4, so that the shifting shaft is arranged away from the motor.

[0083] As shown in Figure 8 , the gearbox assembly further comprises an eighth gear 24, the sixth gear 19 is engaged with the eighth gear 24, the eighth gear 24 is sleeved on the power take-off shaft 8, the power take-off shaft 8 is connected with the power take-off device, and the power take-off device is connected with the hydraulic oil pump 26. The power take-off shaft 8 is provided with a power take-off device neutral gear device 25, and the power take-off device neutral gear device 25 is arranged to control the engagement and disengagement of the eighth gear 24 and the power take-off shaft 8. The power take-off device neutral gear device 25 is a sliding sleeve type shifting mechanism, after the power take-off device neutral gear device 25 is combined with the eighth gear 24 and the power take-off shaft 8, the eighth gear 24 and the power take-off shaft 8 can rotate synchronously; after the power take-off device neutral gear device 25 is separated from the eighth gear 24, the eighth gear 24 and the power take-off shaft 8 cannot rotate synchronously.

[0084] As shown in Figure 11 and Figure 12 , the electric drive axle power take-off device and the hydraulic oil pump 26 thereof can be divided into three scenes according to the use scene: driving power take-off, parking power take-off and power take-off device disconnection, and the working principles of the parts of the present application will be introduced in turn according to the above three scenes.

[0085] (1) When driving power take-off, the mechanical neutral gear hub sliding sleeve assembly 20 is in the engaged state, the power take-off device neutral gear device 25 is in the engaged state, the power take-off device neutral gear device 25 is combined with the eighth gear 24 and the power take-off shaft 8 at the same time, and the power generated by the main motor 1 is transmitted to the sixth gear 19. After a part of the power is transmitted to the eighth gear 24 engaged therewith, another part of the power is transmitted to the differential assembly 7 through the output shaft 6. After the power is transmitted to the eighth gear 24, the power is transmitted to the power take-off shaft 8 through the power take-off device neutral gear device 25, and finally the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0086] (2) When the vehicle is parked and taking power, the mechanical neutral gear hub sleeve assembly 20 is in the open state, and the power take-off neutral device 25 is in the engaged state. The power take-off neutral device 25 is simultaneously engaged with the eighth gear 24 and the power take-off shaft 8. The power generated by the main motor 1 is transmitted to the sixth gear 19 without passing through the output shaft 6, and is directly transmitted to the eighth gear 24 that meshes with it. The power is transmitted through the eighth gear 24 and then through the power take-off neutral device 25 to the power take-off shaft 8. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0087] like Figure 11 As shown, when the vehicle is parked and taking off power, the mechanical neutral gear hub sleeve assembly 20 is engaged, and the power take-off neutral device 25 is also engaged. The power take-off neutral device 25 simultaneously engages with the eighth gear 24 and the power take-off shaft 8. The shift actuator controls the first-second gear shift mechanism 17 to switch from an intermediate state to the first engaged state. The shift actuator engages with the first gear drive gear 13, at which point the gearbox assembly is engaged in first gear, and the input shaft 4 can drive the first gear drive gear 13 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the first gear drive gear 13 via the first-second gear shift mechanism 17. The first gear drive gear 13 transmits power to the first gear driven gear 14, which meshes with it, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 then transmits power to the sixth gear 19, which meshes with it.

[0088] The sixth gear 19 transmits power to the eighth gear 24, which meshes with it. After passing through the eighth gear 24, the power is transmitted to the power take-off shaft 8 via the power take-off neutral device 25, and finally the power take-off shaft 8 transmits the power to the hydraulic pump 26.

[0089] like Figure 12As shown, when the vehicle is parked and taking off power, the mechanical neutral gear hub sleeve assembly 20 is engaged, and the power take-off neutral device 25 is also engaged. The power take-off neutral device 25 simultaneously engages with the eighth gear 24 and the power take-off shaft 8. The shift actuator controls the first-to-second gear shift mechanism 17 to switch from the intermediate state to the second engaged state. The shift actuator engages with the second-gear drive gear 15, at which point the gearbox assembly is engaged in second gear, and the input shaft 4 drives the second-gear drive gear 15 to rotate. The main motor 1 transmits power to the first gear 9 via the first shaft 2; the first gear 9 transmits power to the second shaft 3 via the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 via the third gear 11; the fourth gear 12 transmits power to the first-to-second gear shift mechanism 17 via the input shaft 4, and the power is then transmitted to the second-gear drive gear 15 via the first-to-second gear shift mechanism 17. The second-gear drive gear 15 transmits power to the second-gear driven gear 16, which meshes with it, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the sixth gear 19, which meshes with it, and then through the sixth gear 19 to the eighth gear 24. After passing through the eighth gear 24, the power is transmitted to the power take-off shaft 8 via the power take-off neutral device 25, and finally, the power take-off shaft 8 transmits power to the hydraulic pump 26.

[0090] (3) When the power take-off is in neutral, the power transmission path of the front section of the power take-off shaft 8 remains unchanged, the power take-off neutral device 25 is in the disconnected state, the power take-off neutral device 25 is separated from the eighth gear 24, the eighth gear 24 rotates idling, and the power take-off and hydraulic oil pump 26 do not work.

[0091] In this embodiment, a power take-off (PTO) and a hydraulic pump 26 are added to the other side of the axle housing to provide frame space for the application of the PTO.

[0092] In this embodiment, the power take-off is arranged on the other side of the axle housing and is not coaxial with other shaft systems, which can provide sufficient space for Y-axis arrangement and solve the risk of dynamic interference.

[0093] In this embodiment, a mechanical neutral device is provided on the cross gear shaft, which can transfer the power flow of the differential to the power take-off shaft when parking, thereby realizing parking power take-off.

[0094] In this embodiment, under trailer conditions, the mechanical connection between the gearbox assembly and the differential can be cut off, so that the gears and bearings will not be burned even when the oil pump fails to work.

[0095] like Figure 13 As shown, when the electric drive axle fails and the trailer is being towed, the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25 are in the disconnected state under the towing condition, the hydraulic oil pump 26 (which is an electronic oil pump) does not work, and the mechanical neutral can block the transmission of the wheel's reverse drag force to the axle gear system, thus avoiding axle gear burn-out.

[0096] Therefore, in the trailer mode, the middle axle or the rear axle fails, and the electronic oil pump cannot supply oil, which will cause the gear and bearing of the axle gear system to be not lubricated and ablated under the action of the reverse towing force. After the measures of disconnecting the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25 are adopted, the reverse towing force can be blocked from being transmitted to the axle gear system, at this time, only the differential and the gear and bearing of the cross axle are working, and since the differential and the cross axle are located at the lower point of the gearbox assembly, the oil stirring of the rotating parts will lubricate the gear and bearing of the differential and the cross axle, so that the axle gear will not be ablated.

[0097] The commercial vehicle electric drive axle assembly of the embodiment adopts the gearbox assembly with the above structure, and can have the following advantages:

[0098] 1. Since the first axle and the second axle adopt simple gear pairs for transmission, a larger arrangement space is provided for the Y direction of the motor, the shift system is arranged on the input shaft, the Y direction position of the motor is staggered, the Y direction size of the gearbox assembly is smaller, the arrangement of the whole vehicle is facilitated, and the arrangement of the air bag suspension and the power improvement of the motor in the later stage are facilitated.

[0099] 2. Arranging the last two stages of the power transmission chain on the other side of the axle housing (away from the motor side) not only shortens the distance between the motor and the center of the axle housing, but also reduces the weight difference between the front and the rear of the axle housing, and reduces the overturning moment of the electric drive axle.

[0100] 3. The mechanical neutral gear hub sleeve assembly 20 is arranged at the end of the power transmission chain, which can cut off the mechanical connection between the axle gear system and the differential, and realize the function of parking power take-off.

[0101] 4. In the cruising state of the vehicle, the mechanical neutral gear hub sleeve assembly 20 is in the disconnected state, at the same time, the first power transmission mechanism, the first gear transmission mechanism, the second gear transmission mechanism and the main motor are not working, only the differential rotates under the action of the reverse towing force, the motor and the axle gear system of the rear axle are not rotated, the energy loss of the gear meshing and the bearing rotation is reduced, the moving parts are less, and the economy is improved.

[0102] 5. The differential locking mechanism is provided, which meets the use of specific roads and improves the escape ability when the ABS (Antilock Brake System, anti-lock braking system) effect is poor.

[0103] The application further provides a vehicle comprising the commercial vehicle electric drive axle assembly with the above structure. The specific structure of the commercial vehicle electric drive axle assembly can be referred to the commercial vehicle electric drive axle assembly in the above embodiment. Figures 1 to 13 The specific structure of the commercial vehicle electric drive axle assembly will not be described here. Since the vehicle of the embodiment comprises the commercial vehicle electric drive axle assembly in the above embodiment, it has all the advantages of the commercial vehicle electric drive axle assembly.

[0104] The application is described above with reference to the drawings. It is obvious that the specific implementation of the application is not limited to the above-mentioned manner. As long as various non-essential improvements are made by using the method concept and technical solutions of the application, or the above-mentioned concept and technical solutions of the application are directly applied to other occasions without improvement, they are all within the protection scope of the application.

Claims

1. Commercial vehicle electric drive axle assembly comprising an axle housing assembly and a transmission assembly, characterized in that: The axle housing assembly is an integral rigid structure, the axle housing assembly is provided with an outer connecting surface, an inner connecting surface and a receiving hole for accommodating the gearbox assembly, the outer connecting surface and the inner connecting surface are arranged to contact the gearbox assembly, and the axle housing assembly surrounds the gearbox assembly.

2. The electric drive axle assembly of claim 1, wherein: The gearbox assembly is provided with a first upper connecting surface in contact with the outer connecting surface and a second upper connecting surface in contact with the inner connecting surface, the axle housing assembly and the gearbox assembly are connected by first and second bolts, the first upper connecting surface is provided with a first mounting hole matched with the first bolt, and the second upper connecting surface is provided with a second mounting hole matched with the second bolt.

3. The electric drive axle assembly of claim 2, wherein: The gearbox assembly is also provided with a first lower connecting surface in contact with the outer connecting surface and a second lower connecting surface in contact with the inner connecting surface, the axle housing assembly and the gearbox assembly are connected by third and fourth bolts, the first lower connecting surface is provided with a third mounting hole matched with the third bolt, and the second lower connecting surface is provided with a fourth mounting hole matched with the fourth bolt.

4. The electric drive axle assembly of any of claims 1-3, characterized in that: The outer connecting surface is provided with two, the two outer connecting surfaces are parallel or in the same plane; the inner connecting surface is provided with two, the two inner connecting surfaces are parallel or in the same plane; The inner connecting surface is located inside the receiving hole, and the outer connecting surface is located outside the receiving hole.

5. The electric drive axle assembly of any of claims 1-3, characterized in that: The gearbox assembly includes a differential assembly, the differential assembly includes an oil collecting cover and a differential housing, the oil collecting cover is arranged on the differential housing, and the oil collecting cover and the differential housing form an oil storage cavity for accommodating lubricating medium, and the oil storage cavity is communicated with the inner cavity of the differential housing through the through hole arranged on the differential housing.

6. The electric drive axle assembly of claim 5, characterized by: The differential assembly further comprises a first bearing arranged on the differential housing, the oil collecting cover and the first bearing are arranged adjacent to each other, the small diameter end of the oil collecting cover is close to the outer ring of the first bearing, and there is a certain axial gap between them, and the large diameter end of the oil collecting cover is connected with the differential housing.

7. The electric drive axle assembly of any of claims 1-3, characterized in that: The gearbox assembly includes a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sleeve assembly, a first power transmission mechanism for transmitting power from the main motor to the input shaft, a one-gear transmission mechanism and a two-gear transmission mechanism for transmitting power from the input shaft to the intermediate shaft, a one-two-gear shift mechanism selectively combined with the one-gear transmission mechanism or the two-gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft to the output shaft and the differential assembly, the mechanical neutral gear hub sleeve assembly is arranged to control the engagement and disengagement of the second power transmission mechanism and the output shaft.

8. The electric drive axle assembly of claim 7, characterized by: The first power transmission mechanism includes a first transmission mechanism connected with the main motor and a second transmission mechanism connected with the first transmission mechanism, and the second transmission mechanism is connected with the input shaft.

9. The electric drive axle assembly of claim 8, characterized in that: The second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism, the third transmission mechanism is connected with the intermediate shaft and the output shaft, and the fourth transmission mechanism is connected with the differential assembly and the output shaft.

10. Vehicle, characterized in that: The commercial vehicle electric drive axle assembly comprises the axle housing assembly of any one of claims 1 to 9.

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