Gearbox for electric drive axle, electric drive axle and vehicle

Abstract

The invention discloses a gearbox for an electric drive axle. Comprising a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sliding sleeve assembly, a first power transmission mechanism, a first-gear transmission mechanism and a second-gear transmission mechanism, wherein the first power transmission mechanism is used for transmitting power from the main motor to the input shaft, and the first-gear transmission mechanism and the second-gear transmission mechanism are used for transmitting power from the input shaft to the intermediate shaft. The first-gear and second-gear shifting mechanism is selectively combined with the first-gear transmission mechanism or the second-gear transmission mechanism; the second power transmission mechanism is used for transmitting power from the intermediate shaft to the output shaft and the differential mechanism assembly; the mechanical neutral gear hub sliding sleeve assembly is arranged to be used for controlling connection and separation of the second power transmission mechanism and the output shaft. According to the gearbox for the electric drive axle, by arranging the mechanical neutral gear hub sliding sleeve assembly, mechanical disconnection of the tail end of a transmission chain during parking power take-off of the electric drive axle and cruising and towing can be achieved.

Description

TECHNICAL FIELD

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

[0002] Reducing the cost of use for users, new energy commercial vehicles will become the main development direction in the field of commercial vehicles. The electric drive axle is mainly integrated by driving motor, motor controller, transmission, drive axle and other components. The main features are high integration of driving motor, gearbox and drive axle, compact structure; high transmission efficiency, motor power directly drives the wheel through variable gear mechanism; automatic transmission can be realized, so that the motor works in the high efficiency interval; the engine, traditional multi-gear gearbox and transmission shaft are cancelled, and the motor drive can realize lightweight; brake feedback is realized to realize brake energy recovery and prolong the cruising range. Therefore, the electric drive axle is the main technical trend of new energy commercial vehicles in the future.

[0003] There are mainly two kinds of existing two-gear electric drive axle technical solutions. One is to arrange the gear shifting device on the two shafts adjacent to the parallel shafts, and to use multi-stage cylindrical gear pairs to achieve the purpose of speed reduction and torque increase; the other is to arrange the gear shifting mechanism on the parallel shafts, and to use multi-stage gear pairs and wheel edge reducers to achieve the purpose of speed reduction and torque increase.

[0004] In the above technical solution, the following defects exist:

[0005] 1. The Y-direction size of the gearbox is large, occupying the motor axial space, which is limited by the vehicle layout space and cannot match the high-power motor; at the same time, the Y-direction size of the electric drive axle cannot meet the layout requirements of the airbag vehicle.

[0006] 2. All parallel shafts and motors are on the same side, and the X-direction length is too long. The motor is far away from the center line of the axle housing, which will generate a large overturning moment.

[0007] 3. When the power take-off is added on the gear shifting shaft, the vehicle frame Y-direction space is insufficient, and there is a risk of dynamic interference.

[0008] 4. When the power take-off is arranged at the end of the parallel shaft system, the mechanical connection between the gear shaft system and the differential is not cut off, and parking power take-off cannot be realized.

[0009] 5. When the vehicle is in cruising state, the axle gear system rotates under the action of the reverse drag force, causing power loss.

[0010] 6. When the vehicle is in towing mode, the oil pump does not work, and the axle gear system rotates under the action of the reverse drag force, causing axle gear ablation.

[0011] 7. There is no mechanical differential lock device for the electric drive axle.

[0012] A power take-off electric drive axle is disclosed in Chinese patent application No. 201911061308.6, which relates to the technical field of vehicles. The power take-off electric drive axle comprises a reduction assembly and a differential assembly; the reduction assembly comprises a primary reduction assembly and a secondary reduction assembly; the primary reduction assembly, the differential assembly and the secondary reduction assembly are sequentially connected in transmission; the input end of the primary reduction assembly is used for being connected in transmission with a power source; and the output end of the secondary reduction assembly is used for being connected in transmission with a hub assembly.

[0013] It is desirable to provide an improved gearbox and electric drive axle, in particular how to realize the mechanical disconnection of the end of the transmission chain (differential, hub) when the electric drive axle is parked, power is taken and cruises or drags a trailer. SUMMARY

[0014] 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 gearbox for an electric drive axle, which aims to ensure that the mechanical disconnection of the end of the transmission chain can be realized when the electric drive axle is parked, power is taken and cruises or drags a trailer.

[0015] To achieve the above-mentioned purpose, the technical solution adopted by the present application is as follows: a gearbox for an electric drive axle, comprising 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 a differential assembly, the mechanical neutral gear hub sleeve assembly is arranged to control the engagement and disengagement of the second power transmission mechanism with the output shaft.

[0016] 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.

[0017] The first transmission mechanism comprises a first shaft connected with the main motor, a first gear arranged on the first shaft and a second gear engaged with the first gear, and the second transmission mechanism comprises a second shaft connected with the second gear, a third gear arranged on the second shaft and a fourth gear engaged with the third gear, and the fourth gear is arranged on the input shaft.

[0018] 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.

[0019] The third transmission mechanism comprises a fifth gear connected with the intermediate shaft and a sixth gear engaged with the fifth gear, the fourth transmission mechanism comprises a seventh gear and a large tooth engaged with the seventh gear, the large tooth is connected with the differential assembly, and the sixth gear and the seventh gear are connected with the output shaft.

[0020] The sixth gear is sleeved on the output shaft, and the mechanical neutral gear hub sliding sleeve assembly is arranged to control the engagement and disengagement of the sixth gear with the output shaft.

[0021] The sixth gear is engaged with an eighth gear, and the eighth gear is sleeved on a power take-off shaft, and a power take-off neutral device is arranged on the power take-off shaft, and the power take-off neutral device is arranged to control the engagement and disengagement of the eighth gear with the power take-off shaft.

[0022] The gearbox for the electric drive axle further comprises a sub-gearbox auxiliary motor and a third power transmission mechanism connected with the sub-gearbox auxiliary motor and the output shaft.

[0023] The application further provides an electric drive axle comprising the gearbox.

[0024] The application further provides a vehicle comprising the electric drive axle.

[0025] The gearbox for the electric drive axle can realize the parking power take-off of the electric drive axle and the mechanical disconnection of the end of the transmission chain during cruising and towing by arranging the mechanical neutral gear hub sliding sleeve assembly. BRIEF DESCRIPTION OF DRAWINGS

[0026] The present specification includes the following drawings, and the contents shown are as follows:

[0027] Figure 1 is a structural schematic diagram of the gearbox;

[0028] Figure 2 is a power transmission path diagram of the gearbox in gear one;

[0029] Figure 3 is a power transmission path diagram of the gearbox in gear two;

[0030] Figure 4 is a power transmission path diagram of the gearbox in power take-off gear one;

[0031] Figure 5 is a power transmission path diagram of the gearbox in power take-off gear two;

[0032] Figure 6 is a power transmission path diagram of the gearbox in cruising and towing mode;

[0033] Figure 7 is another structural schematic diagram of the gearbox;

[0034] The diagram is marked as follows:

[0035] 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. First gear drive gear; 14. First gear driven gear; 15. Second gear drive gear; 16. Second gear driven gear; 17. First and second gear shifting mechanism; 18. Fifth gear; 19. Sixth gear; 20. Mechanical neutral gear hub sleeve assembly; 21. Seventh gear; 22. Larger gear; 23. Differential lock; 24. Eighth gear; 25. Power take-off neutral device; 26. Hydraulic oil pump; 27. Hub unit; 28. Auxiliary gearbox coupling gear; 29. ​​Auxiliary gearbox auxiliary motor; 30. Auxiliary gearbox first shaft assembly; 31. Auxiliary gearbox second shaft assembly. Detailed Implementation

[0036] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solutions of the present invention, and to facilitate its implementation.

[0037] Example 1

[0038] like Figure 1 As shown, this embodiment provides a gearbox for an electric drive axle, including 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 first gear transmission mechanism and a second gear transmission mechanism for transmitting power from the input shaft 4 to the intermediate shaft 5, a first-to-second gear shifting mechanism 17 selectively engaged with the first gear transmission mechanism or the second 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 configured to control the engagement and disengagement of the second power transmission mechanism from the output shaft 6. The first gear transmission mechanism, the second gear transmission mechanism, the first-to-second gear shifting mechanism 17, and the main motor 1 are located on the same side of the first power transmission mechanism, and the first-to-second gear shifting mechanism 17 is disposed on the input shaft 4.

[0039] Specifically, such as Figure 1As 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.

[0040] In the embodiment, the first shaft 2 is spline-connected 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.

[0041] As shown in the figure, Figure 1 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.

[0042] As shown in the figure, Figure 1As 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 toothed gear 22 engaged with the seventh gear 21, the large toothed gear 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 driven gear 14 and the second-gear driven gear 16. The seventh gear 21 is integrally machined with the output shaft 6, and the seventh gear 21 and the large toothed gear 22 are engaged with each other to form a five-stage transmission of the shaft tooth system.

[0043] As shown in Figure 1 As shown, the differential assembly 7 is connected with two hub units 27 through two half shafts respectively, the two hub units 27 are located on both sides of the electric drive axle, one of the two half shafts passes through the intermediate shaft 5, the intermediate shaft 5 is a hollow shaft, and the two half shafts are coaxially arranged with the intermediate shaft 5. The differential assembly 7 is provided with a differential lock 23, and the differential assembly 7 includes a differential housing and a half shaft gear, the half shaft gear is located in the interior of the differential housing, the large toothed gear 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 half shaft (which does not pass through the intermediate shaft 5). When the differential lock 23 is combined with the half shaft and the differential housing, the differential lock 23 can achieve a locking state, and the 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 a specific road 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 vehicle wheel slips.

[0044] As shown in Figure 1As shown, the gearbox for the electric drive axle in this embodiment also includes a mechanical neutral gear hub sleeve assembly 20 arranged on the output shaft 6, the sixth gear 19 is arranged on the output shaft 6 in a hollow manner, and the mechanical neutral gear hub sleeve assembly 20 is arranged to control the engagement and disengagement of the sixth gear 19 with the output shaft 6, thereby realizing the engagement and disengagement of the second power transmission mechanism with the output shaft 6. The sixth gear 19 is arranged on the output shaft 6 in a hollow manner 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 after 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; after 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.

[0045] As shown in Figure 1 In this embodiment, the first-second gear shifting mechanism 17 is a sleeve type shifting mechanism, and has three working states, which are respectively an initial state, a first combined state and a second combined state; when the first-second gear shifting mechanism 17 is in the first combined state, the first-second gear shifting mechanism 17 is engaged with the first gear driving gear 13, and the input shaft 4 can drive the first gear driving gear 13 to rotate; when the first-second gear shifting mechanism 17 is in the second combined state, the first-second gear shifting mechanism 17 is engaged with the second gear driving gear 15, and the input shaft 4 can drive the second gear driving gear 15 to rotate; when the first-second gear shifting mechanism 17 is in the initial state, the first-second gear shifting mechanism 17 is not engaged with the first gear driving gear 13 and the second gear driving gear 15, and the input shaft 4 cannot drive the first gear driving gear 13 and the second gear driving gear 15 to rotate.

[0046] The gearbox in this embodiment is a two-gear five-stage reduction output, and the power transmission paths of the gearbox are as follows Figure 1 The power transmission paths of the gearbox are described.

[0047] In order to meet various driving conditions of the whole vehicle, ensure efficient output of the motor and power economy of the whole vehicle, the gearbox is provided with a neutral gear, a first gear and a second gear. The sleeve is driven by the gear shifting actuator to realize the switching of the gears.

[0048] As shown in Figure 2 and Figure 3 The switching mode and power transmission route of the neutral gear, the first gear and the second gear of the gearbox are as follows:

[0049] When the first-second gear shifting mechanism 17 is in the intermediate state, the gearbox is in the neutral gear;

[0050] When the gearbox is in the first gear switching state, the gear shifting actuator controls the first-second 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 is in the first gear state, 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 with the first gear 9; 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 shifting mechanism 17 through the input shaft 4; the power is transmitted to the first gear driving gear 13 through the first-second gear shifting mechanism 17. The first gear driving gear 13 transmits power to the first gear driven gear 14 engaged with the first gear driving gear 13, and then the power is transmitted to the fifth gear 18 through the intermediate shaft 5; the fifth gear 18 transmits power to the sixth gear 19 engaged with the fifth gear 18. When the electric drive axle is in the normal driving state, 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; the seventh gear 21 transmits power to the large toothed wheel 22 engaged with the seventh gear 21; and the large toothed wheel 22 transmits power to the differential assembly 7. The differential assembly 7 transmits power to the wheel hub unit 27 through power distribution.

[0051] Similarly, when the gearbox is in the second gear switching state, the gear shifting actuator controls the first-second 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 is in the second gear state, 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 with the first gear 9; 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 shifting mechanism 17 through the input shaft 4; and the power is transmitted to the second gear driving gear 15 through the first-second gear shifting mechanism 17. The second gear driving gear 15 transmits power to the second gear driven gear 16 engaged with the second gear driving gear 15, and then the power is transmitted to the fifth gear 18 through the intermediate shaft 5; the fifth gear 18 transmits power to the sixth gear 19 engaged with the fifth gear 18. When the electric drive axle is in the normal driving state, 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; the seventh gear 21 transmits power to the large toothed wheel 22 engaged with the seventh gear 21; and the large toothed wheel 22 transmits power to the differential assembly 7. The differential assembly 7 transmits power to the wheel hub unit 27 through power distribution.

[0052] The gearbox is used in the electric drive axle of the commercial vehicle, the gearbox is located between the air suspensions arranged on both sides of the commercial vehicle, the air suspension comprises an air spring, and the gearbox is located between the two air springs. In the embodiment, the first power transmission mechanism is a general gear pair, the Y direction (vehicle width direction) space of the motor is not occupied, the main motor 1, the first gear transmission mechanism, the second gear transmission mechanism and the first-second gear shifting mechanism 17 are located on the same straight line parallel to the X direction (vehicle length direction), the overall size of the gearbox in the Y direction is small, the main motor 1 can adopt a larger power motor, the gearbox is easily arranged between the two air springs, so that the overall size of the electric drive axle in the Y direction can also be small, facilitating the overall vehicle arrangement, and being beneficial to the later motor power improvement and the arrangement of the air bag suspension; and the shifting shaft of the shifting mechanism can be arranged at the position of the input shaft 4, so that the shifting shaft is arranged away from the motor.

[0053] The gearbox of the embodiment can have the following advantages:

[0054] 1. Since the first-second shaft adopts a simple gear pair transmission, a larger arrangement space is provided for the Y direction of the motor, the shifting system is arranged on the input shaft, the Y direction position of the motor is staggered, the Y direction size of the gearbox is small, the overall vehicle arrangement is facilitated, and the later motor power improvement and the arrangement of the air bag suspension are facilitated.

[0055] 2. Arranging the last two stages of the transmission chain on the other side (away from the motor side) of the axle housing 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 rear of the axle housing, and reduces the overturning moment of the electric drive axle.

[0056] 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 gear shaft system and the differential, and realize the function of parking and power take-off.

[0057] 4. When the vehicle is in a cruising state, the mechanical neutral gear hub sleeve assembly 20 is in a disconnected state, and 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 drag force, the motor and the shaft gear system of the rear axle do not rotate under the action of the reverse drag force, the energy loss of gear meshing and bearing rotation is reduced, the number of moving parts is small, and the economy is improved.

[0058] 5. With a differential locking mechanism, the use of specific roads is met, and the escape ability can be improved when the ABS (Antilock Brake System) effect is poor.

[0059] 6. The technical scheme has strong expansibility, and can be improved into a double-motor two-gear electric drive axle on the basis of the configuration.

[0060] The embodiment also provides an electric drive axle comprising the gearbox described above. Figure 1 The vehicle of the embodiment has all the advantages of the gearbox described above.

[0061] The embodiment also provides a vehicle comprising the electric drive axle described above.

[0062] In the embodiment, the vehicle is a two-gear heavy commercial vehicle.

[0063] Embodiment Two

[0064] As shown in the drawings, Figure 1 On the basis of embodiment one, the gearbox for the electric drive axle of the embodiment 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 a power take-off, and the power take-off is connected with a hydraulic oil pump 26. The power take-off shaft 8 is provided with a power take-off neutral gear device 25, and the power take-off 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 neutral gear device 25 is a sliding sleeve type shifting mechanism, and after the power take-off 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 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.

[0065] As shown in the drawings, Figure 4 and Figure 5 The power take-off and its hydraulic oil pump 26 of the electric drive axle can be divided into three scenes according to the use scene: driving power take-off, parking power take-off, and power take-off disconnection, and the working principles of each part of the application will be introduced in turn according to the above three scenes.

[0066] (1) When driving power take-off, the mechanical neutral gear hub sliding sleeve assembly 20 is in the engaged state, the power take-off neutral gear device 25 is in the engaged state, the power take-off 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, part of the power is transmitted to the eighth gear 24 engaged therewith, and the other 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, it is transmitted to the power take-off shaft 8 through the power take-off neutral gear device 25, and finally the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0067] (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.

[0068] like Figure 4 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 is engaged in first gear, and the input shaft 4 drives 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.

[0069] 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.

[0070] like Figure 5As shown, when parking with power take-off, the mechanical neutral gear hub sleeve assembly 20 is in the engaged state, the power take-off neutral device 25 is in the engaged state, the power take-off neutral device 25 is simultaneously combined with the eighth gear 24 and the power take-off shaft 8, the gear shifting actuator controls the first-second gear shifting mechanism 17 to switch from the intermediate state to the second combined state, the gear shifting actuator is combined with the second gear driving gear 15, at this time the gearbox 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 first-second gear shifting mechanism 17 through the input shaft 4, and the power is transmitted to the second gear driving gear 15 through the first-second 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, and the sixth gear 19 transmits power to the eighth gear 24 engaged therewith. After the power passes through the eighth gear 24, it is transmitted to the power take-off shaft 8 through the power take-off neutral device 25, and finally the power take-off shaft 8 transmits power to the hydraulic oil pump 26.

[0071] (3) When the power take-off is in the neutral state, 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 idles, and the power take-off and the hydraulic oil pump 26 do not work.

[0072] In this embodiment, the power take-off and the hydraulic oil pump 26 are added on the other side of the axle housing, providing a frame space for the application of the power take-off.

[0073] 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 Y-direction arrangement space and solve the risk of dynamic interference.

[0074] In this embodiment, the mechanical neutral device is arranged on the cross shaft, and when parking with power take-off, the power flow of the differential can be converted to the power take-off shaft to realize parking with power take-off.

[0075] In this embodiment, in the trailer working condition, the mechanical connection between the gearbox and the differential can be cut off, so that the gears and bearings will not be ablated even when the oil pump cannot work.

[0076] As shown in the figure, Figure 6 As shown, when the electric drive axle fails to tow the trailer, in the trailer working condition, the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25 are in the disconnected state, the hydraulic oil pump 26 (which is an electronic oil pump) does not work, and the mechanical neutral device can block the reverse towing force of the wheels from being transmitted to the shaft tooth system, thereby avoiding the ablation of the shaft teeth.

[0077] 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 burned out due to the reverse towing force. After the measures of disconnecting the mechanical neutral gear hub sleeve assembly 20 and the power takeoff neutral device 25, the reverse towing force can be blocked from being transmitted to the axle gear system. At this time, only the differential and the cross axle gear and bearing work. Since the differential and the cross axle are located at the lower point of the gearbox, the oil stirring of the rotating parts will lubricate the gears and bearings of the differential and the cross axle, so the axle gear will not be burned out.

[0078] The embodiment also provides an electric drive axle comprising the gearbox with the above structure. The specific structure of the gearbox can refer to the above description, which will not be repeated here. Figure 1 Since the vehicle of the embodiment comprises the gearbox in the above embodiment, it has all the advantages of the gearbox.

[0079] The embodiment also provides a vehicle comprising the electric drive axle with the above structure.

[0080] In the embodiment, the vehicle is a two-gear heavy commercial vehicle.

[0081] Embodiment Three

[0082] As shown in Figure 7 The embodiment provides a gearbox for an electric drive axle, which comprises a main motor 1, an input shaft 4, an intermediate shaft 5, an output shaft 6, 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 a differential assembly 7. 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, and the one-two-gear shift mechanism 17 is arranged on the input shaft 4.

[0083] Specifically, as shown in Figure 7As 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.

[0084] 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.

[0085] As shown in Figure 7 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.

[0086] As shown in Figure 7As 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 toothed gear 22 engaged with the seventh gear 21, the large toothed gear 22 is fixedly connected with the differential assembly 7, and the sixth gear 19 and the seventh gear 21 are fixedly 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 driven gear 14 and the second-gear driven gear 16. The sixth gear 19 and the seventh gear 21 are integrally machined with the output shaft 6, and the seventh gear 21 and the large toothed gear 22 are engaged with each other to form a five-stage transmission of the shaft tooth system.

[0087] As Figure 7 shown, the differential assembly 7 is connected with two hub units 27 through two half shafts respectively, the two hub units 27 are located on both sides of the electric drive axle, one of the two half shafts passes through the intermediate shaft 5, the intermediate shaft 5 is a hollow shaft, and the two half shafts are coaxially arranged with the intermediate shaft 5. The differential assembly 7 is provided with a differential lock 23, and the differential assembly 7 includes a differential housing and a half shaft gear, the half shaft gear is located in the interior of the differential housing, the large toothed gear 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 half shaft (which does not pass through the intermediate shaft 5). When the differential lock 23 is combined with the half shaft and the differential housing, the differential lock 23 can be in a locked state, and the 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 a specific road 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 vehicle wheel slips.

[0088] As Figure 7As shown, in the embodiment, the first-second gear shifting mechanism 17 is a sliding sleeve type gear shifting 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 shifting mechanism 17 is in the first engagement state, the first-second gear shifting 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 shifting mechanism 17 is in the second engagement state, the first-second gear shifting 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 shifting mechanism 17 is in the initial state, the first-second gear shifting 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.

[0089] The gearbox of the embodiment is a two-gear five-stage deceleration output, and is combined with Figure 7 The power transmission path of the gearbox is described.

[0090] To meet various driving conditions of the vehicle, ensure efficient output of the motor and power economy of the vehicle, the gearbox is provided with a neutral gear, a first gear and a second gear. The sliding sleeve is driven by the gear shifting actuator to realize switching of the gears.

[0091] The switching mode and the power transmission route of the neutral gear, the first gear and the second gear of the gearbox are as follows:

[0092] When the first-second gear shifting mechanism 17 is in the intermediate state, the gearbox is in the neutral gear.

[0093] When the first gear of the gearbox is switched, the gear shifting actuator controls the first-second 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 driving gear 13. At this time, the gearbox is engaged with the first gear, and the input shaft 4 can drive the first driving gear 13 to rotate. The 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 first-second gear shifting mechanism 17 through the input shaft 4, and the power is transmitted to the first driving gear 13 through the first-second gear shifting mechanism 17. The first driving gear 13 transmits power to the first driven gear 14 engaged therewith, and then the power is transmitted to the fifth gear 18 through the intermediate shaft 5. The fifth gear 18 transmits power to the sixth gear 19 engaged therewith. The power is transmitted to the seventh gear 21 through the output shaft 6, and then the power is transmitted to the large toothed wheel 22 engaged therewith. The large toothed wheel 22 transmits power to the differential assembly 7, and the differential assembly transmits power to the wheel hub unit 27 through power distribution.

[0094] Similarly, when the gearbox shifts to second gear, the shift actuator controls the first-to-second gear shift mechanism 17 to switch from the intermediate state to the second engagement state. The shift actuator engages with the second-gear drive gear 15, at which point the gearbox 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 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-to-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the second-gear drive gear 15. The second-gear drive gear 15 transmits power to the meshing second-gear driven gear 16, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. Power is transmitted through the output shaft 6 to the seventh gear 21. The seventh gear 21 transmits power to the meshing cog gear 22, and the cog gear 22 transmits power to the differential assembly 7. The differential then transmits power to the hub unit 27 through the power distribution.

[0095] like Figure 7 As shown, the gearbox for the electric drive axle in this embodiment also includes an auxiliary gearbox motor 29 and a third power transmission mechanism connected to the auxiliary gearbox motor 29 and the output shaft 6. The third power transmission mechanism is used to transmit power from the auxiliary gearbox motor 29 to the output shaft 6. The third power transmission mechanism includes an auxiliary gearbox coupling gear 28, an auxiliary gearbox first shaft assembly 30, and an auxiliary gearbox second shaft assembly 31. The auxiliary gearbox coupling gear 28 is fixedly mounted on the output shaft 6. The auxiliary gearbox first shaft assembly 30 is connected to the output end of the auxiliary gearbox motor 29. Power transmission is achieved between the auxiliary gearbox first shaft assembly 30 and the auxiliary gearbox second shaft assembly 31 through a gear transmission mechanism. The auxiliary gearbox coupling gear 28 meshes with the output gear of the auxiliary gearbox second shaft assembly 31.

[0096] The gearbox in this embodiment is adapted to single rear axle vehicles. When the vehicle starts and climbs, it requires a large torque output. The mechanical neutral gear hub sleeve assembly 20 is in the engaged state, and the main motor 1 and the auxiliary gearbox motor 29 work simultaneously to provide the maximum torque output. The driving force generated by the main motor 1 and the auxiliary gearbox motor 29 is coupled on the output shaft 6, and finally the power is transmitted to the differential assembly 7. The differential transmits the power to the wheel hub unit 27 through power distribution.

[0097] Once the vehicle enters cruise control, high torque is not required, and the mechanical neutral gear hub sleeve assembly 20 is disconnected, allowing only the main motor 1 to remain operational, thus improving fuel economy.

[0098] The gearbox in this embodiment has the following advantages:

[0099] 1. The gearbox Y dimension is small, facilitating the vehicle layout, and being conducive to the layout of the later motor power and air bag suspension.

[0100] 2. With a differential locking mechanism, meeting the use of specific roads.

[0101] 3. When the vehicle is cruising under no load, the auxiliary axle can realize complete disconnection of the pinion shaft system and the wheel, thereby improving the economy.

[0102] The embodiment also provides an electric drive axle, which comprises the gearbox with the above structure and is a two-motor two-gear electric drive axle structure. The specific structure of the gearbox can be referred to the above embodiment, and will not be described here again. Since the vehicle of the embodiment comprises the gearbox in the above embodiment, it has all the advantages of the gearbox. Figure 7

[0103] The embodiment also provides a vehicle, which comprises the electric drive axle with the above structure.

[0104] In the embodiment, the vehicle is a two-gear heavy commercial vehicle.

[0105] The above has described the present application in an exemplary manner with reference to the drawings. Apparently, the specific implementation of the present application is not limited to the above-mentioned manner. Any non-essential improvement made by using the method concept and technical solution of the present application, or direct application of the above-mentioned concept and technical solution of the present application to other occasions without improvement, is within the protection scope of the present application.​

Claims

1. A gearbox for an electrically driven axle, characterized in that: The transmission 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 a differential assembly, the mechanical neutral gear hub sleeve assembly is configured to control engagement and disengagement of the second power transmission mechanism with the output shaft.

2. The transmission for an electric drive axle of claim 1, wherein: 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, the second transmission mechanism is connected with the input shaft.

3. The transmission for an electrically driven axle of claim 2, wherein: The first transmission mechanism includes a first shaft connected with the main motor, a first gear arranged on the first shaft, and a second gear engaged with the first gear, the second transmission mechanism includes a second shaft connected with the second gear, a third gear arranged on the second shaft, and a fourth gear engaged with the third gear, the fourth gear is arranged on the input shaft.

4. A gearbox for an electrically driven axle according to any one of claims 1 to 3, 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, the fourth transmission mechanism is connected with the differential assembly and the output shaft.

5. The transmission for an electrically driven axle of claim 4, wherein: The third transmission mechanism includes a fifth gear connected with the intermediate shaft and a sixth gear engaged with the fifth gear, the fourth transmission mechanism includes a seventh gear and a large tooth engaged with the seventh gear, the large tooth is connected with the differential assembly, the sixth gear and the seventh gear are connected with the output shaft.

6. The transmission for an electric drive axle of claim 5, wherein: The sixth gear is sleeved on the output shaft, and the mechanical neutral gear hub sleeve assembly is configured to control engagement and disengagement of the sixth gear with the output shaft.

7. The transmission for an electric drive axle of claim 6, characterized in that: The sixth gear is engaged with an eighth gear, the eighth gear is sleeved on a power take-off shaft, a power take-off neutral device is arranged on the power take-off shaft, the power take-off neutral device is configured to control engagement and disengagement of the eighth gear with the power take-off shaft.

8. A gearbox for an electrically driven axle according to any one of claims 1 to 3, characterized in that: Further comprising a sub-gearbox auxiliary motor and a third power transmission mechanism connected with the sub-gearbox auxiliary motor and the output shaft.

9. An electric drive axle, characterized by: The transmission includes any one of claims 1-8.

10. Vehicle, characterized in that: The electric drive axle includes claim 9. The electric drive axle includes claim 9.

Images