A multi-stage power shunt electric drive axle and vehicle

Abstract

This invention relates to the field of electric drive axle technology, specifically to a multi-gear power-split electric drive axle and a vehicle. The multi-gear power-split electric drive axle includes a motor assembly and a gearbox assembly. The gearbox assembly includes a first reduction unit, a second reduction unit, a third reduction unit, a fourth reduction unit, a fifth reduction unit, and a differential unit. The gearbox assembly has a first gear, a second gear, and a third gear; when in the first gear, the second driven gear is driven by the third driving gear, and the third driven gear is driven by the fifth driving gear; when in the second gear, the second driven gear is driven by the third driving gear, and the third driven gear is driven by the fourth driving gear; when in the third gear, the second driven gear is driven by the differential housing. This invention solves the problems of complex structure, low reliability, and low transmission efficiency of traditional electric drive axles.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric drive axle, in particular to a multi-gear power split electric drive axle and a vehicle. BACKGROUND

[0002] Compared with the traditional central drive system, the new energy heavy truck electric drive axle system cancels the transmission shaft, integrates the motor, gearbox and drive axle into one, releases more layout space for the vehicle chassis, shortens the transmission chain and improves the transmission efficiency.

[0003] The existing multi-gear electric drive axle in the industry has a relatively complex transmission chain structure. The power of the motor is transmitted through each gear, and finally output by the same pair of gears. However, since the power is finally output by the same pair of gears, the output gear is always in working state, which easily leads to premature fatigue failure of the gear and reduces the service life of the electric drive axle. The complex structure of the electric drive axle results in high design cost, reduced reliability and low transmission efficiency. SUMMARY

[0004] To solve the problems of complex structure, low reliability and low transmission efficiency of the traditional electric drive axle, the present application provides a multi-gear power split electric drive axle and a vehicle.

[0005] In a first aspect, the present application provides a multi-gear power split electric drive axle, comprising:

[0006] a motor assembly;

[0007] a gearbox assembly, the gearbox assembly comprising a first reduction unit, a second reduction unit, a third reduction unit, a fourth reduction unit, a fifth reduction unit and a differential unit; the first reduction unit comprising a first driving gear and a first driven gear meshing with each other; the motor assembly being in transmission connection with the first driving gear; the second reduction unit comprising a second driving gear and a second driven gear meshing with each other; the first driven gear being in transmission connection with the second driving gear; the third reduction unit comprising a third driving gear and a third driven gear meshing with each other; the fourth reduction unit comprising a fourth driving gear and a fourth driven gear meshing with each other; the fifth reduction unit comprising a fifth driving gear and a fifth driven gear meshing with each other; the differential unit comprising a differential housing, a planetary gear set and two half shaft gears; the planetary gear set and the half shaft gears being located in the differential housing; the differential housing, the planetary gear set and the half shaft gears being in transmission connection in sequence; the fourth driven gear and the fifth driven gear being in transmission connection with the differential housing of the differential unit, respectively;

[0008] The transmission assembly has a first gear, a second gear, and a third gear. When in the first gear, the second driven gear is driven by the third driving gear; the third driven gear is driven by the fifth driving gear. When in the second gear, the second driven gear is driven by the third driving gear; the third driven gear is driven by the fourth driving gear. When in the third gear, the second driven gear is driven by the differential housing.

[0009] In some embodiments, the third driven gear, the fourth driving gear, and the fifth driving gear are located on the first side of the differential unit; the motor assembly, the first reduction unit, and the second driving gear are located on the second side of the differential unit; and the axis of the half-shaft gear is located between the first side and the second side.

[0010] In some embodiments, the fourth driven gear and the fifth driven gear are fixedly connected to the differential housing; the center of the planetary gear set is located between the fourth driven gear and the fifth driven gear; the third driving gear is rotatably connected to the differential housing; the reduction ratio of the fourth reduction unit is less than the reduction ratio of the fifth reduction unit; the diameter of the fifth driven gear is greater than the diameter of the fourth driven gear; and the fourth reduction unit is located between the third reduction unit and the fifth reduction unit.

[0011] In some embodiments, the fourth driven gear is integrally formed with the differential housing; the fifth driven gear is detachably connected to the differential housing.

[0012] In some embodiments, the second driven gear is drivenly connected to the third driving gear; the gearbox assembly further includes a first shift unit and a second shift unit; the first shift unit is used to control the engagement or disengagement of the second driven gear from the differential housing; the second shift unit is used to control the third driven gear to switch engagement between the fourth driving gear and the fifth driving gear.

[0013] In some embodiments, the first shifting unit includes a first gear ring, a first gear sleeve, and a second gear ring; the first gear ring is coaxial with and integrally formed with the second driven gear; the second gear ring is coaxial with the fourth driven gear; the second gear ring is fixedly connected to the differential housing; the first gear sleeve slides along its own axial direction to control the transmission or disengagement of the first gear ring and the second gear ring. The first gear ring is an internal gear ring.

[0014] In some embodiments, the second gear ring is an external gear ring, and the second gear ring is integrally formed with the differential housing.

[0015] In some embodiments, the second shifting unit includes a third gear ring, a fourth gear ring, a second gear sleeve, and a shift gear; the third gear ring is coaxial with and fixedly connected to the fourth driving gear; the fourth gear ring is coaxial with and fixedly connected to the fifth driving gear; the second gear sleeve meshes with the shift gear; the shift gear is coaxial with and fixedly connected to the third driven gear; the second gear sleeve moves along its own axial direction to switch meshing between the third gear ring and the fourth gear ring.

[0016] In some embodiments, the multi-speed power split electric drive bridge further includes an oil pump assembly; the oil pump assembly includes an oil pump unit and a power take-off; the second drive gear is engaged or disengaged from the oil pump unit via the power take-off; the second drive gear is located between the first driven gear and the power take-off.

[0017] In a second aspect, the present invention provides a vehicle comprising:

[0018] The multi-stage power shunt electric drive bridge in any of the above embodiments;

[0019] The vehicle body; the multi-speed power shunt electric drive bridge is connected to the vehicle body.

[0020] To address the problems of complex structure, low reliability, and low transmission efficiency in traditional electric drive bridges, this invention has the following advantages:

[0021] 1. By configuring a multi-speed power-splitting electric drive bridge with three speeds—a first speed, a second speed, and a third speed—and outputting power flow through a fifth, fourth, and second reduction unit respectively, multi-speed power splitting is achieved. Furthermore, the three-speed transmission chain structure formed by the cooperation of the first, second, third, fourth, and fifth reduction units is simplified. The third speed, in particular, transmits power only through the first and second reduction units, resulting in the highest transmission efficiency and minimal kinetic energy loss. Therefore, the multi-speed power-splitting electric drive bridge of this invention has the advantages of simplified structure, high reliability, and high transmission efficiency.

[0022] 2. Taking advantage of the simplified structure of the multi-gear power split electric drive bridge and the three-gear power split structure in this invention, the third driven gear, the fourth driving gear and the fifth driving gear in the gearbox assembly are arranged on the first side of the differential unit, and the motor assembly, the first reduction unit and the second driving gear are arranged on the second side of the differential unit, so as to achieve the uniform distribution of the weight of the multi-gear power split electric drive bridge to both sides of the axis of the half shaft gear.

[0023] 3. By optimizing the structural layout of the transmission components, the smaller and lighter third drive gear and fourth driven gear are located on one side of the center of the differential unit, while the larger and heavier fifth driven gear is located on the other side of the center of the differential unit. The difference between the bias torque exerted on the differential housing by the second driven gear, third drive gear, and fourth driven gear and the bias torque exerted on the differential housing by the fifth driven gear is small, achieving a certain degree of mutual cancellation. This makes the structural load borne by the differential unit more evenly distributed at both ends of the half-shaft gear axis, improving the structural stability of the differential unit, and thus further improving the structural reliability and service life of the electric drive axle. Attached Figure Description

[0024] Figure 1 A schematic diagram of the multi-stage power shunt electric drive bridge in Embodiment 1 is shown;

[0025] Figure 2 It shows Figure 1 A schematic diagram showing the internal structure of the gearbox assembly and the relative positions of the axle housing.

[0026] Figure 3 It shows Figure 1 A schematic diagram of the internal structure of the gearbox assembly in the diagram;

[0027] Figure 4 It shows Figure 1 A simplified diagram of the motor assembly and gearbox assembly in the diagram;

[0028] Figure 5 It shows Figure 3 A sectional view of the transmission assembly along line AA;

[0029] Figure 6 It shows Figure 5 An exploded view of part of the structure;

[0030] Figure 7 It shows Figure 3 BB-direction sectional view of the transmission assembly in the middle;

[0031] Figure 8 It shows Figure 1 A simplified schematic diagram of the motor assembly, gearbox assembly, and oil pump assembly.

[0032] Reference numerals: 10, Motor assembly; 20, Gearbox assembly; 21, First reduction unit; 211, First drive gear; 212, First driven gear; 22, Second reduction unit; 221, Second drive gear; 222, Second driven gear; 23, Third reduction unit; 231, Third drive gear; 232, Third driven gear; 24, Fourth reduction unit; 241, Fourth drive gear; 242, Fourth driven gear; 25, Fifth reduction unit; 251, Fifth... 252. Driven gear; 26. Fifth driven gear; 26. Differential unit; 261. Differential housing; 262. Planetary gear set; 263. Half-shaft gear; 27. First shift unit; 271. First gear ring; 272. First gear sleeve; 273. Second gear ring; 28. Second shift unit; 281. Third gear ring; 282. Fourth gear ring; 283. Second gear sleeve; 284. Shift gear; 30. Oil pump assembly; 31. Oil pump unit; 32. Power take-off; 40. Axle housing. Detailed Implementation

[0033] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0034] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0035] Example 1:

[0036] To address the problems of complex structure, low reliability, and low transmission efficiency of traditional electric drive bridges, such as... Figure 1 As shown, this embodiment provides a multi-speed power-split electric drive axle. The multi-speed power-split electric drive axle includes a motor assembly 10 and a gearbox assembly 20. The gearbox assembly 20 distributes the power from the motor assembly 10 to the left and right drive half-shafts of the vehicle after reducing speed and increasing torque, ultimately driving the wheels to rotate.

[0037] like Figure 2 , Figure 3 and Figure 4As shown, the gearbox assembly 20 includes a first reduction unit 21, a second reduction unit 22, a third reduction unit 23, a fourth reduction unit 24, a fifth reduction unit 25, and a differential unit 26. The first reduction unit 21 includes a first driving gear 211 and a first driven gear 212 that mesh with each other, and the motor assembly 10 is driven by the first driving gear 211. It should be understood that the diameter of the first driving gear 211 should be smaller than the diameter of the first driven gear 212 to achieve the first stage of reduction in the output power of the motor assembly 10.

[0038] The second reduction unit 22 includes a second driving gear 221 and a second driven gear 222 that mesh with each other, and a first driven gear 212 is drivingly connected to the second driving gear 221. It should be understood that the diameter of the second driving gear 221 is smaller than the diameter of the second driven gear 222, so as to achieve a second-stage reduction in the power output of the motor assembly 10. In this preferred embodiment, the first driven gear 212 and the second driving gear 221 are coaxially arranged and fixedly connected to achieve synchronous rotation.

[0039] The third reduction unit 23 includes a third driving gear 231 and a third driven gear 232 that mesh with each other. It should be understood that the diameter of the third driving gear 231 is smaller than the diameter of the third driven gear 232, so as to achieve the third stage reduction of the power output of the motor assembly 10.

[0040] The fourth reduction unit 24 includes a fourth driving gear 241 and a fourth driven gear 242 that mesh with each other. It should be understood that the diameter of the fourth driving gear 241 is smaller than the diameter of the fourth driven gear 242, so as to achieve the fourth stage of reduction in the power output of the motor assembly 10.

[0041] The fifth reduction unit 25 includes a fifth driving gear 251 and a fifth driven gear 252 that mesh with each other. It should be understood that the diameter of the fifth driving gear 251 is smaller than the diameter of the fifth driven gear 252, so as to achieve the fifth stage reduction of the power output of the motor assembly 10.

[0042] like Figure 5 As shown, the differential unit 26 includes a differential housing 261, a planetary gear set 262, and two half-shaft gears 263. The planetary gear set 262 and the half-shaft gears 263 are all located within the differential housing 261, and are sequentially connected in a driving manner. A fourth driven gear 242 and a fifth driven gear 252 are respectively connected to the differential housing 261 of the differential unit 26. The differential housing 261 receives power input and drives the planetary gear set 262, which in turn drives the two half-shaft gears 263 to rotate, thereby driving the rotation of the left and right wheels.

[0043] like Figure 4As shown, the gearbox assembly 20 has a first gear, a second gear, and a third gear. When the gearbox assembly 20 is in the first gear, the second driven gear 222 is connected to the third driving gear 231, and the third driven gear 232 is connected to the fifth driving gear 251. That is, in the first gear, the power output of the motor assembly 10 is transmitted to the differential housing 261 through the first reduction unit 21, the second reduction unit 22, the third reduction unit 23, and the fifth reduction unit 25 in sequence, thereby driving the wheels to rotate.

[0044] When the gearbox assembly 20 is in the second gear, the second driven gear 222 is connected to the third driving gear 231, and the third driven gear 232 is connected to the fourth driving gear 241. That is, in the second gear, the power output of the motor assembly 10 is transmitted to the differential housing 261 through the first reduction unit 21, the second reduction unit 22, the third reduction unit 23, and the fourth reduction unit 24 in sequence, thereby driving the wheels to rotate.

[0045] When the gearbox assembly 20 is in the third gear, the second driven gear 222 is connected to the differential housing 261. That is, in the third gear, the power output of the motor assembly 10 is transmitted to the differential housing 261 through the first reduction unit 21 and the second reduction unit 22 in sequence, thereby driving the wheels to rotate.

[0046] It should be understood that among the first, second, and third gears, the third gear has the smallest overall reduction ratio, the smallest torque output from the drive axle, and the fastest wheel speed, making it a high-speed gear.

[0047] In summary, the multi-speed power-splitting electric drive bridge of this embodiment has three speeds: a first speed, a second speed, and a third speed. Power is output through the fifth reduction unit 25, the fourth reduction unit 24, and the second reduction unit 22, respectively, achieving multi-speed power splitting. Furthermore, the three-speed transmission chain structure formed by the cooperation of the first reduction unit 21, the second reduction unit 22, the third reduction unit 23, the fourth reduction unit 24, and the fifth reduction unit 25 is simplified. The third speed, in particular, transmits power only through the first reduction unit 21 and the second reduction unit 22, resulting in the highest transmission efficiency and the lowest kinetic energy loss. Therefore, the multi-speed power-splitting electric drive bridge of this embodiment has the advantages of simplified structure, high reliability, and high transmission efficiency.

[0048] In this preferred embodiment, the reduction ratio of the fourth reduction unit 24 is less than that of the fifth reduction unit 25. As a result, in the first gear, the second gear, and the third gear, the total reduction ratio of the gearbox assembly 20 decreases sequentially, the torque decreases sequentially, and the wheel speed increases sequentially.

[0049] It should be understood that in some other embodiments, the reduction ratio of the fourth reduction unit 24 is greater than that of the fifth reduction unit 25, so that in the second gear, the first gear and the third gear, the total reduction ratio of the gearbox assembly 20 decreases sequentially, the torque decreases sequentially, and the wheel speed increases sequentially.

[0050] Furthermore, such as Figure 3 , Figure 4 and Figure 5 As shown, the third driven gear 232, the fourth driving gear 241, and the fifth driving gear 251 are located on the first side of the differential unit 26; the motor assembly 10, the first reduction unit 21, and the second driving gear 221 are located on the second side of the differential unit 26; the axis of the half-shaft gear 263 is located between the first and second sides. In this preferred embodiment, the second driven gear 222, the third driving gear 231, the fourth driven gear 242, and the fifth driven gear 252 are all coaxially arranged with the half-shaft gear 263. By arranging the third driven gear 232, the fourth driving gear 241, and the fifth driving gear 251 on the first side of the differential unit 26, and arranging the motor assembly 10, the first reduction unit 21, and the second driving gear 221 on the second side of the differential unit 26, the weight of the multi-gear power-splitting electric drive bridge is evenly distributed to both sides of the axis of the half-shaft gear 263.

[0051] like Figure 1 , Figure 2 and Figure 5 As shown, in this embodiment, the multi-speed power-split electric drive axle also includes an axle housing 40. The length direction of the axle housing 40 is parallel to the axis of the half-shaft gear 263, meaning that the weight of the multi-speed power-split electric drive axle is evenly distributed in the front-rear direction of the axle housing 40, which is also the vehicle's driving direction. Therefore, in this embodiment, the center of gravity of the multi-speed power-split electric drive axle is close to the center of the axle housing 40, reducing the offset torque, improving the reliability of the electric drive axle structure, and enhancing driving stability and structural durability.

[0052] Furthermore, such as Figure 3 , Figure 4 and Figure 5As shown in the preferred embodiment, the fourth driven gear 242 and the fifth driven gear 252 are fixedly connected to the differential housing 261, and the center of the planetary gear set 262 is located between the fourth driven gear 242 and the fifth driven gear 252. The third driving gear 231 is rotatably connected to the differential housing 261. The reduction ratio of the fourth reduction unit 24 is less than the reduction ratio of the fifth reduction unit 25, the diameter of the fifth driven gear 252 is greater than the diameter of the fourth driven gear 242, and the fourth reduction unit 24 is located between the third reduction unit 23 and the fifth reduction unit 25. This embodiment optimizes the coaxial arrangement of the fourth driven gear 242, the fifth driven gear 252, and the third driving gear 231, so that the smaller and heavier third driving gear 231 and fourth driven gear 242 are located on one side of the center of the differential unit 26, while the larger and heavier fifth driven gear 252 is located on the other side of the center of the differential unit 26. The difference between the biasing torque exerted on the differential housing 261 by the second driven gear 222, the third driving gear 231, and the fourth driven gear 242 and the biasing torque exerted on the differential housing 261 by the fifth driven gear 252 is small, achieving a certain degree of mutual cancellation. This makes the structural load borne by the differential unit 26 more evenly distributed at both ends of the axis of the half-shaft gear 263, improving the structural stability of the differential unit 26, thereby further improving the structural reliability and service life of the electric drive axle.

[0053] Furthermore, such as Figure 5 As shown, in this embodiment, the fourth driven gear 242 is integrally formed with the differential housing 261, and the fifth driven gear 252 is detachably connected to the differential housing 261. Since the fourth driven gear 242 is smaller than the fifth driven gear 252, it is easier to integrate into the design and has lower manufacturing difficulty. This embodiment achieves deep integration of the second gear output gear with the differential unit 26, reducing the size of the electric drive axle and facilitating its placement within the vehicle space. Because the fifth driven gear 252 is larger, a detachable bolt-fixed method reduces manufacturing difficulty and lowers costs.

[0054] Furthermore, in some other embodiments, the fourth driven gear 242 and the fifth driven gear 252 are integrally formed with the differential housing 261, thereby achieving deep integration of the output gear of the first gear and the output gear of the second gear with the differential unit 26.

[0055] Therefore, the fixing method of the fifth driven gear 252 and the differential housing 261 can be selected according to the specific production and manufacturing conditions.

[0056] Furthermore, such as Figure 4 and Figure 5As shown, in this preferred embodiment, the second driven gear 222 is connected to the third driving gear 231, thereby achieving a constant transmission state between the second driven gear 222 and the third driving gear 231. The gearbox assembly 20 also includes a first shift unit 27 and a second shift unit 28. The first shift unit 27 is used to control the engagement or disengagement of the second driven gear 222 with the differential housing 261; the second shift unit 28 is used to control the third driven gear 232 to switch engagement between the fourth driving gear 241 and the fifth driving gear 251. Since the first gear, second gear, and third gear are low-speed, medium-speed, and high-speed gears, respectively, the multi-gear power-split electric drive axle of this embodiment can reduce the idling time of the third reduction unit 23 in driving conditions where low-speed and medium-speed gears are commonly used, such as in mountainous areas or mining areas. This simplifies the transmission chain structure of the electric drive axle, ensures structural reliability, and to a certain extent avoids excessive kinetic energy loss.

[0057] Furthermore, such as Figure 4 , Figure 5 and Figure 6 As shown in the preferred embodiment, the first shifting unit 27 includes a first gear ring 271, a first gear sleeve 272, and a second gear ring 273. The first gear ring 271 is coaxial with and integrally formed with the second driven gear 222. The second gear ring 273 is fixedly connected to the differential housing 261 and coaxial with the fourth driven gear 242. The first gear sleeve 272 slides along its own axial direction to control the transmission or separation of the first gear ring 271 and the second gear ring 273. The first gear ring 271 is an internal gear ring. Since the second driven gear 222 has the function of transmitting power in the first gear, second gear, and third gear, in this embodiment, the first gear ring 271 and the second driven gear 222 are integrally formed, which can increase the structural strength of the second driven gear 222. Furthermore, since the first gear ring 271 is an internal gear ring, the outer diameter of the first gear ring 271 is larger, which can further enhance the strength of the second driven gear 222 and ensure the fatigue resistance of the second reduction unit 22.

[0058] Furthermore, such as Figure 4 , Figure 5 and Figure 6As shown, in this preferred embodiment, the second gear ring 273 is an external gear ring, and it is integrally formed with the differential housing 261. Since the center of the differential unit 26, near the fourth driven gear 242, needs to bear the combined weight of the fourth driven gear 242, the second driven gear 222, and the third driving gear 231, it experiences a large offset torque. Therefore, this embodiment sets the second gear ring 273 as an external gear ring, which reduces its volume and minimizes the offset torque on the center of the differential unit 26 near the fourth driven gear 242. This facilitates load distribution within the differential unit 26 and improves the structural reliability of the electric drive axle.

[0059] Furthermore, such as Figure 7 As shown, the second shifting unit 28 includes a third gear ring 281, a fourth gear ring 282, a second gear sleeve 283, and a shift gear 284. The third gear ring 281 is coaxial with and fixedly connected to the fourth driving gear 241, and the fourth gear ring 282 is coaxial with and fixedly connected to the fifth driving gear 251. The second gear sleeve 283 meshes with the shift gear 284, and the shift gear 284 is coaxial with and fixedly connected to the third driven gear 232. The second gear sleeve 283 moves along its own axial direction to switch meshing between the third gear ring 281 and the fourth gear ring 282. When the electric drive axle needs to shift to the first gear, the second gear sleeve 283 is controlled to mesh with the fourth gear ring 282. When the electric drive axle needs to shift to the second gear, the second gear sleeve 283 is controlled to mesh with the third gear ring 281. This achieves stable switching between the first and second gears.

[0060] Furthermore, such as Figure 8 As shown, in some embodiments, the multi-gear power split electric drive axle also includes an oil pump assembly 30, which includes an oil pump unit 31 and a power take-off (PTO) 32. The second drive gear 221 is engaged or disengaged from the oil pump unit 31 via the PTO 32, and is located between the first driven gear 212 and the PTO 32. Because the multi-gear power split electric drive axle of this embodiment achieves a high degree of integration between the differential unit 26 and the multi-gear system, and its center of gravity is close to the axis of the half-shaft gear 263 of the differential unit 26, it is more conducive to the chassis spatial structure layout, realizing the integration of the PTO 32 and the oil pump unit 31 in the electric drive axle, and further optimizing the spatial layout of the vehicle chassis.

[0061] The multi-gear power-split electric drive axle provided by this invention features a flexible arrangement of shift sleeves. After the power from the motor assembly 10 is transmitted through each gear, the power flow for each gear is output by different gear sets, thus improving the service life of the electric drive axle. The first gear output gear, i.e., the fifth driven gear 252, and the second gear output gear, i.e., the fourth driven gear 242, are deeply integrated with the differential housing 261, reducing the axle package size and making the electric drive axle easier to arrange in the vehicle. The second gear output gear, i.e., the fourth driven gear 242, is directly forged into a single piece with the differential housing 261. The first gear output gear, i.e., the fifth driven gear 252, and the differential housing 261 can be either directly forged into a single piece or detachably connected, resulting in a lighter overall weight, higher strength, and higher assembly precision for the electric drive axle. Some gears of the gearbox assembly 20 and the motor assembly 10 are distributed on both sides of the axle housing 40, so that the center of gravity is close to the center of the axle housing 40, reducing the bias torque borne by the axle housing 40 and improving the reliability of the electric drive axle.

[0062] Example 2:

[0063] Example 2 provides a vehicle including a multi-speed power shunt electric drive axle and a vehicle body as described in any of the above examples, wherein the multi-speed power shunt electric drive axle is connected to the vehicle body.

[0064] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. A multi-ratio power-split electric drive axle, characterized by, The multi-gear power split electric drive axle comprises: a motor assembly; a gearbox assembly comprising a first reduction unit, a second reduction unit, a third reduction unit, a fourth reduction unit, a fifth reduction unit and a differential unit; the first reduction unit comprises a first driving gear and a first driven gear which are in mesh with each other; the motor assembly is in driving connection with the first driving gear; the second reduction unit comprises a second driving gear and a second driven gear which are in mesh with each other; the first driven gear is in driving connection with the second driving gear; the third reduction unit comprises a third driving gear and a third driven gear which are in mesh with each other; the fourth reduction unit comprises a fourth driving gear and a fourth driven gear which are in mesh with each other; the fifth reduction unit comprises a fifth driving gear and a fifth driven gear which are in mesh with each other; the differential unit comprises a differential housing, a planetary gear set and two half shaft gears; the planetary gear set and the half shaft gears are located in the differential housing; the differential housing, the planetary gear set and the half shaft gears are in driving connection in sequence; the fourth driven gear and the fifth driven gear are in driving connection with the differential housing of the differential unit respectively; wherein the gearbox assembly has a first gear position, a second gear position and a third gear position; when in the first gear position, the second driven gear is in driving connection with the third driving gear; the third driven gear is in driving connection with the fifth driving gear; when in the second gear position, the second driven gear is in driving connection with the third driving gear; the third driven gear is in driving connection with the fourth driving gear; when in the third gear position, the second driven gear is in driving connection with the differential housing.

2. A multi-ratio power-split electric drive axle according to claim 1, characterized in that, The third driven gear, the fourth driving gear and the fifth driving gear are located on a first side of the differential unit; the motor assembly, the first reduction unit and the second driving gear are located on a second side of the differential unit; the axis of the half shaft gears is located between the first side and the second side.

3. A multi-ratio power-split electric drive axle according to claim 1, characterized in that, The fourth driven gear and the fifth driven gear are fixedly connected with the differential housing respectively; the center of the planetary gear set is located between the fourth driven gear and the fifth driven gear; the third driving gear is in rotary connection with the differential housing; the reduction ratio of the fourth reduction unit is smaller than that of the fifth reduction unit; the diameter of the fifth driven gear is larger than that of the fourth driven gear; the fourth reduction unit is located between the third reduction unit and the fifth reduction unit.

4. A multi-ratio power-split electric drive axle according to claim 3, characterized in that, The fourth driven gear is integrally formed with the differential housing; the fifth driven gear is detachably connected with the differential housing.

5. A multi-ratio power-split electric drive axle according to claim 4, characterized in that, The second driven gear is in driving connection with the third driving gear; the gearbox assembly further comprises a first gear shifting unit and a second gear shifting unit; the first gear shifting unit is used for controlling the combination or separation of the second driven gear and the differential housing; the second gear shifting unit is used for controlling the switching engagement of the third driven gear between the fourth driving gear and the fifth driving gear.

6. A multi-ratio power-split electric drive axle according to claim 5, characterized in that, The first shift unit comprises a first ring gear, a first sleeve and a second ring gear; the first ring gear is coaxial with the second driven gear and is integrally formed; the second ring gear is coaxial with the fourth driven gear; the second ring gear is fixedly connected with the differential housing; the first sleeve slides along the axial direction of itself to control the transmission or separation of the first ring gear and the second ring gear; the first ring gear is an inner ring gear.

7. A multi-ratio power-split electric drive axle according to claim 6, characterized in that, The second ring gear is an outer ring gear, and the second ring gear is integrally formed with the differential housing.

8. A multi-ratio power-split electric drive axle according to claim 5, wherein, The second shift unit comprises a third ring gear, a fourth ring gear, a second sleeve and a shift gear; the third ring gear is coaxial with the fourth driving gear and is fixedly connected; the fourth ring gear is coaxial with the fifth driving gear and is fixedly connected; the second sleeve is engaged with the shift gear; the shift gear is coaxial with the third driven gear and is fixedly connected; the second sleeve moves along the axial direction of itself to switch the engagement between the third ring gear and the fourth ring gear.

9. A multi-ratio power-split electric drive axle according to claim 8, characterized in that, The multi-gear power split electric drive axle further comprises an oil pump assembly; the oil pump assembly comprises an oil pump unit and a power takeoff; the second driving gear is in transmission combination or separation with the oil pump unit through the power takeoff; the second driving gear is located between the first driven gear and the power takeoff.

10. A vehicle characterized by comprising: The vehicle comprises: The multi-gear power split electric drive axle according to any one of claims 1-9; A vehicle body; the multi-gear power split electric drive axle is connected with the vehicle body.

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