Electric drive axle arrangement and electric vehicle

Abstract

Embodiments of this disclosure provide an electric drive axle device and an electric vehicle. The electric drive axle device includes: a housing and a half-shaft assembly; a hollow shaft drive motor configured to drive the half-shaft assembly to rotate; a first reduction mechanism including a first planetary gear assembly, and a first transmission ratio adjusting component configured to adjust the transmission ratio of the first reduction mechanism; a second reduction mechanism including a second planetary gear assembly, and a second transmission ratio adjusting component configured to adjust the transmission ratio of the second reduction mechanism, the second reduction mechanism being driveably connected between the first reduction mechanism and the half-shaft assembly; and a differential being driveably connected between the second reduction mechanism and the half-shaft assembly. The hollow shaft drive motor, the first reduction mechanism, the second reduction mechanism, and the differential all surround the half-shaft assembly and are coaxially arranged with it. The electric drive axle device of this disclosure can improve structural compactness while reducing center-of-gravity offset.

Description

Technical Field

[0001] This disclosure relates to the field of electric drive technology, and in particular to an electric drive axle device and an electric vehicle. Background Technology

[0002] With the rapid development of new energy commercial vehicles, electric drive technology is being increasingly widely used in the commercial vehicle sector. Currently, medium and heavy-duty pure electric commercial vehicles mainly adopt two technical solutions: central drive and electric drive axle. Among them, the central drive solution requires less modification to the original vehicle structure, but it is not conducive to the overall vehicle layout. Therefore, at present, the electric drive axle has become the mainstream development direction for commercial vehicle electric drive systems, and the industry mainly focuses on research and development around goals such as high integration, high transmission efficiency, lightweight, and low vibration and noise.

[0003] Existing electric drive axles still suffer from problems such as center of gravity offset, non-compact structure, high weight, and long transmission routes. For electric drive axles, the greater the offset mass, the larger the eccentricity of the center of gravity, and the stronger the impact load transmitted from the road surface, which can easily lead to fatigue failure, housing cracking, and increased assembly noise. At the same time, the non-compact structure results in low space utilization, occupies too much chassis space, and significantly restricts the overall chassis layout of the vehicle. Summary of the Invention

[0004] This disclosure provides an electric drive axle device and an electric vehicle that can improve structural compactness while reducing center of gravity offset.

[0005] The first aspect of this disclosure provides an electric drive bridge device, comprising: Housing and half-shaft assembly; A hollow shaft drive motor is configured to drive the half-shaft assembly to rotate; The first reduction mechanism includes a first planetary gear assembly and a first transmission ratio adjustment assembly. The first planetary gear assembly includes a first sun gear, a first planetary gear, a first planet carrier, and a first ring gear. The first sun gear is connected to the hollow output shaft of the hollow shaft drive motor. The first transmission ratio adjustment assembly is configured to adjust the transmission ratio of the first reduction mechanism by adjusting the first planetary gear assembly. The second reduction mechanism includes a second planetary gear assembly and a second transmission ratio adjustment assembly. The second planetary gear assembly includes a second sun gear, a second planetary gear, a second planetary carrier, and a second ring gear. The second transmission ratio adjustment assembly is configured to adjust the transmission ratio of the second reduction mechanism by adjusting the second planetary gear assembly. The second reduction mechanism is drive-connected between the first reduction mechanism and the half-shaft assembly. The differential is connected between the second reduction gear and the half-shaft assembly. The hollow shaft drive motor, the first reduction mechanism, the second reduction mechanism, and the differential are all arranged around the half-shaft assembly and are coaxial with the half-shaft assembly.

[0006] In some embodiments, the first gear ring is fixedly connected to the housing, and the first gear ratio adjustment assembly includes a first sliding sleeve and a first gear hub connected by a spline. The first sliding sleeve is selectively connected to the first sun gear or the first planetary carrier, and the first gear hub is connected to the second planetary gear assembly.

[0007] In some embodiments, the first transmission ratio adjustment assembly further includes a first engagement tooth and a second engagement tooth. The first engagement tooth is connected to the first sun gear, and the second engagement tooth is connected to the first planetary carrier. The first sliding sleeve is slidably located in a first engagement position, a second engagement position, or a first neutral position. The first sliding sleeve is drivenly connected to the first engagement tooth in the first engagement position, and is drivenly connected to the second engagement tooth in the second engagement position. In the first neutral position, the first sliding sleeve is disengaged from both the first engagement tooth and the second engagement tooth.

[0008] In some embodiments, the first transmission ratio adjusting assembly includes a third sliding sleeve, which is spline-connected to the first gear ring. The third sliding sleeve may be selectively connected to the housing or the first planetary carrier, and the first planetary carrier is connected to the second planetary gear assembly.

[0009] In some embodiments, the second sun gear is connected to the output end of the first reduction gear, the second transmission ratio adjustment component includes a second sliding sleeve, the second sliding sleeve is splinedly connected to the second gear ring, the second sliding sleeve is selectively driven to the housing or the second planetary carrier, and the second planetary carrier is driven to the differential.

[0010] In some embodiments, the second transmission ratio adjustment assembly further includes a third engagement tooth and a fourth engagement tooth. The third engagement tooth is fixedly connected to the housing, and the fourth engagement tooth is fixedly connected to the second planetary carrier. The second sliding sleeve is slidably located in the third engagement position, the fourth engagement position, or the second neutral position. The second sliding sleeve is drivenly connected to the third engagement tooth in the third engagement position, and is drivenly connected to the fourth engagement tooth in the fourth engagement position. In the second neutral position, the second sliding sleeve is disengaged from both the third engagement tooth and the fourth engagement tooth.

[0011] In some embodiments, the second gear ring is fixedly connected to the housing, the second gear ratio adjustment assembly includes a spline-connected fourth sliding sleeve and a second gear hub, the third sliding sleeve is optionally connected to the second sun gear or the second planetary carrier, and the second gear hub is connected to the differential.

[0012] In some embodiments, along the extending direction of the half-shaft assembly, the first reduction mechanism is located on the first side of the hollow shaft drive motor, and the second reduction mechanism is located on the second side of the hollow shaft drive motor.

[0013] In some embodiments, the differential includes a differential housing and a bevel gear set, the differential housing being connected to the output end of the second reduction mechanism, and the bevel gear set being driven between the differential housing and the half-shaft assembly.

[0014] In some embodiments, the half-shaft assembly includes a first half-shaft and a second half-shaft, both the first reduction mechanism and the second reduction mechanism are surrounding the first half-shaft, and the axial length of the first half-shaft is greater than the axial length of the second half-shaft.

[0015] In some embodiments, with the ring gear fixed, the sun gear input, and the planetary carrier output, the reduction ratio of the first planetary gear assembly is not equal to the reduction ratio of the second planetary gear assembly.

[0016] A second aspect of this disclosure provides an electric vehicle including the electric drive axle device of the above embodiments.

[0017] The electric drive axle device of this disclosure embodiment, by setting the hollow shaft drive motor, the first reduction mechanism, the second reduction mechanism, and the differential all coaxially with the half-shaft assembly, ensures that the theoretical center of gravity of the electric drive axle device, except for the housing, is coaxial with the half-shaft assembly. Without a cantilever structure, it can reduce or avoid center of gravity offset, effectively improving stress and vibration conditions, effectively reducing the impact of road-transmitted impact loads on the electric drive axle device, minimizing fatigue failure, and facilitating overall lightweight design. By controlling and adjusting the two planetary gear assemblies with two transmission ratio adjustment components, the number of parts can be effectively reduced, resulting in a compact internal structure, high space utilization, and high power density within the electric drive axle device housing. This reduces the space occupied by the electric drive axle device in the chassis, facilitating vehicle layout and ensuring overall structural strength. It is suitable for various electric vehicles, including medium and heavy-duty trucks. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. The drawings have changed some of the mutual spacing or dimensions to facilitate showing the position of each component, and the drawings do not limit the actual size or proportional relationship of each component.

[0019] Figure 1 This is a schematic diagram of the structure of some embodiments of the electric drive axle device disclosed herein when the electric vehicle is in neutral.

[0020] Figure 2 This is a schematic diagram of the structure of some embodiments of the electric drive axle device disclosed herein when the electric vehicle is in the first gear position.

[0021] Figure 3 This is a schematic diagram of the structure of some embodiments of the electric drive axle device disclosed herein when the electric vehicle is in the second gear position.

[0022] Figure 4 This is a schematic diagram of the structure of some embodiments of the electric drive axle device disclosed herein when the electric vehicle is in the third gear position.

[0023] Explanation of reference numerals in the attached drawings: 1. Housing; 2. Half-shaft assembly; 3. Hollow shaft drive motor; 4. First reduction mechanism; 5. Second reduction mechanism; 6. Differential; 21. First half-shaft; 22. Second half-shaft; 41. First planetary gear assembly; 411. First sun gear; 412. First planetary gear; 413. First planetary carrier; 414. First ring gear; 42. First gear ratio adjustment assembly; 421. First sliding sleeve; 422. First gear hub; 423. First engagement gear; 424. Second engagement gear; 51. Second planetary gear assembly; 511. Second sun gear; 512. Second planetary gear; 513. Second planetary carrier; 514. Second ring gear; 52. Second gear ratio adjustment assembly; 521. Second sliding sleeve; 522. Third engagement gear; 523. Fourth engagement gear; 61. Differential housing; 62. Bevel gear set. Detailed Implementation

[0024] The embodiments of this disclosure will be further described in detail below with reference to the accompanying drawings and examples. The following detailed description of the embodiments and the accompanying drawings are used to illustrate the principles of this disclosure by way of example, but should not be used to limit the scope of this disclosure, that is, this disclosure is not limited to the described embodiments.

[0025] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that the present disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless specifically stated otherwise, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as exemplary only and not as limiting.

[0026] The terms "first," "second," and similar words used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "above," "below," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, this relative positional relationship may also change accordingly.

[0027] In this disclosure, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0028] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0029] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0030] Based on the embodiments disclosed above, in the absence of explicit denial or conflict, the technical features of one embodiment may be advantageously combined with one or more other embodiments.

[0031] First, such as Figures 1 to 4 As shown, this disclosure proposes an electric drive bridge device, comprising: Housing 1 and half-shaft assembly 2; The hollow shaft drive motor 3 is configured to drive the half-shaft assembly 2 to rotate; The first reduction mechanism 4 includes a first planetary gear assembly 41 and a first transmission ratio adjustment assembly 42. The first planetary gear assembly 41 includes a first sun gear 411, a first planetary gear 412, a first planet carrier 413 and a first ring gear 414. The first sun gear 411 is connected to the hollow output shaft of the hollow shaft drive motor 3. The first transmission ratio adjustment assembly 42 is configured to adjust the transmission ratio of the first reduction mechanism 4 by adjusting the first planetary gear assembly 41. The second reduction mechanism 5 includes a second planetary gear assembly 51 and a second transmission ratio adjustment assembly 52. ​​The second planetary gear assembly 51 includes a second sun gear 511, a second planetary gear 512, a second planetary carrier 513, and a second ring gear 514. The second transmission ratio adjustment assembly 52 is configured to adjust the transmission ratio of the second reduction mechanism 5 by adjusting the second planetary gear assembly 51. The second reduction mechanism 5 is drive-connected between the first reduction mechanism 4 and the half-shaft assembly 2. Differential 6 is connected between the second reduction mechanism 5 and the half-shaft assembly 2. Among them, the hollow shaft drive motor 3, the first reduction mechanism 4, the second reduction mechanism 5 and the differential 6 are all arranged around the half shaft assembly 2 and are coaxial with the half shaft assembly 2.

[0032] Specifically, both the motor and output shaft of the hollow shaft drive motor 3 have a hollow structure, and the half-shaft assembly 2 is located inside the hollow structure, which can reduce or avoid the center of gravity offset problem caused by the drive motor. Optionally, the output end of the first reduction mechanism 4 is connected to the second planetary gear assembly 51 of the second reduction mechanism 5, for example, the output end of the first reduction mechanism 4 is connected to the second sun gear 511.

[0033] The first planetary gear assembly 41 includes a first sun gear 411, a plurality of first planetary gears 412, a first planet carrier 413, and a first ring gear 414. The plurality of first planetary gears 412 are all mounted on the first planet carrier 413, and each first planetary gear 412 is capable of rotation and revolution around the first sun gear 411. The second planetary gear assembly 51 includes a second sun gear 511, a plurality of second planetary gears 512, a second planet carrier 513, and a second ring gear 514. The plurality of second planetary gears 512 are all mounted on the second planet carrier 513, and each second planetary gear 512 is capable of rotation and revolution around the second sun gear 511.

[0034] With the ring gear fixed, the sun gear as input, and the planetary carrier as output, both the first planetary gear assembly 41 and the second planetary gear assembly 51 can generate a speed reduction effect. The first transmission ratio adjustment component 42 can adjust the transmission ratio of the first speed reduction mechanism 4 by adjusting whether the first planetary gear assembly 41 is engaged in a speed reduction effect, and the second transmission ratio adjustment component 52 can adjust the transmission ratio of the second speed reduction mechanism 5 by adjusting whether the second planetary gear assembly 51 is engaged in a speed reduction effect. Optionally, the transmission ratio adjustment component can adjust the transmission ratio of the speed reduction mechanism by selecting the planetary carrier speed reduction output or the sun gear constant speed output, or by selecting the ring gear fixed to the housing 1 or the planetary carrier, etc.

[0035] Optionally, along the extending direction of the half-shaft assembly 2, the first transmission ratio adjusting component 42 is located on the side of the first planetary gear assembly 41 away from the hollow shaft drive motor 3; the second transmission ratio adjusting component 52 is located radially outside the second planetary gear assembly 51. Optionally, along the extending direction of the half-shaft assembly 2, the second transmission ratio adjusting component 52 may also be located on the side of the second planetary gear assembly 51 away from the hollow shaft drive motor 3, and the first transmission ratio adjusting component 42 may also be located radially outside the first planetary gear assembly 41.

[0036] The reduction mechanism of the electric drive axle needs to reduce the input of the drive motor. That is, the function of the reduction mechanism is to provide a reduction ratio. The first transmission ratio adjustment component 42 and the second transmission ratio adjustment component 52 are combined so that the first reduction mechanism 4 and the second reduction mechanism 5 can provide at least two different reduction ratios by combining only two sets of planetary gear components. When the reduction ratios of the first planetary gear component 41 and the second planetary gear component 51 are different, at least three different reduction ratios can be provided. Adjusting the transmission ratio by adjusting the planetary gear components can reduce the space occupied by the transmission structure, improve the space utilization, make the internal structure of the housing 1 compact, reduce the chassis space occupied by the electric drive axle, and facilitate the chassis layout of the whole vehicle.

[0037] This embodiment adjusts the transmission ratio of the reduction mechanism through a transmission ratio adjustment component, allowing the electric vehicle to select a large speed ratio to increase torque when starting and climbing, and switch to a small speed ratio to improve motor output efficiency when driving at high speed, thereby balancing power and economy; the two-stage reduction mechanism, together with the differential, can smoothly transmit power and adapt to the speed difference between the left and right wheels, improving the driving stability of the electric vehicle.

[0038] In this embodiment, the electric drive axle device is configured such that the hollow shaft drive motor 3, the first reduction mechanism 4, the second reduction mechanism 5, and the differential 6 are all coaxially arranged with the half-shaft assembly 2. The theoretical center of gravity of the electric drive axle device, except for the housing 1, is coaxial with the half-shaft assembly 2. Without a cantilever structure, it can reduce or avoid the occurrence of center of gravity offset, effectively improve the stress and vibration conditions, effectively reduce the impact of road impact loads on the electric drive axle device, minimize the phenomenon of fatigue failure of the electric drive axle, and is conducive to the overall lightweight design. By controlling and adjusting the two planetary gear assemblies with two transmission ratio adjustment components, the number of parts can be effectively reduced, making the internal structure of the electric drive axle device housing 1 compact, with high space utilization and high power density. It can reduce the space occupied by the electric drive axle device in the chassis, which is beneficial to the overall vehicle layout and can ensure the overall structural strength. It is suitable for various electric vehicles such as medium and heavy-duty trucks.

[0039] In some embodiments, such as Figures 1 to 4 As shown, along the extending direction of the half-shaft assembly 2, the first reduction mechanism 4 is located on the first side of the hollow shaft drive motor 3, and the second reduction mechanism 5 is located on the second side of the hollow shaft drive motor 3.

[0040] This embodiment, by setting the first reduction mechanism 4 and the second reduction mechanism 5 on the axial sides of the hollow shaft drive motor 3 respectively, can bring the center of gravity of the entire bridge closer to the hollow shaft drive motor 3, or closer to the center point of the half shaft assembly 2, thereby improving the stress state of the half shaft assembly 2; the double-sided setting of the reduction mechanism can shorten the axial length of the transmission chain, thereby improving the transmission efficiency.

[0041] In some embodiments, such as Figures 1 to 4 As shown, the half-shaft assembly 2 includes a first half-shaft 21 and a second half-shaft 22. The first reduction mechanism 4 and the second reduction mechanism 5 are both surrounding the first half-shaft 21. The axial length of the first half-shaft 21 is greater than the axial length of the second half-shaft 22. The first half-shaft 21 can be the left half-shaft, and the second half-shaft 22 can be the right half-shaft.

[0042] In this embodiment, both the first reduction mechanism 4 and the second reduction mechanism 5 are radially outside the first half-shaft 21, which can reduce the axial length of the transmission chain and shorten the torque transmission path; the axial length of the first half-shaft 21 is greater than the axial length of the second half-shaft 22, which can optimize the weight distribution of the electric drive bridge device.

[0043] In some embodiments, such as Figures 1 to 4 As shown, the first gear ring 414 is fixedly connected to the housing 1. The first transmission ratio adjustment assembly 42 includes a first sliding sleeve 421 and a first gear hub 422 connected by a spline. The first sliding sleeve 421 can be selectively connected to the first sun gear 411 or the first planetary carrier 413. The first gear hub 422 is connected to the second planetary gear assembly 51.

[0044] In addition to being connected to the first sun gear 411 or the first planetary carrier 413, the first sliding sleeve 421 can also be in a position where it is not connected to either the first sun gear 411 or the first planetary carrier 413. In this embodiment, the first gear hub 422 serves as the output end of the first reduction mechanism 4, and the first gear hub 422 can be connected to the second sun gear 511 of the second planetary gear assembly 51.

[0045] When the first sliding sleeve 421 is connected to the first planetary carrier 413, the first planetary carrier 413 reduces speed and increases torque on the input of the first sun gear 411 because the first gear ring 414 is fixed, and the first gear hub 422 reduces speed and outputs torque, thus the first reduction mechanism 4 reduces speed and increases torque. When the first sliding sleeve 421 is connected to the first sun gear 411, the output of the first planetary carrier 413 is disconnected, the first gear hub 422 outputs at a constant speed, and the first reduction mechanism 4 has no speed reduction and torque increase effect.

[0046] The first gear ratio adjustment component 42 in this embodiment has a compact structure. The first sliding sleeve 421 can be selectively engaged with the first sun gear 411 or the first planetary carrier 413 to change the power transmission path, enabling the first gear hub 422 to transmit different power to the second planetary gear assembly 51, thereby realizing smooth gear shifting of the electric vehicle.

[0047] In some embodiments, such as Figures 1 to 4As shown, the first transmission ratio adjustment component 42 further includes a first engagement tooth 423 and a second engagement tooth 424. The first engagement tooth 423 is connected to the first sun gear 411, and the second engagement tooth 424 is connected to the first planetary carrier 413. The first sliding sleeve 421 is slidably located in the first engagement position, the second engagement position, or the first neutral position. The first sliding sleeve 421 is drivenly connected to the first engagement tooth 423 in the first engagement position, and is drivenly connected to the second engagement tooth 424 in the second engagement position. In the first neutral position, the first sliding sleeve 421 is disengaged from both the first engagement tooth 423 and the second engagement tooth 424.

[0048] When the first sliding sleeve 421 is in the first neutral position, the first sliding sleeve 421 is located between the first engaging tooth 423 and the second engaging tooth 424.

[0049] The first transmission ratio adjustment component 42 in this embodiment has a compact structure. The first sliding sleeve 421 can be selectively engaged with the first engagement tooth 423 or the second engagement tooth 424 to change the power transmission path. It can select deceleration or direct transmission according to the working conditions. The first sliding sleeve 421 can be in the first neutral position to interrupt power transmission, which is convenient for the motor to disengage or the vehicle to coast. The transmission connection method of the sliding sleeve and engagement tooth is simple and compact in structure, has small axial size, smooth and reliable shifting, and can reduce manufacturing costs.

[0050] In some alternative embodiments, the first gear ratio adjusting assembly 42 includes a third sliding sleeve that is splinedly connected to the first gear ring 414. The third sliding sleeve is optionally driveably connected to the housing 1 or the first planetary carrier 413, which is driveably connected to the second planetary gear assembly 51. This embodiment is not shown in the accompanying drawings.

[0051] In addition to being connected to the housing 1 or the first planetary carrier 413, the third sliding sleeve can also be positioned where it is not connected to either the first sun gear 411 or the first planetary carrier 413. In this embodiment, the first planetary carrier 413 serves as the output end of the first reduction mechanism 4, and the first planetary carrier 413 can be connected to the second sun gear 511 of the second planetary gear assembly 51.

[0052] When the third sliding sleeve is connected to the housing 1, because the first gear ring 414 is fixed, the first planetary carrier 413 reduces the speed and increases the torque of the input to the first sun gear 411. The first planetary carrier 413 reduces the speed and outputs, and thus the first reduction mechanism 4 reduces the speed and increases the torque. When the third sliding sleeve is connected to the first planetary carrier 413, the first gear ring 414 and the first planetary carrier 413 rotate synchronously, the first planetary carrier 413 outputs at a constant speed, and the first reduction mechanism 4 has no speed reduction and torque increase effect.

[0053] The third sliding sleeve in this embodiment can be selectively engaged with the housing 1 or the first planetary carrier 413 to change the power transmission path, enabling the first planetary carrier 413 to transmit different powers to the second planetary gear assembly 51, thereby achieving smooth gear shifting in the electric vehicle.

[0054] In some embodiments, such as Figures 1 to 4 As shown, the second sun gear 511 is connected to the output end of the first reduction mechanism 4. The second transmission ratio adjustment component 52 includes a second sliding sleeve 521, which is splinedly connected to the second gear ring 514. The second sliding sleeve 521 can be selectively connected to the housing 1 or the second planetary carrier 513, and the second planetary carrier 513 is connected to the differential 6.

[0055] In addition to being drivenly connected to the housing 1 or the second planetary carrier 513, the second sliding sleeve 521 can also be in a position where it is not connected to either the housing 1 or the second planetary carrier 513. In this embodiment, the second planetary carrier 513 serves as the output end of the second reduction mechanism 5. The second planetary carrier 513 can be drivenly connected to the differential housing 61 of the differential 6, for example, the second planetary carrier 513 is fixedly connected to the differential housing 61.

[0056] When the second sliding sleeve 521 is connected to the housing 1, since the second sliding sleeve 521 is splinedly connected to the second gear ring 514, the second gear ring 514 is fixed. The second planetary carrier 513 reduces the input torque of the second sun gear 511, and the second planetary carrier 513 reduces the output torque. Thus, the second reduction mechanism 5 reduces the output torque. When the second sliding sleeve 521 is connected to the second planetary carrier 513, the second gear ring 514 and the second planetary carrier 513 rotate synchronously, and the second planetary carrier 513 outputs at a constant speed. The second reduction mechanism 5 does not reduce the output torque.

[0057] The second gear ratio adjustment component 52 in this embodiment has a compact structure. The second sliding sleeve 521 can be selectively matched with the housing 1 or the second planetary carrier 513 to change the power transmission path, enabling the second planetary carrier 513 to transmit different power to the differential 6, thereby realizing smooth gear shifting of the electric vehicle.

[0058] In some embodiments, such as Figures 1 to 4 As shown, the second transmission ratio adjustment assembly 52 also includes a third engagement tooth 522 and a fourth engagement tooth 523. The third engagement tooth 522 is fixedly connected to the housing 1, and the fourth engagement tooth 523 is fixedly connected to the second planetary carrier 513. The second sliding sleeve 521 is slidably located in the third engagement position, the fourth engagement position, or the second neutral position. The second sliding sleeve 521 is drivenly connected to the third engagement tooth 522 in the third engagement position, and is drivenly connected to the fourth engagement tooth 523 in the fourth engagement position. In the second neutral position, the second sliding sleeve 521 is disengaged from both the third engagement tooth 522 and the fourth engagement tooth 523.

[0059] When the second sliding sleeve 521 is in the second neutral position, the second sliding sleeve 521 is located between the third engaging tooth 522 and the fourth engaging tooth 523.

[0060] The second transmission ratio adjustment component 52 in this embodiment has a compact structure. The second sliding sleeve 521 can selectively engage with the third engaging tooth 522 and the fourth engaging tooth 523 to change the power transmission path, and can select deceleration or direct transmission according to the working conditions. The second sliding sleeve 521 can be in the second neutral position to interrupt power transmission, which is convenient for the motor to disengage or the vehicle to coast. The transmission connection method of using the sliding sleeve and engaging tooth is simple and compact in structure, has small axial size, smooth and reliable shifting, and can reduce manufacturing costs.

[0061] In some embodiments, such as Figures 1 to 4 As shown, the second gear ring 514 is fixedly connected to the housing 1, and the second transmission ratio adjustment assembly 52 includes a fourth sliding sleeve and a second gear hub connected by a spline. The fourth sliding sleeve can be selectively connected to the second sun gear 511 or the second planetary carrier 513, and the second gear hub is connected to the differential 6.

[0062] In addition to being connected to the second sun gear 511 or the second planetary carrier 513, the fourth sliding sleeve can also be positioned where it is not connected to either the second sun gear 511 or the second planetary carrier 513. In this embodiment, the second gear hub serves as the output end of the second reduction mechanism 5, and the second gear hub can be connected to the differential housing 61 of the differential 6.

[0063] When the fourth sliding sleeve is connected to the second planetary carrier 513, the second planetary carrier 513 reduces speed and increases torque on the input of the second sun gear 511 because the second gear ring 514 is fixed, and the second gear hub reduces speed and outputs torque, thus the second reduction mechanism 5 reduces speed and increases torque. When the fourth sliding sleeve is connected to the second sun gear 511, the output of the second planetary carrier 513 is disconnected, the second gear hub outputs at a constant speed, and the second reduction mechanism 5 has no speed reduction or torque increase effect.

[0064] The fourth sliding sleeve of this embodiment can selectively cooperate with the second sun gear 511 or the second planetary carrier 513 to change the power transmission path, enabling the second gear hub to transmit different power to the differential 6, thereby achieving smooth gear shifting of the electric vehicle.

[0065] In some embodiments, such as Figures 1 to 4 As shown, the differential 6 includes a differential housing 61 and a bevel gear set 62. The differential housing 61 is connected to the output end of the second reduction mechanism 5, and the bevel gear set 62 is driven between the differential housing 61 and the half-shaft assembly 2.

[0066] This embodiment achieves differentiated speed distribution between the two wheels through the cooperation of the differential housing 61 and the bevel gear set 62, which allows the left and right wheels of the electric vehicle to rotate at different speeds when turning or driving on uneven roads, thereby reducing tire wear and improving driving stability. The differential housing 61 serves as the power input end, and the bevel gear set 62 serves as the internal transmission element. It has a strong load-bearing capacity and is suitable for heavy-duty working conditions of medium and heavy-duty commercial trucks.

[0067] In some embodiments, with the ring gear fixed, the sun gear input, and the planetary carrier output, the reduction ratio of the first planetary gear assembly 41 is not equal to the reduction ratio of the second planetary gear assembly 51.

[0068] The reduction ratio of the first planetary gear assembly 41 is less than the reduction ratio of the second planetary gear assembly 51, or the reduction ratio of the first planetary gear assembly 41 is greater than the reduction ratio of the second planetary gear assembly 51.

[0069] In this embodiment, the reduction ratio of the first planetary gear assembly is not equal to the reduction ratio of the second planetary gear assembly, which makes the total reduction ratio different under two working conditions: the first reduction mechanism 4 reduces speed and the second reduction mechanism 5 outputs at a constant speed, and the first reduction mechanism 4 outputs at a constant speed and the second reduction mechanism 5 reduces speed. This allows the combination of the first reduction mechanism 4 and the second reduction mechanism 5 to provide at least three different reduction ratios, thereby enabling multi-gear driving of the electric vehicle.

[0070] In some specific embodiments, such as Figures 1 to 4As shown, the electric drive bridge device includes: a housing 1 and a half-shaft assembly 2; a hollow shaft drive motor 3 configured to drive the half-shaft assembly 2 to rotate; a first reduction mechanism 4 including a first planetary gear assembly 41 and a first transmission ratio adjustment component 42, the first planetary gear assembly 41 including a first sun gear 411, a first planetary gear 412, a first planet carrier 413 and a first ring gear 414, the first sun gear 411 being connected to the hollow output shaft of the hollow shaft drive motor 3, and the first transmission ratio adjustment component 42 being configured to adjust the transmission ratio of the first reduction mechanism 4 by adjusting the first planetary gear assembly 41; and a second reduction mechanism 5 including a second planetary gear assembly. The second planetary gear assembly 51 includes a second sun gear 511, a second planetary gear 512, a second planetary carrier 513, and a second ring gear 514. The second transmission ratio adjustment assembly 52 is configured to adjust the transmission ratio of the second reduction mechanism 5 by adjusting the second planetary gear assembly 51. The second reduction mechanism 5 is drive-connected between the first reduction mechanism 4 and the half-shaft assembly 2. A differential 6 is also drive-connected between the second reduction mechanism 5 and the half-shaft assembly 2. The hollow shaft drive motor 3, the first reduction mechanism 4, the second reduction mechanism 5, and the differential 6 all surround the half-shaft assembly 2 and are coaxially arranged with it. With the ring gear fixed, the sun gear as input, and the planetary carrier as output, the reduction ratio of the first planetary gear assembly 41 is less than the reduction ratio of the second planetary gear assembly 51.

[0071] The first gear ring 414 is fixedly connected to the housing 1. The first transmission ratio adjustment component 42 includes a first sliding sleeve 421 and a first gear hub 422 connected by a spline. The first transmission ratio adjustment component 42 also includes a first engagement tooth 423 and a second engagement tooth 424. The first sliding sleeve 421 is selectively connected to the first sun gear 411 or the first planetary carrier 413. The first gear hub 422 is connected to the second sun gear 511 of the second planetary gear assembly 51. The first engagement tooth 423 is connected to the first sun gear 411, and the second engagement tooth 424 is connected to the first planetary carrier 413. The first sliding sleeve 421 is slidably located in the first engagement position, the second engagement position, or the first neutral position. The first sliding sleeve 421 is connected to the first engagement tooth 423 in the first engagement position. The first sliding sleeve 421 is connected to the second engagement tooth 424 in the second engagement position. The first sliding sleeve 421 is disengaged from both the first engagement tooth 423 and the second engagement tooth 424 in the first neutral position.

[0072] The second sun gear 511 is connected to the output end of the first reduction mechanism 4. The second transmission ratio adjustment component 52 includes a second sliding sleeve 521, a third engagement tooth 522, and a fourth engagement tooth 523. The second sliding sleeve 521 is splinedly connected to the second gear ring 514. The second sliding sleeve 521 can be selectively driven to the housing 1 or the second planetary carrier 513. The second planetary carrier 513 is driven to the differential housing 61 of the differential 6. The third engagement tooth 522 is fixedly connected to the housing 1, and the fourth engagement tooth 523 is fixedly connected to the second planetary carrier 513. The second sliding sleeve 521 is slidably located in the third engagement position, the fourth engagement position, or the second neutral position. In the third engagement position, the second sliding sleeve 521 is driven to the third engagement tooth 522. In the fourth engagement position, the second sliding sleeve 521 is driven to the fourth engagement tooth 523. In the second neutral position, the second sliding sleeve 521 is disengaged from both the third engagement tooth 522 and the fourth engagement tooth 523.

[0073] like Figure 1 As shown, when the electric vehicle is in neutral, the first sliding sleeve 421 is in the first neutral position, and the second sliding sleeve 521 is in the second neutral position. Neither the first reduction mechanism 4 nor the second reduction mechanism 5 can output power, and the hollow shaft drive motor 3 is disengaged from the half-shaft assembly 2 in the transmission path. The first sliding sleeve 421 being in the first neutral position and the second sliding sleeve 521 being in the second neutral position provides a safety redundancy. Optionally, either the first sliding sleeve 421 being in the first neutral position or only the second sliding sleeve 521 being in the second neutral position can also effectively disengage the hollow shaft drive motor 3 from the half-shaft assembly 2 in the transmission path.

[0074] like Figure 2 As shown, when the electric vehicle is in the first gear position, the first sliding sleeve 421 in the first gear ratio adjustment assembly 42, which is splinedly connected to the first gear hub 422, slides to the second engagement position and is driven by the second engagement tooth 424 connected to the first planetary carrier 413 in the first planetary gear assembly 41. The second sliding sleeve 521 in the second gear ratio adjustment assembly 52, which is splinedly connected to the second gear ring 514, slides to the third engagement position and is driven by the third engagement tooth 522 fixed to the housing 1, so that the second gear ring 514 is fixedly connected to the housing 1 of the electric drive axle device.

[0075] The specific power flow process is as follows: the output power of the hollow shaft drive motor 3 is input from the first sun gear 411 of the first planetary gear assembly 41, output through the first planet carrier 413 of the first planetary gear assembly 41, and through the second engagement teeth 424 connected to the first planet carrier 413, through the first sliding sleeve 421 and the first gear hub 422 to the second sun gear 511, and through the second planet carrier 513 of the second planetary gear assembly 51 to the first half shaft 21 and the second half shaft 22 respectively via the differential 6. In this gear position, the first gear ring 414 of the first planetary gear assembly 41 and the second gear ring 514 of the second planetary gear assembly 51 are both connected to the housing 1 of the electric drive bridge device. Therefore, the first reduction mechanism 4 (first planetary gear assembly 41) and the second reduction mechanism 5 (second planetary gear assembly 51) both play the function of reducing speed and increasing torque.

[0076] like Figure 3 As shown, when the electric vehicle is in the second gear position, the first sliding sleeve 421 in the first gear ratio adjustment assembly 42, which is splinedly connected to the first gear hub 422, slides to the first engagement position and is driven by the first engagement tooth 423 on the first sun gear 411 in the first planetary gear assembly 41. The second sliding sleeve 521 in the second gear ratio adjustment assembly 52, which is splinedly connected to the second gear ring 514, slides to the third engagement position and is driven by the third engagement tooth 522 fixed to the housing 1, so that the second gear ring 514 is fixedly connected to the housing 1 of the electric drive axle device.

[0077] The specific power flow process is as follows: the output power of the hollow shaft drive motor 3 is input from the first sun gear 411 of the first planetary gear assembly 41. In this gear position, the first sliding sleeve 421 is connected to the first engagement tooth 423. Therefore, the power flow does not pass through the first planetary gear assembly 41 for deceleration. Instead, it passes through the first engagement tooth 423 connected to the first sun gear 411, through the first sliding sleeve 421, through the first gear hub 422, and is input to the second sun gear 511. After being decelerated by the second planetary gear assembly 51, it passes through the second planetary carrier 513 and through the differential 6 to be output to the first half-shaft 21 and the second half-shaft 22 respectively. In this gear position, the first deceleration mechanism 4 (first planetary gear assembly 41) has no deceleration and torque amplification function, while the second deceleration mechanism 5 (second planetary gear assembly 51) plays the role of deceleration and torque amplification.

[0078] like Figure 4As shown, when the electric vehicle is in the third gear position, the first sliding sleeve 421 in the first gear ratio adjustment assembly 42, which is splinedly connected to the first gear hub 422, is slidably connected to the second engagement tooth 424 on the first planetary carrier 413 in the first planetary gear assembly 41; the second sliding sleeve 521 in the second gear ratio adjustment assembly 52, which is splinedly connected to the second gear ring 514, is slidably connected to the fourth engagement tooth 523. The second sliding sleeve 521 is throttlely connected to the fourth engagement tooth 523 fixed to the second planetary carrier 513, so that the second gear ring 514 is fixed to the second planetary carrier 513.

[0079] The specific power flow process is as follows: the output power of the hollow shaft drive motor 3 is input from the first sun gear 411 of the first planetary gear assembly 41, output through the first planetary carrier 413 of the first planetary gear assembly 41, and input to the second sun gear 511 of the second planetary gear assembly 51 through the second engagement teeth 424 connected to the first planetary carrier 413, through the first sliding sleeve 421 and the first gear hub 422. In this state, the second gear ring 514 is fixed to the second planetary carrier 513. Therefore, the power of the second sun gear 511 of the second planetary gear assembly 51 is directly transmitted from the second planetary carrier 513 to the first half-shaft 21 and the second half-shaft 22 through the differential 6 without the reduction of the second planetary gear assembly 51. In this gear position, the first planetary gear assembly 41 plays the role of reducing speed and increasing torque, while the second planetary gear assembly 51 does not have the function of reducing speed and increasing torque.

[0080] Because the reduction ratio of the first planetary gear assembly 41 is less than that of the second planetary gear assembly 51 when the ring gear is fixed, the input of the sun gear, and the output of the planetary carrier, the vehicle speed in the first gear is less than that in the second gear, which is less than that in the third gear. The vehicle controller can switch between the three reduction gears by controlling the different engagement positions of the sliding sleeves in the first and second gear ratio adjustment assemblies 42 and 52 in real time, based on road conditions and driver requirements, thus ensuring that the hollow shaft drive motor 3 operates within a highly efficient operating range.

[0081] In this embodiment, the electric drive axle device is a single-motor, three-speed, coaxial electric drive axle structure. The hollow shaft drive motor 3, the first reduction mechanism 4, the second reduction mechanism 5, and the differential 6 all have the axle output half-shaft as the rotation center. Theoretically, the center of gravity is coaxial with the axle output half-shaft. There is no cantilever structure, so there will be no center of gravity offset. This can effectively improve the stress and vibration conditions, effectively reduce the impact of the impact load transmitted from the road surface on the electric drive axle, minimize the phenomenon of fatigue failure of the electric drive axle, and is also conducive to the overall lightweight design.

[0082] In this embodiment, the first planetary gear assembly 41 is switched to the first planetary carrier 413 to output power through the first transmission ratio adjustment component 42, and the second planetary gear assembly 51 is switched to the fixed second gear ring 514 through the second transmission ratio adjustment component 52. This allows a large reduction ratio to be achieved by only having two planetary gear sets working simultaneously. Furthermore, by controlling the two transmission ratio adjustment components separately, two high-speed operating conditions can be obtained by only having one planetary gear set. This effectively reduces the number of parts, resulting in a compact structure, high space utilization, high power density, and effective control over the overall space occupation.

[0083] Secondly, this disclosure also provides an electric vehicle, including the electric drive axle device of the above embodiments. The electric vehicle includes medium and heavy-duty pure electric commercial vehicles.

[0084] In this embodiment of the electric vehicle, the theoretical center of gravity of the electric drive axle device, excluding the housing 1, is coaxial with the half-shaft assembly 2. Without a cantilever structure, it can reduce or avoid center of gravity offset, resulting in better stress and vibration conditions. The impact load transmitted from the road surface on the electric drive axle device is small, the probability of fatigue failure of the electric drive axle is low, and the electric drive axle device as a whole can achieve a lightweight design. The internal structure of the electric drive axle device housing 1 is compact, with high space utilization and high power density. The electric drive axle device occupies little chassis space, resulting in excellent vehicle layout and high overall structural strength.

[0085] The electric drive axle device and electric vehicle provided in this disclosure have been described in detail above. Specific embodiments have been used to illustrate the principles and implementation methods of this disclosure. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this disclosure. It should be noted that those skilled in the art can make several improvements and modifications to this disclosure without departing from the principles of this disclosure, and these improvements and modifications also fall within the protection scope of the claims of this disclosure.

Claims

1. An electric drive bridge device, characterized in that, include: Housing (1) and half-shaft assembly (2); A hollow shaft drive motor (3) is configured to drive the half-shaft assembly (2) to rotate; The first reduction mechanism (4) includes a first planetary gear assembly (41) and a first transmission ratio adjustment assembly (42). The first planetary gear assembly (41) includes a first sun gear (411), a first planetary gear (412), a first planet carrier (413), and a first ring gear (414). The first sun gear (411) is connected to the hollow output shaft of the hollow shaft drive motor (3). The first transmission ratio adjustment assembly (42) is configured to adjust the transmission ratio of the first reduction mechanism (4) by adjusting the first planetary gear assembly (41). The second reduction mechanism (5) includes a second planetary gear assembly (51) and a second transmission ratio adjustment assembly (52). The second planetary gear assembly (51) includes a second sun gear (511), a second planetary gear (512), a second planetary carrier (513), and a second ring gear (514). The second transmission ratio adjustment assembly (52) is configured to adjust the transmission ratio of the second reduction mechanism (5) by adjusting the second planetary gear assembly (51). The second reduction mechanism (5) is drive-connected between the first reduction mechanism (4) and the half-shaft assembly (2). and The differential (6) is connected between the second reduction mechanism (5) and the half-shaft assembly (2); The hollow shaft drive motor (3), the first reduction mechanism (4), the second reduction mechanism (5) and the differential (6) are all arranged around the half shaft assembly (2) and coaxially with the half shaft assembly (2).

2. The electric drive bridge device according to claim 1, characterized in that, The first gear ring (414) is fixedly connected to the housing (1). The first transmission ratio adjustment assembly (42) includes a first sliding sleeve (421) and a first gear hub (422) connected by a spline. The first sliding sleeve (421) can be selectively connected to the first sun gear (411) or the first planetary carrier (413). The first gear hub (422) is connected to the second planetary gear assembly (51).

3. The electric drive bridge device according to claim 2, characterized in that, The first transmission ratio adjustment component (42) further includes a first engagement tooth (423) and a second engagement tooth (424). The first engagement tooth (423) is connected to the first sun gear (411), and the second engagement tooth (424) is connected to the first planetary carrier (413). The first sliding sleeve (421) is slidably located in a first engagement position, a second engagement position, or a first neutral position. The first sliding sleeve (421) is drivenly connected to the first engagement tooth (423) in the first engagement position, and is drivenly connected to the second engagement tooth (424) in the second engagement position. The first sliding sleeve (421) is disengaged from both the first engagement tooth (423) and the second engagement tooth (424) in the first neutral position.

4. The electric drive bridge device according to claim 1, characterized in that, The first transmission ratio adjustment assembly (42) includes a third sliding sleeve, which is splinedly connected to the first gear ring (414). The third sliding sleeve is selectively connected to the housing (1) or the first planetary carrier (413), which is connected to the second planetary gear assembly (51).

5. The electric drive bridge device according to claim 1, characterized in that, The second sun gear (511) is connected to the output end of the first reduction mechanism (4). The second transmission ratio adjustment component (52) includes a second sliding sleeve (521). The second sliding sleeve (521) is splinedly connected to the second gear ring (514). The second sliding sleeve (521) can be selectively connected to the housing (1) or the second planetary carrier (513). The second planetary carrier (513) is drive-connected to the differential (6).

6. The electric drive bridge device according to claim 5, characterized in that, The second transmission ratio adjustment component (52) further includes a third engagement tooth (522) and a fourth engagement tooth (523). The third engagement tooth (522) is fixedly connected to the housing (1), and the fourth engagement tooth (523) is fixedly connected to the second planetary carrier (513). The second sliding sleeve (521) is slidably located in the third engagement position, the fourth engagement position, or the second neutral position. The second sliding sleeve (521) is drivenly connected to the third engagement tooth (522) in the third engagement position, and to the fourth engagement tooth (523) in the fourth engagement position. The second sliding sleeve (521) is disengaged from both the third engagement tooth (522) and the fourth engagement tooth (523) in the second neutral position.

7. The electric drive bridge device according to claim 1, characterized in that, The second gear ring (514) is fixedly connected to the housing (1). The second transmission ratio adjustment assembly (52) includes a fourth sliding sleeve and a second gear hub connected by a spline. The fourth sliding sleeve can be selectively connected to the second sun gear (511) or the second planetary carrier (513). The second gear hub is driven connected to the differential (6).

8. The electric drive bridge device according to any one of claims 1 to 7, characterized in that, Along the extending direction of the half-shaft assembly (2), the first reduction mechanism (4) is located on the first side of the hollow shaft drive motor (3), and the second reduction mechanism (5) is located on the second side of the hollow shaft drive motor (3).

9. The electric drive bridge device according to any one of claims 1 to 7, characterized in that, The differential (6) includes a differential housing (61) and a bevel gear set (62). The differential housing (61) is connected to the output end of the second reduction mechanism (5), and the bevel gear set (62) is driven between the differential housing (61) and the half-shaft assembly (2).

10. The electric drive bridge device according to any one of claims 1 to 7, characterized in that, The half-shaft assembly (2) includes a first half-shaft (21) and a second half-shaft (22). The first deceleration mechanism (4) and the second deceleration mechanism (5) are both surrounding the first half-shaft (21). The axial length of the first half-shaft (21) is greater than the axial length of the second half-shaft (22).

11. The electric drive bridge device according to any one of claims 1 to 7, characterized in that, With the ring gear fixed, the sun gear input, and the planetary carrier output, the reduction ratio of the first planetary gear assembly (41) is not equal to the reduction ratio of the second planetary gear assembly (51).

12. An electric vehicle, characterized in that, Includes the electric drive bridge device according to any one of claims 1 to 11.

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