Gearbox and electric drive axle

Abstract

The utility model provides a gearbox and an electric drive axle, the electric drive axle comprises a shell, a gear set and a differential mechanism, the gear set and the differential mechanism are arranged in the shell, the shell comprises a first outer shell, and the surface of the first outer shell comprises an axle shell connecting face; the surface of the second outer shell comprises two half shaft connecting faces, the two half shaft connecting faces are connected to the first outer shell respectively, the axle shell connecting face surrounds the peripheries of the two half shaft connecting faces, and a notch is formed between the two half shaft connecting faces. The gearbox, the electric drive axle and the second outer shell are arranged in an axle shell of the electric drive axle so that a half shaft can be connected to a half shaft connecting face of the second outer shell, the gearbox can be communicated with the interior of the axle shell by arranging the notch, and therefore gears in the gearbox can pass through the notch to be connected with the axle shell. Lubricating oil in the axle housing can be stirred for lubrication, and cost increase and structural complexity caused by separate lubrication of a gearbox and a half shaft are avoided.

Description

Technical Field

[0001] The utility model relates to the field of electric drive axles, in particular to a gearbox and an electric drive axle. Background Art

[0002] The electric drive axle refers to a whole composed of a motor, a gearbox, etc., which is used to drive the wheels. For example, the transmission mechanism disclosed in announcement number CN202098528U includes a motor, a gearbox and a half-axle. The electric drive axle generates power from the motor and transmits the power to the gearbox connected to it, and the gearbox drives the vehicle through the half-axle connected to it.

[0003] The internal parts of the electric drive axle, such as the gear set and half shaft, will bear a large load and friction during operation. If there is a lack of proper lubrication, it will cause wear and failure of the parts, thus affecting the operating stability and efficiency of the entire system. The gear set is set in the gearbox housing, and the half shaft is set in the axle housing. It can be seen that the half shaft and the gearbox are two independent lubrication systems. This requires more equipment and management, increasing the complexity and maintenance cost of the system. Utility Model Content

[0004] The utility model aims to provide a gearbox and an electric drive axle with low cost and good lubrication effect.

[0005] In order to achieve the above object, the utility model provides a gearbox, including: a housing and a gear set and a differential arranged in the housing, wherein the housing includes:

[0006] A first housing, wherein a surface of the first housing includes a bridge housing connection surface;

[0007] A second housing, the surface of the second housing includes two half-shaft connecting surfaces, the two half-shaft connecting surfaces are respectively connected to the first housing, the bridge housing connecting surface surrounds the two half-shaft connecting surfaces, the differential is arranged between the two half-shaft connecting surfaces, and a gap is arranged between the two half-shaft connecting surfaces.

[0008] Preferably, the surface of the second shell further includes a second side surface, the second side surface is connected between the two semi-axle connecting surfaces, and the second side surface is connected to the notch.

[0009] Preferably, the number of the notches is two, the second side surface is located between the two notches, and the notch is connected between the second side surface and the bridge housing connecting surface.

[0010] Preferably, the surface of the first housing further includes a motor connection surface, and the motor connection surface is perpendicular to the bridge housing connection surface.

[0011] Preferably, the first housing includes a first front housing and a first rear housing, the first front housing and the first rear housing are connected with their inner walls facing each other, and the motor connection surface is arranged on the outer wall of the first front housing.

[0012] Preferably, the bridge housing connecting surface is formed by splicing the outer walls of the first front housing and the first rear housing.

[0013] Preferably, the second housing comprises a second front housing and a second rear housing, the second front housing and the second rear housing are connected in a manner that the inner walls thereof are opposite to each other, and the semi-axle connecting surface is arranged on the outer walls of the second front housing and the second rear housing;

[0014] The second front shell is connected to the first front shell as a whole, and the second rear shell is connected to the first rear shell as a whole.

[0015] Preferably, the gear set comprises:

[0016] An input shaft and an intermediate shaft, wherein the input shaft and the intermediate shaft are both rotatably connected to the inner wall of the first housing, and the intermediate shaft is drivingly connected between the input shaft and the differential.

[0017] Preferably, reinforcing ribs are provided on outer walls of the first front shell, the first rear shell, the second front shell and the second rear shell.

[0018] The utility model also provides an electric drive axle, comprising the above-mentioned gearbox, and the electric drive axle further comprises:

[0019] A bridge housing, the bridge housing is connected to the bridge housing connecting surface of the gearbox, and the second housing of the gearbox is located inside the bridge housing;

[0020] An axial flux motor is connected to a motor connection surface of the gearbox.

[0021] Compared with the prior art, this technical solution has the following advantages:

[0022] The gearbox and electric drive axle, the second shell is arranged inside the bridge housing of the electric drive axle to connect the half-axle at the half-axle connecting surface of the second shell, and the notch is arranged to make the gearbox and the inside of the bridge housing communicate with each other, so that the gears in the gearbox can pass through the notch to stir the lubricating oil in the bridge housing for lubrication, avoiding the increase of cost and structural complexity by lubricating the gearbox and the half-axle separately.

[0023] The present invention is further described below with reference to the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is an overall schematic diagram of the gearbox of the utility model;

[0025] Figure 2 It is a cross-sectional schematic diagram of the gearbox of the utility model;

[0026] Figure 3 It is a schematic diagram of the front housing of the gearbox of the utility model;

[0027] Figure 4 It is a schematic diagram of the rear housing of the gearbox of the utility model;

[0028] Figure 5 It is a schematic diagram of the front oil circuit of the oil circuit structure in the gearbox of the utility model;

[0029] Figure 6 This is a schematic diagram of the rear oil circuit structure of the gearbox of the utility model.

[0030] Figure 7 This is a schematic diagram of the electric drive bridge described in the utility model.

[0031] In the figure: 100, gearbox; 110, housing; 111, first housing; 111a, motor connection surface; 111b, bridge housing connection surface; 1111, first front housing; 1112, first rear housing; 112, second housing; 112a, half-shaft connection surface; 112b, second side surface; 1121, second front housing; 1122, second rear housing; 113, reinforcing rib; 114, front housing; 115, rear housing; 120, gear set; 121, input shaft; 122, intermediate shaft; 130, differential; 131, oil stirring chamber; 2 00, axial flux motor; 300, bridge housing; 1000, bearing cavity; 100a, input front bearing cavity; 100b, middle front bearing cavity; 200a, input rear bearing cavity; 200b, middle rear bearing cavity; 1001, oil storage step; 100d, front oil circuit; 100d1, front first oil circuit; 100d2, front second oil circuit; 100d3, front third oil circuit; 200d, rear oil circuit; 200d1, rear first oil circuit; 200d2, second oil circuit; 200d3, rear third oil circuit; 200d4, rear fourth oil circuit. DETAILED DESCRIPTION

[0032] The following description is used to disclose the utility model so that those skilled in the art can implement the utility model. The preferred embodiments described below are only examples, and those skilled in the art can think of other obvious variations. The basic principles of the utility model defined in the following description can be applied to other embodiments, variations, improvements, equivalents, and other technical solutions that do not deviate from the spirit and scope of the utility model.

[0033] like Figure 1-4As shown, the utility model provides a gearbox 100, including a housing 110 and a gear set 120 and a differential 130 arranged in the housing 110, wherein the housing 110 includes:

[0034] A first housing 111, wherein a surface of the first housing 111 includes a bridge housing connecting surface 111b;

[0035] The second housing 112, the surface of the second housing 112 includes two half-shaft connecting surfaces 112a, the two half-shaft connecting surfaces 112a are respectively connected to the first housing 111, the bridge housing connecting surface 111b surrounds the two half-shaft connecting surfaces 112a, the differential 130 is arranged between the two half-shaft connecting surfaces 112a, and a notch 112c is arranged between the two half-shaft connecting surfaces 112a.

[0036] The second housing 112 is arranged inside the bridge housing 300 of the electric drive bridge to connect the half-axle at the half-axle connecting surface 112a of the second housing 112. The notch 112c is provided to connect the gearbox 100 and the inside of the bridge housing 300. In this way, the gears in the gearbox 100 can pass through the notch 112c to stir the lubricating oil in the bridge housing 300 for lubrication, thereby avoiding the increase in cost and structural complexity due to separate lubrication of the gearbox and the half-axle.

[0037] like Figure 1 As shown, the surface of the second housing 112 further includes a second side surface 112b, the second side surface 112b is connected between the two semi-axle connecting surfaces 112a, and the second side surface 112b is connected to the notch 112c.

[0038] The distance between the two half-shaft connection surfaces 112a defines the thickness of the second housing 112, and the differential 130 is disposed between the two half-shaft connection surfaces 112a. By disposing the connected second side surface 112b and the notch 112c between the two half-shaft connection surfaces 112a, the gears in the second housing 112 can stir the lubricating oil in the axle housing 300, while ensuring the stability of the structure of the second housing 112.

[0039] The number and size of the notches 112c are selected according to design requirements. Figure 1 The number of the notches 112c is two, the second side surface 112b is located between the two notches 112c, and the notch 112c is connected between the second side surface 112b and the bridge housing connecting surface 111b.

[0040] like Figure 1 and Figure 2As shown, the surface of the first shell 111 also includes a motor connection surface 111a, which is perpendicular to the bridge housing connection surface 111b. The motor connection surface 111a is used to install the motor, so that the first shell 111 and the motor are arranged in the thickness direction of the second shell 112, and the motor can be an axial flux motor, which has the advantage of a small thickness, so the overall volume of the gearbox is small.

[0041] like Figure 1 and Figure 3 As shown, the first housing 111 includes a first front housing 1111 and a first rear housing 1112 . The first front housing 1111 and the first rear housing 1112 are connected with their inner walls facing each other. The motor connection surface 111 a is arranged on the outer wall of the first front housing 1111 .

[0042] like Figure 1 and Figure 4 As shown, the second housing 112 includes a second front housing 1121 and a second rear housing 1122 , the second front housing 1121 and the second rear housing 1122 are connected with their inner walls facing each other, and the semi-axial connecting surface 112a is provided on the outer walls of the second front housing 1121 and the second rear housing 1122 .

[0043] The second front shell 1121 is integrally connected to the first front shell 1111, and the second rear shell 1122 is integrally connected to the first rear shell 1112. When assembling the gearbox, the housing 110 can be formed by directly buckling the first shell 111 and the second shell 112, simplifying the assembly steps of the gearbox. At the same time, the integrated structural design ensures the sealing performance and structural strength of the gearbox. In one embodiment, the first shell 111 and the second shell 112 are buckled in a manner that the inner walls are opposite to each other, and the outer peripheries of the first shell 111 and the second shell 112 are locked and fixed by fasteners such as bolts.

[0044] As a preferred embodiment, the bridge housing connection surface 111b is formed by splicing the outer walls of the first front housing 1111 and the first rear housing 1112. The cross-sectional dimension of the bridge housing connection surface 111b is greater than the maximum cross-sectional dimension of the second housing 112, so as to form a step between the first housing 112 and the second housing 112. The bridge housing connection surface 111b is the contact surface of the step for contacting the bridge housing 300, and can be used for locking and fixing the two.

[0045] As a preferred embodiment, the gear set 120 includes:

[0046] An input shaft 121, wherein the input shaft 121 is rotatably connected to inner walls of the first front shell 1111 and the first rear shell 1112;

[0047] The intermediate shaft 122 is rotatably connected to the inner walls of the first front housing 1111 and the first rear housing 1112 , and the intermediate shaft 122 is drivingly connected between the input shaft 121 and the differential 130 .

[0048] like Figure 1-4 As shown, the cross-sectional size of the second housing 112 gradually decreases from the inside to the outside, that is, the second housing 112 is conical, and a plurality of reinforcing ribs 113 are respectively provided on the inner wall and the outer wall of the second housing 112 to improve the structural strength so that the differential 130 assembly and the passive gear can be arranged in the second housing 112.

[0049] As a preferred embodiment, the outer walls of the first front shell 1111, the first rear shell 1112, the second front shell 1121 and the second rear shell 1122 are all provided with reinforcing ribs 113. By adding reinforcing ribs 113, the housing 110 can be lightweight while ensuring its structural strength and avoiding deformation.

[0050] To ensure that the reinforcing ribs 113 can provide effective support when the shell 110 is subjected to force, two groups of reinforcing ribs 113 are arranged on the first front shell 1111 and the second front shell 1121, and the number of the reinforcing ribs 113 in each group is multiple, wherein the length direction of one group of reinforcing ribs 113 is the same as the radial direction of the input shaft 121, and the adjacent reinforcing ribs 113 in the group are arranged at circumferential intervals around the input shaft 121, and the length direction of the other group of reinforcing ribs 113 is the same as the radial direction of the intermediate shaft 122, and the adjacent reinforcing ribs 113 in the group are arranged at circumferential intervals around the intermediate shaft 122, and the number of the reinforcing ribs 113 on the first rear shell 1112 and the second rear shell 1122 is multiple, and the length direction of the reinforcing ribs 113 on the first rear shell 1112 and the second rear shell 1122 is the same as the radial direction of the half shaft, and the adjacent reinforcing ribs 113 are arranged at circumferential intervals around the half shaft.

[0051] See also Figure 5 and 6 , an oil circuit structure is provided in the gearbox 100, the first front shell 1111 and the second front shell 1121 form a front shell 114, the first rear shell 1112 and the second rear shell 1122 form a rear shell 115, and an oil stirring chamber 131 is provided in the second shell 112;

[0052] The inner wall of the front housing 114 is provided with a front oil passage 100d and a plurality of bearing cavities 1000;

[0053] The inner wall of the rear housing 115 is provided with a rear oil passage 200d and a plurality of bearing cavities 1000;

[0054] The front housing 114 and the rear housing 115 are connected in a manner that the inner walls are opposite to each other. The bearing cavity 1000 on the inner wall of the front housing 114 is connected to the oil stirring cavity 131 through the front oil passage 100d, and the bearing cavity 1000 on the inner wall of the rear housing 115 is connected to the oil stirring cavity 131 through the rear oil passage 200d. The notch 112c connects the inside and outside of the oil stirring cavity 131.

[0055] The bearing cavity 1000 is used to install bearings. When the front housing 114 and the rear housing 115 are connected in a manner that the inner walls face each other, the bearing cavities 1000 on the inner walls of the front housing 114 and the rear housing 115 correspond to each other one by one, so as to install the input shaft 121 and the intermediate shaft 122. The differential 130 and the passive gear fixed on the differential 130 are installed in the oil stirring cavity 131. The external lubricating oil can enter the oil stirring cavity 131 through the notch 112c. After the passive gear stirs and splashes the lubricating oil, in addition to directly spraying it on the gears on the intermediate shaft 122, the lubricating oil can also be lubricated along the front oil path 100d and the rear oil path 200d respectively to the bearings in the inner wall bearing cavities 1000 of the front housing 114 and the rear housing 115, so as to ensure that each bearing can be fully lubricated, thereby extending the service life of the bearings.

[0056] Referring to the electric vehicle drive axle disclosed in CN105398288A, the second housing 112 can be disposed inside the drive axle housing. At this time, the second housing 112 can stir the lubricating oil in the axle housing and spray it into the cavity where the input shaft 121 and the intermediate shaft 122 are located.

[0057] It should be noted that the passive gear part is located in the oil stirring chamber 131, and the passive gear part is located in the first housing 111, so that the passive gear stirs the lubricating oil into the front oil passage 100d and the rear oil passage 200d.

[0058] like Figure 5 As shown, the bearing cavity 1000 on the inner wall of the front housing 114 includes an input front bearing cavity 100a and an intermediate front bearing cavity 100b, and the front oil circuit 100d includes:

[0059] A front first oil passage 100d1, wherein the front first oil passage 100d1 is connected to the oil stirring chamber 131 and the input front bearing chamber 100a;

[0060] The front second oil passage 100d2 connects the oil stirring chamber 131 and the middle front bearing chamber 100b.

[0061] The passive gear stirs the lubricating oil and splashes it onto the front first oil circuit 100d1 and the front second oil circuit 100d2 respectively. The lubricating oil flows along the front first oil circuit 100d1 to lubricate the bearing accommodated in the input front bearing cavity 100a. The lubricating oil flows along the front second oil circuit 100d2 to lubricate the bearing accommodated in the middle front bearing cavity 100b. The input front bearing cavity 100a and the middle front bearing cavity 100b are connected in parallel with the oil stirring cavity 131.

[0062] refer to Figure 5 and Figure 6 The front first oil passage 100d1 is located at the bottom of the input front bearing cavity 100a and between two adjacent oil storage steps 1001, so that the lubricating oil can pass through the two adjacent oil storage steps 1001 to effectively lubricate the inner ring and outer ring of the bearing. Similarly, the front second oil passage 100d2 is connected to the bottom of the middle front bearing cavity 100b and between two adjacent oil storage steps 1001.

[0063] Continue to refer Figure 5 , the horizontal height of the connecting end of the front first oil circuit 100d1 and the oil stirring chamber 131 is higher than the horizontal height of the connecting end of the front first oil circuit 100d1 and the input front bearing chamber 100a, so that the lubricating oil flows to the input front bearing chamber 100a and lubricates the bearing in the input front bearing chamber 100a. Similarly, the horizontal height of the connecting end of the front second oil circuit 100d2 and the oil stirring chamber 131 is higher than the horizontal height of the connecting end of the front second oil circuit 100d2 and the middle front bearing chamber 100b, and the front first oil circuit 100d1 is located above the front second oil circuit 100d2.

[0064] like Figure 5 As shown, the front oil circuit 100d also includes:

[0065] a front third oil passage 100d3, the front third oil passage 100d3 being in communication with the input front bearing chamber 100a and being located below the input front bearing chamber 100a;

[0066] The fourth front oil circuit is connected to the middle front bearing cavity 100b and is located below the middle front bearing cavity 100b.

[0067] The lubricating oil can flow to the input front bearing cavity 100a through the front first oil circuit 100d1 and the front third oil circuit 100d3 to lubricate the bearing in the input front bearing cavity 100a. Since the front third oil circuit 100d3 is connected to the bottom of the input front bearing cavity 100a, excess lubricating oil in the input front bearing cavity 100a can flow out from the front third oil circuit 100d3.

[0068] The lubricating oil can flow to the intermediate front bearing cavity 100b through the front second oil circuit 100d2 and the fourth oil circuit to lubricate the bearing in the intermediate front bearing cavity 100b. Since the fourth oil circuit is connected to the bottom of the intermediate front bearing cavity 100b, the excess lubricating oil in the intermediate front bearing cavity 100b can flow out from the fourth oil circuit.

[0069] like Figure 6 As shown, the bearing cavity 1000 on the inner wall of the rear housing 115 includes an input rear bearing cavity 200a and an intermediate rear bearing cavity 200b, and the rear oil passage 200d includes:

[0070] A rear first oil passage 200d1, wherein the rear first oil passage 200d1 is connected to the oil stirring chamber 131 and the input rear bearing chamber 200a;

[0071] A rear second oil passage 200d2, wherein the rear second oil passage 200d2 communicates with the oil stirring chamber 131 and the middle rear bearing chamber 200b;

[0072] The rear third oil passage 200d3 is connected to the input rear bearing chamber 200a and the intermediate rear bearing chamber 200b.

[0073] The driven gear stirs the lubricating oil and splashes it onto the first rear oil passage 200d1 and the second rear oil passage 200d2, etc. The lubricating oil lubricates the bearing accommodated in the input rear bearing cavity 200a along the first rear oil passage 200d1. The lubricating oil lubricates the bearing accommodated in the intermediate rear bearing cavity 200b along the second rear oil passage 200d2. The lubricating oil in the input rear bearing cavity 200a can flow into the intermediate rear bearing cavity 200b along the third rear oil passage 200d3. It can be seen that the input rear bearing cavity 200a, the intermediate rear bearing cavity 200b and the oil stirring cavity 131 are connected in series.

[0074] The rear oil circuit 200d also includes:

[0075] The fourth rear oil passage 200d4 is communicated with the middle rear bearing cavity 200b and is located below the middle rear bearing cavity 200b.

[0076] The fourth rear oil passage 200d4 is arranged vertically and has a relatively short length, and is used to introduce lubricating oil or discharge excess lubricating oil in the middle rear bearing cavity 200b.

[0077] refer to Figure 5 and 6The lubricating oil can flow to the input rear bearing cavity 200a through the rear first oil passage 200d1 to lubricate the bearing in the input rear bearing cavity 200a, and then the lubricating oil flows along the rear third oil passage 200d3 to the middle rear bearing cavity 200b to lubricate the bearing in the middle rear bearing cavity 200b, and the excess lubricating oil can be discharged through the rear fourth oil passage 200d4.

[0078] In addition, the lubricating oil can also flow to the middle rear bearing cavity 200b through the rear second oil circuit 200d2 and the rear fourth oil circuit 200d4 to lubricate the bearing in the middle rear bearing cavity 200b. Since the rear fourth oil circuit 200d4 is connected to the bottom of the middle rear bearing cavity 200b, the excess lubricating oil in the middle rear bearing cavity 200b can flow out from the rear fourth oil circuit 200d4.

[0079] As shown in Figure 5 and Figure 6 As shown, the rear first oil circuit 200d1, the rear second oil circuit 200d2, the rear third oil circuit 200d3 and the rear fourth oil circuit 200d4 are connected to the same bearing cavity 1000 and between two adjacent oil storage steps 1001 to lubricate the inner ring and outer ring of the bearing arranged on the oil storage step 1001.

[0080] From the above, it can be seen that by setting the front oil circuit 100d and the rear oil circuit 200d, each bearing can be fully lubricated. Therefore, the diameters of the input front bearing cavity 100a, the intermediate front bearing cavity 100b, the input rear bearing cavity 200a and the intermediate rear bearing cavity 200b can be designed to be different to install bearings of different diameters and increase the design space.

[0081] Also, see Figure 7 The utility model further provides an electric drive axle, comprising the gearbox 100 of the above embodiment, and the electric drive axle further comprises:

[0082] A bridge housing 300, wherein the bridge housing 300 is connected to the bridge housing connection surface 111b of the gearbox 100, and the second housing 112 of the gearbox 100 is located inside the bridge housing 300;

[0083] The axial flux motor 200 is connected to the motor connection surface 111a of the gearbox 100. The axial flux motor 200 has the advantage of small thickness, so that the electric drive axle has the advantage of small volume.

[0084] In summary, the gearbox and the electric drive axle, by arranging the connected second side surface 112b and the notch 112c between the two half-shaft connecting surfaces 112a, enable the gears in the second outer shell 112 to stir the lubricating oil in the bridge housing 300 while ensuring the stability of the structure of the second outer shell 112; by adding reinforcing ribs 113, the shell 110 can ensure its structural strength and avoid deformation while being lightweight.

[0085] The embodiments described above are only used to illustrate the technical ideas and features of the utility model, and their purpose is to enable technicians in this field to understand the content of the utility model and implement it accordingly. The patent application scope of the utility model cannot be limited only by this embodiment, that is, any equivalent changes or modifications made according to the spirit disclosed by the utility model still fall within the patent scope of the utility model.

Claims

1. A gearbox (100), characterized in that: include: A housing (110) and a gear set (120) and a differential (130) disposed in the housing (110), wherein the housing (110) comprises: A first housing (111), wherein a surface of the first housing (111) includes a bridge housing connection surface (111b); A second housing (112), wherein the surface of the second housing (112) comprises two half-shaft connection surfaces (112a), the two half-shaft connection surfaces (112a) are respectively connected to the first housing (111), the axle housing connection surface (111b) surrounds the two half-shaft connection surfaces (112a), the differential (130) is arranged between the two half-shaft connection surfaces (112a), and a notch (112c) is arranged between the two half-shaft connection surfaces (112a).

2. The gearbox according to claim 1, characterized in that: The surface of the second housing (112) further comprises a second side surface (112b), the second side surface (112b) being connected between the two semi-axial connecting surfaces (112a), and the second side surface (112b) being connected to the notch (112c).

3. The gearbox according to claim 2, characterized in that: The number of the notches (112c) is two, the second side surface (112b) is located between the two notches (112c), and the notch (112c) is connected between the second side surface (112b) and the bridge housing connecting surface (111b).

4. The gearbox according to claim 1, characterized in that: The surface of the first housing (111) further comprises a motor connection surface (111a), and the motor connection surface (111a) is perpendicular to the bridge housing connection surface (111b).

5. The gearbox according to claim 4, characterized in that: The first housing (111) comprises a first front housing (1111) and a first rear housing (1112); the first front housing (1111) and the first rear housing (1112) are connected in a manner that the inner walls thereof are opposite to each other; and the motor connection surface (111a) is arranged on the outer wall of the first front housing (1111).

6. The gearbox according to claim 5, characterized in that: The bridge housing connection surface (111b) is formed by splicing the outer walls of the first front housing (1111) and the first rear housing (1112).

7. The gearbox according to claim 5, characterized in that: The second housing (112) comprises a second front housing (1121) and a second rear housing (1122); the second front housing (1121) and the second rear housing (1122) are connected in a manner that the inner walls thereof are opposite to each other; and the semi-axial connecting surface (112a) is arranged on the outer walls of the second front housing (1121) and the second rear housing (1122); The second front shell (1121) and the first front shell (1111) are connected as one piece, and the second rear shell (1122) and the first rear shell (1112) are connected as one piece.

8. The gearbox according to claim 1, characterized in that: The gear set (120) comprises: An input shaft (121) and an intermediate shaft (122), wherein the input shaft (121) and the intermediate shaft (122) are both rotatably connected to the inner wall of the first housing (111), and the intermediate shaft (122) is drivingly connected between the input shaft (121) and the differential (130).

9. The gearbox according to claim 7, characterized in that: Reinforcing ribs (113) are provided on the outer walls of the first front shell (1111), the first rear shell (1112), the second front shell (1121) and the second rear shell (1122).

10. An electric drive axle, comprising the gearbox (100) according to any one of claims 1 to 9, the electric drive axle further comprising: an axle housing (300), the axle housing (300) being connected to an axle housing connection surface (111b) of the gearbox (100), and the second housing (112) of the gearbox (100) being located inside the axle housing (300); An axial flux motor (200), wherein the axial flux motor (200) is connected to a motor connection surface (111a) of the gearbox (100).

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