Electric drive axle assembly considering various working conditions

Abstract

The utility model relates to the technical field of drive axles, and provides an electric drive axle assembly considering various working conditions. The first axle housing section speed reduction assembly comprises a first axle housing section speed reduction assembly and a first electric drive main speed reducer assembly, and the first electric drive main speed reducer assembly is arranged on the single side of the first axle housing section speed reduction assembly. The first electric drive main speed reducer assembly outputs power to a wheel end through the first axle housing section speed reduction assembly; the first axle housing section speed reduction assembly and the first electric drive main speed reducer assembly cooperatively work to form five gears including a neutral gear, and through cooperative work of various output gears between the first axle housing section speed reduction assembly and the first electric drive main speed reducer assembly, exponential growth of the total gear is achieved. The various main gears can provide various proportions of output torque and speed, the various main gears can give consideration to various working conditions, and high automobile mileage conversion efficiency is kept.

Description

Technical Field

[0001] The utility model relates to the technical field of drive axles, and particularly relates to an electric drive axle assembly that takes into account multiple working conditions. Background Technique

[0002] A drive axle refers to an axle that transmits the driving force provided by an on-vehicle internal combustion engine or an electric motor to the driving wheels, realizes speed reduction and torque increase, and simultaneously changes the direction of power transmission. An electric drive axle, like a conventional drive axle, is a connecting bridge between the vehicle frame and the wheels, and is mainly used in the field of new energy vehicles.

[0003] Compared with traditional fuel vehicles, one of the important pain points of new energy vehicles lies in the endurance problem. Generally, the faster the vehicle travels, the higher the efficiency of the vehicle's energy conversion mileage. However, at the same time, due to the reduction of torque at high speed, problems such as difficult climbing will occur, affecting normal driving. Therefore, it is necessary to reduce torque and increase speed under the condition that the torque meets the driving requirements to achieve higher mileage conversion efficiency.

[0004] Traditional electric drive axle assemblies usually adopt a single-motor or double-motor drive mode, with a limited number of gears themselves, unable to provide a more flexible torque and speed ratio, and it is difficult to adapt to various working conditions during driving, affecting the mileage conversion efficiency of the vehicle. Content of the Utility Model

[0005] The purpose of the utility model is to provide an electric drive axle assembly that takes into account multiple working conditions to solve the problems put forward in the above background technique.

[0006] The utility model provides an electric drive axle assembly that takes into account multiple working conditions, including:

[0007] A first axle housing stage reduction assembly and a first electric drive main reducer assembly, and the first electric drive main reducer assembly is arranged on one side of the first axle housing stage reduction assembly;

[0008] The first electric drive main reducer assembly outputs power to the wheel end through the first axle housing stage reduction assembly;

[0009] The first electric drive main reducer assembly is provided with three gears including neutral gear, the first axle housing stage reduction assembly is provided with three gears including neutral gear, and the first axle housing stage reduction assembly and the first electric drive main reducer assembly cooperate to form five gears including neutral gear.

[0010] The technical solution of the present utility model realizes an exponential increase in the total number of gears through the collaborative work of various output gears between the first axle housing section reduction assembly and the first electric drive main reducer assembly. The various total numbers of gears can provide various ratios of output torque and speed, enabling multiple total numbers of gears to accommodate multiple working conditions and maintaining a high vehicle mileage conversion efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the specific embodiments of the present utility model or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0012] Figure 1 FIG. 9 is a schematic diagram of the first gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the first axle housing section reduction assembly;

[0013] Figure 2 FIG. 13 is a schematic diagram of the second gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the first axle housing section reduction assembly;

[0014] Figure 3 FIG. 17 is a schematic diagram of the third gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the first axle housing section reduction assembly;

[0015] Figure 4 FIG. 21 is a schematic diagram of the fourth gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the first axle housing section reduction assembly;

[0016] Figure 5 FIG. 25 is a schematic diagram of the neutral gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the first axle housing section reduction assembly;

[0017] Figure 6 FIG. 29 is a schematic diagram of the first gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the second axle housing section reduction assembly;

[0018] Figure 7 FIG. 33 is a schematic diagram of the second gear structure of the electric drive axle assembly in the electric drive axle assembly that accommodates multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the second axle housing section reduction assembly;

[0019] Figure 8 Schematic diagram of the third gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the second axle housing stage reduction assembly

[0020] Figure 9 Schematic diagram of the fourth gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the second axle housing stage reduction assembly

[0021] Figure 10 Schematic diagram of the neutral gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where the first electric drive main reducer assembly is paired with the second axle housing stage reduction assembly

[0022] Figure 11 Schematic diagram of the first gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where a third electric drive main reducer assembly can be added in the direction away from the first electric drive main reducer assembly of the first axle housing stage reduction assembly

[0023] Figure 12 Schematic diagram of the second gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where a third electric drive main reducer assembly can be added in the direction away from the first electric drive main reducer assembly of the first axle housing stage reduction assembly

[0024] Figure 13 Schematic diagram of the third gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where a third electric drive main reducer assembly can be added in the direction away from the first electric drive main reducer assembly of the first axle housing stage reduction assembly

[0025] Figure 14 Schematic diagram of the fourth gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where a third electric drive main reducer assembly can be added in the direction away from the first electric drive main reducer assembly of the first axle housing stage reduction assembly

[0026] Figure 15 Schematic diagram of the neutral gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where a third electric drive main reducer assembly can be added in the direction away from the first electric drive main reducer assembly of the first axle housing stage reduction assembly

[0027] Figure 16 Schematic diagram of the fifth gear structure of the electric drive axle assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model, where a third electric drive main reducer assembly can be added in the direction away from the first electric drive main reducer assembly of the first axle housing stage reduction assembly

[0028] Figure 17 Schematic diagram of the sixth gear structure of the electric drive axle assembly that can add a third electric drive main reducer assembly in the direction away from the first electric drive main reducer assembly in the first axle housing section reduction assembly of the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0029] Figure 18 Schematic diagram of the seventh gear structure of the electric drive axle assembly that can add a third electric drive main reducer assembly in the direction away from the first electric drive main reducer assembly in the first axle housing section reduction assembly of the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0030] Figure 19 Schematic diagram of the eighth gear structure of the electric drive axle assembly that can add a third electric drive main reducer assembly in the direction away from the first electric drive main reducer assembly in the first axle housing section reduction assembly of the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0031] Figure 20 Schematic diagram of the electric drive axle assembly structure with the second electric drive main reducer assembly paired with the first axle housing section reduction assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0032] Figure 21 Schematic diagram of the electric drive axle assembly structure with the second electric drive main reducer assembly paired with the second axle housing section reduction assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0033] Figure 22 Schematic diagram of the electric drive axle assembly structure that can add a third electric drive main reducer assembly in the direction away from the first electric drive main reducer assembly in the second axle housing section reduction assembly of the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0034] Figure 23 Schematic diagram of the electric drive axle assembly structure with the third electric drive main reducer assembly paired with the first axle housing section reduction assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0035] Figure 24 Schematic diagram of the electric drive axle assembly structure with the third electric drive main reducer assembly paired with the second axle housing section reduction assembly in the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0036] Figure 25 Schematic diagram of the electric drive axle assembly structure that can add a third electric drive main reducer assembly in the direction away from the first electric drive main reducer assembly in the third axle housing section reduction assembly of the electric drive axle assembly that takes into account multiple working conditions of the present utility model;

[0037] Figure 26Schematic diagram of the electric drive axle assembly in which the first electric drive main reducer assembly and the third electric drive main reducer assembly of an electric drive axle assembly that takes into account multiple working conditions are on the same side of the first axle housing section reduction assembly;

[0038] Figure 27 For an electric drive axle assembly that takes into account multiple working conditions in the present utility model Figure 1 Schematic diagram of adding a power take-off to the said electric drive axle assembly;

[0039] Figure 28 For an electric drive axle assembly that takes into account multiple working conditions in the present utility model Figure 2 Schematic diagram of adding a power take-off to the said electric drive axle assembly;

[0040] Figure 29 For an electric drive axle assembly that takes into account multiple working conditions in the present utility model Figure 10 Schematic diagram of adding a power take-off to the said electric drive axle assembly.

[0041] Explanation of reference numerals:

[0042] 110. First electric drive main reducer assembly; 111. First motor assembly; 112. First shaft; 113. First gear; 114. Second gear; 115. Second shaft; 116. Third gear; 117. Fourth gear; 118. Fifth gear; 119. Sixth gear; 120. First shift sleeve; 121. Third shaft; 122. Seventh gear;

[0043] 1100. First axle housing section reduction assembly; 1101. Eighth gear; 1102. Second shift sleeve; 1103. First ring gear; 1104. First housing; 1105. First planet gear; 1106. First differential; 1107. First half shaft; 1108. First differential lock;

[0044] 210. Second electric drive main reducer assembly; 211. Second motor assembly; 212. Fourth shaft; 213. Ninth gear; 214. Tenth gear; 215. Eleventh gear; 216. Twelfth gear; 217. Thirteenth gear; 218. Third shift sleeve; 219. Fifth shaft; 220. Fourteenth gear;

[0045] 2100. Second axle housing section reduction assembly; 2101. Twenty-first gear; 2102. Fifth shift sleeve; 2103. Second ring gear; 2104. Second housing; 2105. Second planet gear; 2106. Second differential; 2107. Second half shaft; 2108. Second differential lock; 2109. Twenty-second gear; 2110. Third planet gear; 2111. Third housing;

[0046] 310. Third electric drive main reducer assembly; 311. Third motor assembly; 312. Sixth shaft; 313. Fifteenth gear; 314. Sixteenth gear; 315. Seventh shaft; 316. Seventeenth gear; 317. Eighteenth gear; 318. Nineteenth gear; 319. Fourth shift sleeve; 320. Eighth shaft; 321. Twentieth gear;

[0047] 3100. Third axle housing stage reduction assembly; 3101. Twenty-third gear; 3102. Sixth shift sleeve; 3103. Third gear ring; 3104. Fourth housing; 3105. Third planet gear; 3106. Third differential; 3107. Third half shaft; 3108. Third differential lock; 3109. Fourth differential;

[0048] 100. Power take-off Detailed implementation mode

[0049] The technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative work shall fall within the protection scope of the present invention.

[0050] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0051] In the description of the present utility model, it should be understood that the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the said features. In the description of the present utility model, "a plurality of" means two or more, unless otherwise specifically defined. In addition, the terms "installed", "connected" and "coupled" shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model may be understood according to specific circumstances.

[0052] Embodiment 1: The present utility model provides as Figures 1 - 5An electric drive axle assembly that takes into account multiple working conditions is shown, including an electric drive axle assembly 11 installed at the vehicle chassis position. The electric drive axle assembly 11 includes a first axle housing section reduction assembly 1100 and a first electric drive main reducer assembly 110. The first electric drive main reducer assembly 110 is arranged on one side of the first axle housing section reduction assembly 1100. The first electric drive main reducer assembly 110 in the electric drive axle assembly 11 outputs power to the wheel end through the first axle housing section reduction assembly 1100. In this embodiment, the external electric drive power is transmitted to the first differential 1106, and the first differential 1106 then outputs the power to the wheel end of the vehicle through the first half shaft 1107. In this way, the vehicle can be driven to move. The cooperation of the first differential 1106 and the first half shaft 1107 can not only transmit the power to the wheel end of the vehicle, but also enable the wheel ends connected to the two first half shafts 1107 to maintain a speed difference to adapt to different driving conditions, such as the different speeds of the inner and outer wheels when turning. A first differential lock 1108 is installed on the side of the first differential 1106, which can lock the first differential 1106 to achieve the purpose of self-rescue of the vehicle under harsh working conditions. The first electric drive main reducer assembly 110 is arranged on one side of the first axle housing section reduction assembly 1100 at the same time. The first electric drive main reducer assembly 110 provides a power source for the first axle housing section reduction assembly 1100. Among them, the first electric drive main reducer assembly 110 includes a first motor assembly 111, a first shaft 112, a first gear 113, a second shaft 115, a second gear 114, a third gear 116, a third shaft 121, a sixth gear 119, a seventh gear 122, a fourth gear 117, a fifth gear 118, and a first moving gear sleeve 120. The first motor assembly 111 converts electric power into rotational power and outputs the power to the fourth gear 117 and the fifth gear 118 through the first shaft 112, the first gear 113, the second gear 114, the second shaft 115, and the third gear 116. Then, by driving the first moving gear sleeve 120 to move, the inner side of the first moving gear sleeve 120 is engaged with the fourth gear 117 and the sixth gear 119 or the fifth gear 118 and the sixth gear 119, so as to be able to adjust the gear and achieve the purpose of shifting and speed change, so as to facilitate the vehicle to perform shifting and speed change control under different road conditions and adapt to different working conditions. In this way, it not only meets the installation requirements of the first motor assembly 111 and the power transmission requirements, but also can minimize the number of required transmission components, reduce the overall volume, make it more integrated, and increase the utilization rate of the installation space.

[0053] It should be noted that the electric drive axle assembly 11 with the first electric drive main reducer assembly 110 and the first axle housing section reduction assembly 1100 has five gears, namely the first gear, the second gear, the third gear, the fourth gear, and the neutral gear. The specific gear principle is as follows:

[0054] When the electric drive axle assembly 11 is in the first gear position, that is, the first shifting sleeve 120 connects the fourth gear 117 and the sixth gear 119 and the second shifting sleeve 1102 connects the first ring gear 1103 and the first housing 1104, the power of the first motor assembly 111 is transmitted to the fourth gear 117 through the first shaft 112, the first gear 113, and the second gear 114. The fourth gear 117 can drive the sixth gear 119 to rotate through the first shifting sleeve 120, and then is transmitted to the eighth gear 1101 through the seventh shaft 121 and the seventh gear 122. Further, the power is transmitted to the first differential 1106 through the first planet gear 1105. The first differential 1106 then outputs the power to the wheel end of the vehicle through the first half shaft 1107;

[0055] When the electric drive axle assembly 11 is in the second gear position, that is, the first shifting sleeve 120 connects the fifth gear 118 and the sixth gear 119 and the second shifting sleeve 1102 connects the first ring gear 1103 and the first housing 1104, the power of the first motor assembly 111 is transmitted to the fifth gear 118 through the first shaft 112, the first gear 113, the second gear 114, the second shaft 115, and the third gear 116. The fifth gear 118 can drive the sixth gear 119 to rotate through the first shifting sleeve 120, and then is transmitted to the eighth gear 1101 through the seventh shaft 121 and the seventh gear 122. Further, the power is transmitted to the first differential 1106 through the first planet gear 1105. The first differential 1106 then outputs the power to the wheel end of the vehicle through the first half shaft 1107;

[0056] When the electric drive axle assembly 11 is in the third gear position, that is, the first shifting sleeve 120 connects the fourth gear 117 and the sixth gear 119 and the second shifting sleeve 1102 connects the first ring gear 1103 and the eighth gear 1101. At this time, the eighth gear 1101, the second shifting sleeve 1102, the first ring gear 1103, and the first planet gear 1105 are in a locked state. The power of the first motor assembly 111 is transmitted to the fourth gear 117 through the first shaft 112, the first gear 113, and the second gear 114. The fourth gear 117 can drive the sixth gear 119 to rotate through the first shifting sleeve 120, and then is transmitted to the eighth gear 1101 through the seventh shaft 121 and the seventh gear 122. Further, the power is transmitted to the first differential 1106, and the first differential 1106 then outputs the power to the wheel end of the vehicle through the first half shaft 1107;

[0057] When the electric drive axle assembly 11 is in the fourth gear, that is, the first mobile gear sleeve 120 is connected to the fifth gear 118 and the sixth gear 119 and the second mobile gear sleeve 1102 is connected to the first ring gear 1103 and the eighth gear 1101, at this time, the eighth gear 1101, the second mobile gear sleeve 1102, the first ring gear 1103, and the first planetary gear 1105 are in a locked state, and the power of the first motor assembly 111 is transmitted to the fifth gear 118 through the first shaft 112, the first gear 113, the second gear 114, the second shaft 115, and the third gear 116. The fifth gear 118 can drive the sixth gear 119 to rotate through the first mobile gear sleeve 120, and then transmit it to the eighth gear 1101 through the seventh shaft 121 and the seventh gear 122, and further transmit the power to the first differential 1106, and the first differential 1106 outputs the power to the wheel end of the vehicle through the first half shaft 1107;

[0058] When the electric drive axle assembly 11 is in neutral, that is, the second movable gear sleeve 1102 is not connected to the eighth gear 1101 and the first housing 1104, the power on the first motor assembly 111 cannot be transmitted to the wheel end;

[0059] Embodiment 2: The utility model provides Figures 6 - 10 The electric drive axle assembly that takes into account multiple working conditions is shown. On the basis of the first embodiment, the first electric drive main reducer assembly 110 on one side of the first axle housing section reduction assembly 1100 can be replaced by a second electric drive main reducer assembly 210; in some embodiments, the second electric drive main reducer assembly 210 includes a second motor assembly 211 and a fourth shaft 212, the fourth shaft 212 is transmission-connected to the second motor assembly 211, and the outer wall of the fourth shaft 212 is fixedly connected with a ninth gear (213) and a tenth gear 214;

[0060] A fifth shaft 219, to which a thirteenth gear 217 and a fourteenth gear 220 are fixedly connected respectively, and on which an eleventh gear 215 and a twelfth gear 216 rotatable along the outer wall are disposed, the outer wall of the eleventh gear 215 meshes with the ninth gear 213, and the outer wall of the twelfth gear 216 meshes with the tenth gear 214;

[0061] The third movable gear sleeve 218 connects the eleventh gear 215 and the thirteenth gear 217 or connects the twelfth gear 216 and the thirteenth gear 217 .

[0062] It should be noted that the electric drive axle assembly 11 of the second electric drive main reducer assembly 210 and the first axle housing section reduction assembly 1100 has five gears, namely, the first gear, the second gear, the third gear, the fourth gear and the neutral gear, and the working process of each gear is exactly the same as that in Example 1.

[0063] Embodiment 3: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figures 11 - 19 Figure 1. On the basis of Embodiment 1, a third electric drive main reducer assembly 310 is additionally installed on the other side of the first axle housing section reduction assembly 1100 away from the first electric drive main reducer assembly 110; in some embodiments, the third electric drive main reducer assembly 300 includes a third motor assembly 311 and a sixth shaft 312, and the sixth shaft 312 is in transmission connection with the third motor assembly 311. A fifteenth gear 313 is fixedly connected to the outer wall of the sixth shaft 312;

[0064] A seventh shaft 315, a sixteenth gear 314 and a seventeenth gear 316 are fixedly connected to the outer wall of the seventh shaft 315. The sixteenth gear 314 and the seventeenth gear 316 are distributed at both ends of the seventh shaft 315, and the outer wall of the sixteenth gear 314 meshes with the fifteenth gear 313;

[0065] An eighth shaft 320, a nineteenth gear 318 and a twentieth gear 321 are respectively fixedly connected to the eighth shaft 320. An eighteenth gear 317 that can rotate along the outer wall is provided on the eighth shaft 320, and the outer wall of the eighteenth gear 317 meshes with the seventeenth gear 316;

[0066] A fourth movable gear sleeve 319, and the fourth movable gear sleeve 319 connects the eighteenth gear 317 and the nineteenth gear 318 or is not connected to the nineteenth gear 318.

[0067] It should be noted that the third electric drive main reducer assembly 310 and the first electric drive main reducer assembly 110 cooperate with the first gear, the second gear, the third gear, the fourth gear and the neutral gear of the electric drive axle assembly 11 of the first axle housing section reduction assembly 1100 to form ten working conditions. When the fourth movable gear sleeve 319 is not connected to the eighteenth gear 317, the third electric drive main reducer assembly 310 is in a separated state from the electric drive axle assembly 11, and the five working conditions of the electric drive axle assembly 11 are exactly the same as those in Embodiment 1. When the fourth movable gear sleeve 319 is connected to the eighteenth gear 317, the third electric drive main reducer assembly 310 of the electric drive axle assembly 11 cooperates with the first electric drive main reducer assembly 110 to jointly drive the first axle housing section reduction assembly 1100. At this time, the electric drive axle assembly 11 also has five working conditions.

[0068] Embodiment 4: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figure 20An electric drive axle assembly that takes into account multiple working conditions as shown. Based on the first embodiment, the first axle housing section reduction assembly 1100 can be replaced with the second axle housing section reduction assembly 2100. In some embodiments, the second axle housing section reduction assembly 2100 includes a second differential 2106. A second differential lock 2108 is installed on the side of the second differential 2106, which can lock the second differential 2106 to achieve self-rescue of the vehicle under harsh working conditions. Axially on both sides of the second differential 2106 are respectively drivingly connected with second half shafts 2107, and radially are respectively connected with second planetary gears 2105. The outer wall of the second planetary gear 2105 is connected with a second gear ring 2103. On the second half shaft 2107, there is a twenty-first gear 2101 that can rotate along the outer wall.

[0069] A fifth shift sleeve 2102, the fifth shift sleeve 2102 connects the twenty-first gear 2101 and the second gear ring 2103 or connects the second outer housing 2104 and the second gear ring 2103;

[0070] The outer end of the second half shaft 2107 is fixedly connected with a twenty-second gear 2109. The outer end of the twenty-second gear 2109 meshes with a third planetary gear 2110. The outside of the third planetary gear 2110 meshes with a third outer housing 2111. The wheel side reducer includes the twenty-second gear 2109, the third planetary gear 2110, and the third outer housing 2111;

[0071] It should be noted that the electric drive axle assembly 11 with the first electric drive main reducer assembly 110 and the second axle housing section reduction assembly 2100 has five gears: a first gear, a second gear, a third gear, a fourth gear, and a neutral gear. The working processes of each gear are exactly the same as those of each gear in the first embodiment:

[0072] Embodiment 5: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown Figure 21 Based on the second embodiment, the first axle housing section reduction assembly 1100 can be replaced with the second axle housing section reduction assembly 2100. In some embodiments, the second axle housing section reduction assembly 2100 includes a second differential 2106. A second differential lock 2108 is installed on the side of the second differential 2106, which can lock the second differential 2106 to achieve self-rescue of the vehicle under harsh working conditions. Axially on both sides of the second differential 2106 are respectively drivingly connected with second half shafts 2107, and radially are respectively connected with second planetary gears 2105. The outer wall of the second planetary gear 2105 is connected with a second gear ring 2103. On the second half shaft 2107, there is a twenty-first gear 2101 that can rotate along the outer wall.

[0073] The fifth movable gear sleeve 2102, the fifth movable gear sleeve 2102 connects the twenty-first gear 2101 and the second gear ring 2103 or connects the second housing 2104 and the second gear ring 2103;

[0074] The outer end of the second half shaft 2107 is fixedly connected with a twenty-second gear 2109, the outer end of the twenty-second gear 2109 meshes with a third planet gear 2110, and the outside of the third planet gear 2110 meshes with a third housing 2111;

[0075] It should be noted that the electric drive axle assembly 11 composed of the second electric drive main reducer assembly 210 and the second axle housing section reduction assembly 2100 has five gears: first gear, second gear, third gear, fourth gear and neutral gear. The working processes of each gear are completely the same as those of the corresponding gears in Embodiment 2:

[0076] Embodiment 6: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figure 22 On the basis of Embodiment 3, the first axle housing section reduction assembly 1100 can be replaced with the second axle housing section reduction assembly 2100; in some embodiments, the second axle housing section reduction assembly 2100 includes a second differential 2106, and a second differential lock 2108 is installed on the side of the second differential 2106 to lock the second differential 2106, so as to achieve the purpose of self-rescue of the vehicle under harsh working conditions. The two axial sides of the second differential 2106 are respectively drivingly connected with a second half shaft 2107, and are respectively radially connected with a second planet gear 2105. The outer wall of the second planet gear 2105 is connected with a second gear ring 2103, and a twenty-first gear 2101 that can rotate along the outer wall is arranged on the second half shaft 2107;

[0077] The fifth movable gear sleeve 2102, the fifth movable gear sleeve 2102 connects the twenty-first gear 2101 and the second gear ring 2103 or connects the second housing 2104 and the second gear ring 2103;

[0078] The outer end of the second half shaft 2107 is fixedly connected with a twenty-second gear 2109, the outer end of the twenty-second gear 2109 meshes with a third planet gear 2110, and the outside of the third planet gear 2110 meshes with a third housing 2111;

[0079] It should be noted that the third electric drive main reducer assembly 310 and the first electric drive main reducer assembly 110 are combined with the first, second, third, fourth gears and neutral gear of the electric drive axle assembly 11 with the second axle housing stage reduction assembly 2100 to form ten working conditions. When the fourth moving gear sleeve 319 is not connected to the eighteenth gear 317, the third electric drive main reducer assembly 310 is in a separated state from the electric drive axle assembly 11, and the five working conditions of the electric drive axle assembly 11 are exactly the same as those in the first embodiment. When the fourth moving gear sleeve 319 is connected to the eighteenth gear 317, the third electric drive main reducer assembly 310 of the electric drive axle assembly 11 cooperates with the first electric drive main reducer assembly 110 to jointly drive the first axle housing stage reduction assembly 1100. At this time, the electric drive axle assembly 11 also has five working conditions.

[0080] Embodiment Seven: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figure 23 On the basis of the first embodiment, the first axle housing stage reduction assembly 1100 can be replaced with the third axle housing stage reduction assembly 3100; in some embodiments, a third differential 3106 is provided, and a third differential lock 3108 is installed on the side of the third differential 3106, which can lock the third differential 3106 to achieve self-rescue of the vehicle under harsh working conditions. Axial sides of the third differential 3106 are respectively drivingly connected with third half shafts 3107, and radially connected with fourth planetary gears 3105. An outer wall of the fourth planetary gear 3105 is connected with a third gear ring 3103, and a twenty-third gear 3101 that can rotate along the outer wall is provided on the third half shaft 3107;

[0081] A sixth moving gear sleeve 3102, the sixth moving gear sleeve 3102 connects the twenty-third gear 3101 and the third gear ring 3103 or connects the fourth housing 3104 and the third gear ring 3103;

[0082] An outer end of the third half shaft 3107 is connected with a fourth differential 3109.

[0083] It should be noted that the electric drive axle assembly 11 with the first electric drive main reducer assembly 110 and the third axle housing stage reduction assembly 3100 has five gears including the first gear, the second gear, the third gear, the fourth gear and the neutral gear, and the working processes of each gear are exactly the same as those of each gear in the first embodiment:

[0084] Embodiment Eight: The present utility model provides an electric drive axle assembly as shown in Figure 24An electric drive axle assembly that takes into account multiple working conditions. On the basis of Embodiment 2, the first axle housing section reduction assembly 1100 can be replaced with the third axle housing section reduction assembly 3100. In some embodiments, for the third differential 3106, a third differential lock 3108 is installed on the side of the third differential 3106, which can lock the third differential 3106 to achieve self-rescue of the vehicle under harsh working conditions. Axially on both sides of the third differential 3106 are respectively drivingly connected to third half shafts 3107, and radially are respectively connected to fourth planetary gears 3105. The outer wall of the fourth planetary gear 3105 is connected to a third gear ring 3103. On the third half shaft 3107, there is a twenty-third gear 3101 that can rotate along the outer wall.

[0085] A sixth shifting sleeve 3102, the sixth shifting sleeve 3102 connects the twenty-third gear 3101 and the third gear ring 3103 or connects the fourth housing 3104 and the third gear ring 3103;

[0086] The outer end of the third half shaft 3107 is connected to a fourth differential 3109.

[0087] It should be noted that the electric drive axle assembly 11 with the second electric drive main reducer assembly 210 and the third axle housing section reduction assembly 3100 has five gears: a first gear, a second gear, a third gear, a fourth gear, and a neutral gear. The working process of each gear is exactly the same as that of each gear in Embodiment 2:

[0088] Embodiment 9: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figure 25 On the basis of Embodiment 3, the first axle housing section reduction assembly 1100 can be replaced with the third axle housing section reduction assembly 3100. In some embodiments, for the third differential 3106, a third differential lock 3108 is installed on the side of the third differential 3106, which can lock the third differential 3106 to achieve self-rescue of the vehicle under harsh working conditions. Axially on both sides of the third differential 3106 are respectively drivingly connected to third half shafts 3107, and radially are respectively connected to fourth planetary gears 3105. The outer wall of the fourth planetary gear 3105 is connected to a third gear ring 3103. On the third half shaft 3107, there is a twenty-third gear 3101 that can rotate along the outer wall.

[0089] A sixth shifting sleeve 3102, the sixth shifting sleeve 3102 connects the twenty-third gear 3101 and the third gear ring 3103 or connects the fourth housing 3104 and the third gear ring 3103;

[0090] The outer end of the third half shaft 3107 is connected to a fourth differential 3109.

[0091] It should be noted that the third electric drive main reducer assembly 310 and the first electric drive main reducer assembly 110, in combination with the first, second, third, and fourth gears and the neutral gear of the electric drive axle assembly 11 with the third axle housing stage reduction assembly 3100, form ten working conditions. When the fourth moving gear sleeve 319 is not connected to the eighteenth gear 317, the third electric drive main reducer assembly 310 is in a separated state from the electric drive axle assembly 11, and the five working conditions of the electric drive axle assembly 11 are exactly the same as those in the first embodiment. When the fourth moving gear sleeve 319 is connected to the eighteenth gear 317, the third electric drive main reducer assembly 310 cooperates with the first electric drive main reducer assembly 110 to jointly drive the first axle housing stage reduction assembly 1100. At this time, the electric drive axle assembly 11 also has five working conditions.

[0092] Embodiment Ten: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figure 26 On the basis of Embodiment Three, the first electric drive main reducer assembly 110 and the third electric drive main reducer assembly 310 are installed on the same side of the first axle housing stage reduction assembly 1100; the third electric drive main reducer assembly 310 cooperates with the first electric drive main reducer assembly 110 to jointly drive the first axle housing stage reduction assembly 1100. At this time, the electric drive axle assembly 11 also has five working conditions.

[0093] Embodiment Eleven: The present utility model provides an electric drive axle assembly that takes into account multiple working conditions as shown in Figures 27 - 29 On the basis of Embodiment One, a power take-off 100 is additionally installed on the other side of the first axle housing stage reduction assembly 1100 that faces away from the first electric drive main reducer assembly 110. In some embodiments, the second moving gear sleeve 1102 is controlled not to be connected to the eighth gear 1101 and the first housing 1104. At this time, it is in the neutral state. At this time, the power take-off can be controlled to be connected to the eighth gear 1101, enabling power extraction when the vehicle is in a parked state, and then controlling the superstructure to complete its respective special functions.

[0094] Regarding the above embodiments, it should be noted that when applied to a commercial vehicle such as 4×2 or 6×2 that only requires one drive axle assembly, any one of the above embodiments can be used for matching. When applied to a commercial vehicle such as 6×4 or 8×4 that requires two drive axle assemblies, any two embodiments can be matched, and the applicable working conditions can be further increased.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An electric drive axle assembly that takes into account multiple working conditions, characterized in that, including: a first axle housing section reduction assembly (1100) and a first electric drive main reducer assembly (110), the first electric drive main reducer assembly (110) being disposed on one side of the first axle housing section reduction assembly (1100); the first electric drive main reducer assembly (110) outputs power to the wheel end through the first axle housing section reduction assembly (1100); the first electric drive main reducer assembly (110) has three gears including neutral gear, the first axle housing section reduction assembly (1100) has three gears including neutral gear, and the first axle housing section reduction assembly (1100) and the first electric drive main reducer assembly (110) cooperate to form five gears including neutral gear.

2. The electric drive axle assembly that takes into account multiple working conditions according to claim 1, wherein, The first electric drive main reducer assembly (110) includes: a first motor assembly (111) for providing power; a first shaft (112) drivingly connected to the first motor assembly (111), and a first gear (113) is fixedly connected to the outer wall of the first shaft (112); a second shaft (115), and a second gear (114) and a third gear (116) are fixedly connected to the outer wall of the second shaft (115), the second gear (114) and the third gear (116) are distributed at both ends of the second shaft (115), and the outer wall of the second gear (114) meshes with the first gear (113); a third shaft (121), a sixth gear (119) and a seventh gear (122) are respectively fixedly connected to the third shaft (121), a fourth gear (117) and a fifth gear (118) rotatable along the outer wall are provided on the third shaft (121), the outer wall of the fourth gear (117) meshes with the second gear (114), the outer wall of the fifth gear (118) meshes with the third gear (116), and the seventh gear (122) transmits power to the first axle housing section reduction assembly (1100); a first shift sleeve (120) connected to the sixth gear (119), the first shift sleeve (120) can be toggled to connect the fourth gear (117) and the fifth gear (118), and the first shift sleeve (120) has three connection modes including an idling connection.

3. The electric drive axle assembly that takes into account multiple working conditions according to claim 2, wherein The first electric drive main reducer assembly (110) is replaced with a second electric drive main reducer assembly (210), and the second electric drive main reducer assembly (210) outputs power to the wheel end through the first axle housing section reduction assembly (1100); The second electric drive main reducer assembly (210) includes: a second motor assembly (211) for providing power; a fourth shaft (212) drivingly connected to the second motor assembly (211), and a ninth gear (213) and a tenth gear (214) are fixedly connected to the outer wall of the fourth shaft (212); The fifth shaft (219), on which a thirteenth gear (217) and a fourteenth gear (220) are respectively and fixedly connected. There are an eleventh gear (215) and a twelfth gear (216) that can rotate along the outer wall on the fifth shaft (219). The outer wall of the eleventh gear (215) meshes with the ninth gear (213), and the outer wall of the twelfth gear (216) meshes with the tenth gear (214). The fourteenth gear (220) transmits power to the first axle housing section reduction assembly (1100); The third shift sleeve (218), which is connected to the thirteenth gear (217). The third shift sleeve (218) can be used to shift and connect the eleventh gear (215) and the twelfth gear (216). The third shift sleeve (218) has a total of three connection methods including an idling connection.

4. The electric drive axle assembly taking multiple working conditions into account according to claim 2, characterized in that The first electric drive main reducer assembly (110) is replaced by a third electric drive main reducer assembly (310). The third electric drive main reducer assembly (310) outputs power to the wheel end through the first axle housing section reduction assembly (1100); The third electric drive main reducer assembly (310) includes: A third motor assembly (311), which is used to provide power; A sixth shaft (312), which is in transmission connection with the third motor assembly (311). An fifteenth gear (313) is fixedly connected to the outer wall of the sixth shaft (312); A seventh shaft (315), on which a sixteenth gear (314) and a seventeenth gear (316) are fixedly connected. The sixteenth gear (314) and the seventeenth gear (316) are distributed at both ends of the seventh shaft (315). The outer wall of the sixteenth gear (314) meshes with the fifteenth gear (313); An eighth shaft (320), on which a nineteenth gear (318) and a twentieth gear (321) are respectively and fixedly connected. There is an eighteenth gear (317) that can rotate along the outer wall on the eighth shaft (320). The outer wall of the eighteenth gear (317) meshes with the seventeenth gear (316). The twentieth gear (321) transmits power to the first axle housing section reduction assembly (1100); A fourth shift sleeve (319), which is connected to the nineteenth gear (318). The fourth shift sleeve (319) can be used to shift and connect the eighteenth gear (317). The fourth shift sleeve (319) has a total of two connection methods including an idling connection.

5. The electric drive axle assembly that takes into account multiple working conditions according to claim 4, characterized in that, The third electric drive main reducer assembly (310) and the first electric drive main reducer assembly (110) are jointly driven to connect the first axle housing section reduction assembly (1100); the first electric drive main reducer assembly (110) and the third electric drive main reducer assembly (310) are respectively arranged on both sides of the first axle housing section reduction assembly (1100); the third electric drive main reducer assembly (310) is provided with two gears including a neutral gear; the third electric drive main reducer assembly (310), the first electric drive main reducer assembly (110) and the first axle housing section reduction assembly (1100) work together to form eight gears including a neutral gear.

6. The electric drive axle assembly taking multiple working conditions into account according to claim 5, wherein, The first electric drive main reducer assembly (110) and the third electric drive main reducer assembly (310) are arranged on the same side of the first axle housing section reduction assembly (1100).

7. The electric drive axle assembly that takes into account multiple working conditions according to claim 2 or 3 or 4 or 6, characterized in that, The first axle housing section reduction gear assembly (1100) is also connected to a power take-off (100) in a direction away from the first electric drive main reduction gear assembly (110).

8. The electric drive axle assembly that takes multiple working conditions into account according to claim 7, wherein The first axle housing segment reduction assembly (1100) comprises: An eighth gear (1101), the eighth gear (1101) is transmission-connected to the first electric drive main reducer assembly (110) to receive power; A first differential (1106), wherein the first differential (1106) is provided with a first differential lock (1108), the first differential (1106) is axially connected to first half-shafts (1107) respectively, the first differential (1106) is radially connected to first planetary gears (1105), the outer wall of the first planetary gears (1105) is connected to a first ring gear (1103), the eighth gear (1101) is rotatably mounted on the first half-shaft (1107), and the first half-shaft (1107) is transmission-connected to a wheel end; The second movable gear sleeve (1102) is connected to the first gear ring (1103). The second movable gear sleeve (1102) can be movably connected to the eighth gear (1101) and the first housing (1104). The second movable gear sleeve (1102) has three connection modes including an empty connection.

9. The electric drive axle assembly that takes multiple working conditions into account according to claim 7, wherein, The first axle housing segment reduction assembly (1100) is replaced by a second axle housing segment reduction assembly (2100), and the second axle housing segment reduction assembly (2100) transmits power to the wheel end; The second axle housing segment reduction assembly (2100) has the same structure as the first axle housing segment reduction assembly (1100), and the second axle housing segment reduction assembly (2100) is further provided with a wheel-side reduction gear, and the wheel-side reduction gear comprises a twenty-second gear (2109), a third planetary gear (2110) and a third housing (2111); The second axle housing section reduction assembly (2100) is provided with a second half shaft (2107). A twenty-second gear (2109) is fixedly connected to the outer end of the second half shaft (2107). The outer end of the twenty-second gear (2109) meshes with a third planet gear (2110). The outside of the third planet gear (2110) meshes with a third housing (2111). The third planet gear (2110) is drivingly connected to the wheel end.

10. The electric drive axle assembly considering multiple working conditions according to claim 7, characterized in that, The first axle housing section reduction assembly (1100) is replaced by a third axle housing section reduction assembly (3100). The third axle housing section reduction assembly (3100) transmits power to the wheel end; The third axle housing section reduction assembly (3100) and the first axle housing section reduction assembly (1100) have the same structure. The third axle housing section reduction assembly (3100) is further provided with a fourth differential (3109); The third axle housing section reduction assembly (3100) is provided with a third half shaft (3107). The outer end of the third half shaft (3107) is connected to the fourth differential (3109). The fourth differential (3109) is drivingly connected to the wheel end.

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