Longitudinal multi-gear integrated electric drive axle assembly and vehicle

Abstract

The utility model relates to the technical field of vehicles, and provides a longitudinal multi-gear integrated electric drive axle assembly and a vehicle, and the electric drive axle assembly comprises a differential mechanism and a pair of transmissions distributed on the two radial sides of the differential mechanism; the transmission comprises an input shaft, an output shaft, a gear pair and a first gear shifting mechanism. The input shaft and the output shaft are arranged in parallel and can be connected through a gear pair and a first gear shifting mechanism. The output shaft is axially perpendicular to and connected with the differential mechanism; an intermediate shaft is arranged between the output shafts of one pair of transmissions, the intermediate shaft and the output shafts are arranged in parallel and can be associated with the first gear shifting mechanism through a gear pair, and under different gears, the input shaft of one transmission can be associated with the output shaft of the transmission or the output shaft of the other transmission through the intermediate shaft in different transmission ratios. Therefore, the axle housing can be uniformly stressed, the problem of unbalance loading is effectively avoided, the structure is more compact, in addition, the problem that the transmission ratio range is limited is effectively solved, the dynamic property of a vehicle is better, and the adaptability to various working conditions is higher.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a longitudinally arranged multi-speed integrated electric drive axle assembly and a vehicle. Background Art

[0002] With the increasing global awareness of environmental protection and the transformation of the energy structure, electrification has become one of the important development trends in the construction machinery field. As the core component of electric vehicles, especially construction machinery vehicles, the performance of the electric drive axle directly affects the power performance, economy and comfort of the whole vehicle. Traditional construction machinery vehicles mostly use internal combustion engines as power sources, while the electric drive axle replaces the internal combustion engine with an electric motor, which can not only provide a more efficient and clean power output, but also has the advantages of fast response speed and high control accuracy.

[0003] At present, most products on the market adopt the method of horizontally arranging the electric motor, that is, directly connecting the electric motor with the transmission and installing it on one side of the axle housing. This layout structure is easy to cause uneven force on the axle housing and partial load.

[0004] Although some electric drive axles arrange the electric motor longitudinally, due to space limitations, usually only single-stage or two-stage reduction can be equipped, resulting in a limited transmission ratio range, limited vehicle power performance, and difficulty in adapting to complex and changeable working environments. Summary of the Utility Model

[0005] The utility model provides a longitudinally arranged multi-speed integrated electric drive axle assembly and a vehicle, which are used to solve the problem of the limited transmission ratio range of the electric drive axle and the limited vehicle power performance in the prior art, and have the advantages of compact structure and a large transmission ratio range, and can improve the applicability of the vehicle.

[0006] The utility model provides a longitudinally arranged multi-speed integrated electric drive axle assembly, including: a differential and a pair of transmissions distributed on the radial two sides of the differential;

[0007] The transmission includes an input shaft, an output shaft, a gear pair and a first shifting mechanism; the input shaft and the output shaft are arranged in parallel and can be associated through the gear pair and the first shifting mechanism; the output shaft is perpendicular to the axis of the differential and is connected through a bevel gear;

[0008] An intermediate shaft is arranged between the output shafts of the pair of transmissions, the intermediate shaft is arranged in parallel with the output shaft and can be associated through the gear pair and the first shifting mechanism. In different gears, the input shaft of the transmission can be associated with its own output shaft or with the output shaft of another transmission through the intermediate shaft at different transmission ratios.

[0009] A longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model further includes a power take-off integrated on at least one of the transmissions; the power take-off includes a power take-off shaft and a second shifting mechanism, and the power take-off shaft can be associated with the output shaft through the gear pair and the second shifting mechanism.

[0010] A longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, wherein one of the transmissions is Transmission A and the other transmission is Transmission B;

[0011] The input shaft in Transmission A is Input Shaft A and the output shaft is Output Shaft A;

[0012] The input shaft in Transmission B is Input Shaft B and the output shaft is Output Shaft B.

[0013] A longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, the bevel gear includes a driving bevel gear A, a driving bevel gear B and a driven bevel gear; the driving bevel gear A is sleeved on the Output Shaft A, the driving bevel gear B is fixedly connected to the Output Shaft B, and the driven bevel gear is connected to the differential and meshes with the driving bevel gear A and the driving bevel gear B;

[0014] The first shifting mechanism includes a first shifting mechanism A, and the driving bevel gear A and the intermediate shaft can be selectively associated with the Output Shaft A through the first shifting mechanism A.

[0015] A longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, the gear pair in Transmission A includes at least one set of first gear pairs; the first gear pair includes a first driving tooth and a first driven tooth; the first driving tooth is fixedly connected to the Input Shaft A, and the first driven tooth is connected to the Output Shaft A.

[0016] A longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, when there are multiple sets of the first gear pairs, each set of the first gear pairs has a different transmission ratio, and the Input Shaft A and the Output Shaft A are combined at different transmission ratios through the first shifting mechanism and the first gear pair.

[0017] A longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, the gear pair in Transmission B includes at least one set of second gear pairs; the second gear pair includes a second driving tooth and a second driven tooth; the second driving tooth is fixedly connected to the Input Shaft B, and the second driven tooth is connected to the Output Shaft B.

[0018] According to a longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, when there are multiple sets of the second gear pairs, each set of the second gear pairs has different transmission ratios, and the input shaft B and the output shaft B are combined with different transmission ratios through the first shifting mechanism and the second gear pairs.

[0019] According to a longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, there are two sets of the second gear pairs, and the second driven gears of the two sets of the second gear pairs are the second driven gear A and the second driven gear B respectively;

[0020] The second driven gear A and the second driven gear B are sleeved on the output shaft in an idle manner, and the first shifting mechanism includes a first shifting mechanism B, and the first shifting mechanism B is slidably arranged between the second driven gear A and the second driven gear B.

[0021] According to a longitudinally-mounted multi-speed integrated electric drive axle assembly provided by the present utility model, the gear pairs further include at least one set of third gear pairs and fourth gear pairs;

[0022] The third gear pair includes a third driving gear and a third driven gear, the third driving gear is connected to the output shaft A, and the third driven gear is connected to the intermediate shaft;

[0023] The fourth gear pair includes a fourth driven gear and a fourth driving gear, the fourth driven gear is connected to the output shaft B, and the fourth driving gear is connected to the intermediate shaft.

[0024] The present utility model further provides a vehicle, including the longitudinally-mounted multi-speed integrated electric drive axle assembly described in any one of the above.

[0025] For the longitudinally-mounted multi-speed integrated electric drive axle assembly and the vehicle provided by the present utility model, since a pair of transmissions are distributed on both sides of the differential in the radial direction, after connecting two motors to the input shafts of the two transmissions respectively, one set of the motor and the transmission are distributed on one side of the axle housing, and the other set of the motor and the transmission are distributed on the other side of the axle housing, so that the force on the axle housing is uniform, effectively avoiding the problem of uneven load; in addition, since the input shaft and the output shaft are perpendicular to the axial direction of the differential, the radial space occupied by the transmission and the motor is reduced, making the overall structure of the electric drive axle more compact; during operation, different gear positions are switched through the first shifting mechanism, and the power can be directly transmitted from the input shaft of the transmission to its own output shaft with different transmission ratios, or can be transmitted from the input shaft to the output shaft of another transmission with different transmission ratios through the intermediate shaft. Through multi-stage deceleration and various power transmission methods, a larger transmission ratio and torque can be obtained, effectively solving the problem of limited transmission ratio range, and the vehicle has better power performance and stronger adaptability to various working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] To more clearly illustrate the technical solutions in the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the 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.

[0027] Figure 1 It is a schematic structural diagram of a longitudinally arranged multi-speed integrated electric drive axle assembly provided by an embodiment of the present utility model.

[0028] Reference numerals:

[0029] 10, differential; 11, vehicle half shaft; 12, driven bevel gear; 20, input shaft A; 21, output shaft A; 22, driving bevel gear A; 23, first driving gear; 24, first driven gear; 25, first shifting mechanism A; 26, third driving gear; 27, third driven gear; 30, input shaft B; 31, output shaft B; 32, driving bevel gear B; 33, second driving gear A; 34, second driven gear A; 35, second driving gear B; 36, second driven gear B; 37, first shifting mechanism B; 38, fourth driven gear; 39, fourth driving gear; 40, intermediate shaft; 50, power take-off; 51, power take-off shaft; 52, second shifting mechanism; 53, power take-off driven gear; 60, first motor; 70, second motor. Detailed implementation manners

[0030] To make the objectives, technical solutions, and advantages of the present utility model clearer, the following will clearly and completely describe the technical solutions in the present utility model in conjunction with the drawings in the present utility model. Obviously, the described embodiments are some, but not all, of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts fall within the scope of protection of the present utility model.

[0031] To facilitate the understanding of the longitudinally arranged multi-speed integrated electric drive axle assembly and vehicle provided by the present utility model, its application background is first introduced. As a core component of an electric vehicle, the performance of the electric drive axle directly affects the power performance, economy, and comfort of the whole vehicle. Currently, most products on the market adopt the method of horizontally arranging the motor, that is, directly connecting the motor to the transmission and installing it on one side of the axle housing. This layout structure is prone to uneven force on the axle housing and partial load conditions.

[0032] Although some electric drive axles arrange the motor longitudinally, due to space limitations, usually only single-stage or two-stage reduction can be equipped, resulting in a limited transmission ratio range, limited vehicle power performance, and difficulty in adapting to complex and changeable working environments.

[0033] In view of the above problems, the present utility model provides a longitudinally arranged multi-speed integrated electric drive axle assembly and a vehicle, which have the advantages of compact structure, uniform force on the axle housing, and a relatively large transmission ratio range, and can improve the applicability of the vehicle.

[0034] The following will Figure 1 describe the longitudinally arranged multi-speed integrated electric drive axle assembly and the vehicle of the present utility model.

[0035] Referring to Figure 1 , a longitudinally arranged multi-speed integrated electric drive axle assembly includes a differential 10 and a pair of transmissions distributed on both radial sides of the differential 10; each transmission includes an input shaft, an output shaft, a gear pair, and a first shifting mechanism; wherein, the input shaft is used to connect to the motor shaft, is arranged parallel to the output shaft and can be associated through the gear pair and the first shifting mechanism, and the output shaft is perpendicular to the axial direction of the differential 10 and is connected through bevel gear transmission.

[0036] An intermediate shaft 40 is arranged between the output shafts of the pair of transmissions, the intermediate shaft 40 is arranged parallel to the output shaft and can be associated with the output shaft through the gear pair and the first shifting mechanism. In different gears, the input shaft of the transmission can be associated with its own output shaft or with the output shaft of another transmission through the intermediate shaft 40 at different transmission ratios.

[0037] In actual work, since a pair of transmissions are distributed on both radial sides of the differential 10, after connecting two motors to the input shafts of the two transmissions respectively, one set of motor and transmission is distributed on one side of the axle housing, and the other set of motor and transmission is distributed on the other side of the axle housing, making the force on the axle housing uniform and effectively avoiding the problem of uneven load; in addition, since the input shaft and the output shaft are perpendicular to the axial direction of the differential 10, the radial space occupied by the transmission and the motor is reduced, making the overall structure of the electric drive axle more compact; during operation, by switching different gears through the first shifting mechanism, power can be directly transmitted from the input shaft of the transmission to its own output shaft at different transmission ratios for output, or can be transmitted from the input shaft through the intermediate shaft 40 to the output shaft of another transmission at different transmission ratios. Through multi-stage deceleration and various power transmission methods, a larger transmission ratio and torque can be obtained, effectively solving the problem of limited transmission ratio range, the power performance of the vehicle is better, and the adaptability to various working conditions is stronger.

[0038] For the convenience of understanding and description, one of the two transmissions is transmission A, and the other is transmission B; the structures of transmission A and transmission B can be the same or different, and can be flexibly designed according to actual needs.

[0039] Specifically, the input shaft in transmission A is input shaft A20, which is used to connect the first motor 60, and the output shaft is output shaft A21; the input shaft in transmission B is input shaft B30, which is used to connect the second motor 70, and the output shaft is output shaft B31; one of transmission A and transmission B can be associated with the differential 10 through the first shifting mechanism and its own output shaft, or through the first shifting mechanism, the intermediate shaft 40 and the output shaft of the other, so as to realize the power transmission between transmission A, transmission B and the differential 10. The differential 10 is connected to the vehicle half shaft 11 and is used to output power to the wheels.

[0040] In an embodiment of the present utility model, the bevel gears include a driving bevel gear A22, a driving bevel gear B32 and a driven bevel gear 12; among them, the driving bevel gear A22 is sleeved on the output shaft A21, and the driving bevel gear B32 is fixedly connected to the output shaft B31; the driven bevel gear 12 is connected to the differential 10 and meshes with the driving bevel gear A22 and the driving bevel gear B32; the first shifting mechanism includes a first shifting mechanism A25, and the driving bevel gear A22 and the intermediate shaft 40 can be selectively associated with the output shaft A through the first shifting mechanism A25.

[0041] In practical applications, the torque output by the first motor 60 can be input to the differential 10 through the input shaft A20, the output shaft A21, the driving bevel gear A22 and the driven bevel gear 12, and can also be input to the differential 10 through the input shaft A20, the output shaft A21, the intermediate shaft 40, the output shaft B31, the driving bevel gear B32 and the driven bevel gear 12. Similarly, the torque output by the second motor 70 can be input to the differential 10 through the input shaft B30, the output shaft B31, the driving bevel gear B32 and the driven bevel gear 12, and can also be input to the differential 10 after merging with the torque output by the first motor 60. Thus, multi-path transmission of torque is realized, enabling the vehicle to better adapt to different working conditions.

[0042] In an embodiment of the present utility model, the gear pair in transmission A includes at least one set of first gear pairs, and the first gear pair includes a first driving tooth 23 and a first driven tooth 24; among them, the first driving tooth 23 is fixedly connected to the input shaft A20, and the first driven tooth 24 is connected to the output shaft A21, and the power transmission between the input shaft A20 and the output shaft A21 is realized through the first gear pair.

[0043] One set of the first gear pair can be provided, so that only the input shaft A20 and the output shaft A21 can be associated with a preset transmission ratio; multiple sets of the first gear pair can also be provided. When multiple sets of the first gear pair are provided, different first gear pairs have different transmission ratios. Thus, the input shaft A20 and the output shaft A21 can be associated with different transmission ratios through the first shifting mechanism. The number and transmission ratio of the first gear pair can be selected according to actual needs.

[0044] In this embodiment, one set of first gear pairs is provided. Among them, the first driving gear 23 is fixedly connected to the input shaft A20, and the first driven gear 24 is fixedly connected to the output shaft A21, so that the input shaft A20 and the output shaft A21 are associated with a preset transmission ratio.

[0045] Similar to transmission A, the gear pairs in transmission B include at least one set of second gear pairs; the second gear pairs include second driving gears and second driven gears; among them, the second driving gears are fixedly connected to the input shaft B30, and the second driven gears are connected to the output shaft B31, and the transmission between the input shaft B30 and the output shaft B31 is realized through the second gear pairs.

[0046] One set of second gear pairs can be provided. In this way, only the input shaft B30 and the output shaft B31 can be associated with a preset transmission ratio; multiple sets of second gear pairs can also be provided. When multiple sets of second gear pairs are provided, different second gear pairs have different transmission ratios. In this way, through the first shifting mechanism, the input shaft B30 and the output shaft B31 can be associated with different transmission ratios. The number and transmission ratio of the second gear pairs can be selected according to actual requirements.

[0047] In this embodiment, two sets of second gear pairs are provided, namely second gear pair A and second gear pair B; the second driving gear in the second gear pair A is the second driving gear A33, and the second driven gear is the second driven gear A34; the second driving gear in the second gear pair B is the second driving gear B35, and the second driven gear is the second driven gear B36; the second driven gear A34 and the second driven gear B36 are sleeved on the output shaft B31, and the first shifting mechanism includes the first shifting mechanism B37, and the first shifting mechanism B37 is slidably arranged between the second driven gear A34 and the second driven gear B36. Through the first shifting mechanism B37, the second driven gear A34 and the second driven gear B36 can be selectively associated with the output shaft B31, so that the input shaft B30 and the output shaft B31 are associated with different transmission ratios.

[0048] In order to associate the intermediate shaft 40 with the output shaft A21 and the output shaft B31, in an embodiment of the present invention, the gear pairs further include at least one set of third gear pairs and fourth gear pairs; among them, the third gear pairs include a third driving gear 26 and a third driven gear 27, the third driving gear 26 is connected to the output shaft A21, and the third driven gear 27 is connected to the intermediate shaft 40, and the association between the intermediate shaft 40 and the output shaft A21 is realized through the third gear pairs; the fourth gear pairs include a fourth driven gear 38 and a fourth driving gear 39, the fourth driven gear 38 is connected to the output shaft B31, and the fourth driving gear 39 is connected to the intermediate shaft 40, and the association between the intermediate shaft 40 and the output shaft B31 is realized through the fourth gear pairs. Through the third gear pairs and the fourth gear pairs, the association between the output shaft A21 and the output shaft B31 is realized.

[0049] Specifically, a set of third gear pairs can be provided to associate the input shaft A20 with the intermediate shaft 40 at a preset transmission ratio; multiple sets of third gear pairs can also be provided. When multiple sets of third gear pairs are provided, different third gear pairs have different transmission ratios, and the output shaft A21 and the intermediate shaft 40 are associated at different transmission ratios through the first shifting mechanism.

[0050] Similarly, a set of fourth gear pairs can be provided to associate the input shaft B30 with the intermediate shaft 40 at a preset transmission ratio; multiple sets of fourth gear pairs can also be provided. When multiple sets of fourth gear pairs are provided, different fourth gear pairs have different transmission ratios, and the output shaft B31 and the intermediate shaft 40 are associated at different transmission ratios through the first shifting mechanism.

[0051] The specific number of the third gear pairs and the fourth gear pairs can be configured according to actual requirements.

[0052] In this embodiment, a set of third gear pairs is provided. The third driving gear 26 is sleeved on the output shaft A21, and the third driven gear 27 is fixedly connected to the intermediate shaft 40. Specifically, the first shifting mechanism A25 is slidably disposed between the third driving gear 26 and the driving bevel gear A22. In this way, the driving bevel gear A22 and the intermediate shaft 40 are selectively associated with the output shaft A21 through the first shifting mechanism A25.

[0053] In this embodiment, a set of fourth gear pairs is provided. The fourth driven gear 38 is fixedly connected to the output shaft B31, and the fourth driving gear 39 is fixedly connected to the intermediate shaft 40. In this way, the output shaft B31 is associated with the intermediate shaft 40.

[0054] In an embodiment of the present utility model, the longitudinally arranged multi-speed integrated electric drive axle assembly further includes a power take-off 50 integrated on at least one transmission; the power take-off 50 includes a power take-off shaft 51 and a second shifting mechanism 52, and the power take-off shaft 51 can be associated with the output shaft through a gear pair and the second shifting mechanism 52. In actual work, a hydraulic motor can be directly powered by connecting to the power take-off shaft 51.

[0055] Specifically, the power take-off 50 is integrated on the transmission B. A power take-off driven gear 53 is sleeved on the power take-off shaft 51, and the second shifting mechanism 52 is slidably disposed on the power take-off shaft 51 to realize the engagement or separation of the power take-off driven gear 53 and the power take-off shaft 51; the power take-off driven gear 53 meshes with the second driven gear, and the torque of the second motor 70 can be output through the input shaft B30, the second driving gear, the second driven gear, the power take-off driven gear 53 and the power take-off shaft 51.

[0056] More specifically, the power take-off driven gear 53 meshes with the second driven gear B36.

[0057] By adopting the above technical solutions, the torques output by the first motor 60 and the second motor 70 have the following transmission paths.

[0058] Route 1: When the first motor 60 serves as the driving motor and the first shifting mechanism A25 is engaged with the driving bevel gear A22, the torque transmission route is: the first motor 60 → the input shaft A20 → the first driving gear 23 → the first driven gear 24 → the output shaft A21 → the driving bevel gear A22 → the driven bevel gear 12 → the differential 10 → the vehicle half shaft 11 → the wheel.

[0059] Route 2: When the first motor 60 serves as the driving motor and the first shifting mechanism A25 is engaged with the third driving gear 26, the torque transmission route is: the first motor 60 → the input shaft A20 → the first driving gear 23 → the first driven gear 24 → the output shaft A21 → the third driving gear 26 → the third driven gear 27 → the intermediate shaft 40 → the fourth driving gear 39 → the fourth driven gear 38 → the output shaft B31 → the driving bevel gear B32 → the driven bevel gear 12 → the differential 10 → the vehicle half shaft 11 → the wheel.

[0060] Route 3: When the second motor 70 serves as the driving motor, the first shifting mechanism A25 is in neutral, and the first shifting mechanism B37 is engaged with the second driven gear A34, the torque transmission route is: the second motor 70 → the input shaft B30 → the second driving gear A33 → the second driven gear A34 → the output shaft B31 → the driving bevel gear B32 → the driven bevel gear 12 → the differential 10 → the vehicle half shaft 11 → the wheel.

[0061] Route 4: When the second motor 70 serves as the driving motor, the first shifting mechanism A25 is in neutral, and the first shifting mechanism B37 is engaged with the second driven gear B36, the torque transmission route is: the second motor 70 → the input shaft B30 → the second driving gear B35 → the second driven gear B36 → the output shaft B31 → the driving bevel gear B32 → the driven bevel gear 12 → the differential 10 → the vehicle half shaft 11 → the wheel.

[0062] Route 5: When the first motor 60 and the second motor 70 serve as driving motors, the first shifting mechanism A25 is engaged with the driving bevel gear A22, and the first shifting mechanism B37 is engaged with the second driven gear A34, the torque transmission route is:

[0063] On the A side of the transmission: the first motor 60 → the input shaft A20 → the first driving gear 23 → the first driven gear 24 → the output shaft A21 → the driving bevel gear A22 → the driven bevel gear 12 → the differential 10 → the vehicle half shaft 11 → the wheel.

[0064] On the B side of the transmission: the second motor 70 → the input shaft B30 → the second driving gear A33 → the second driven gear A34 → the output shaft B31 → the driving bevel gear B32 → the driven bevel gear 12 → the differential 10 → the vehicle half shaft 11 → the wheel.

[0065] The two torques merge at the driven bevel gear 12.

[0066] Route 6: When the first motor 60 and the second motor 70 serve as drive motors, and the first shifting mechanism A25 is engaged with the driving bevel gear A22 and the first shifting mechanism B37 is engaged with the second driven gear B36, the torque transmission route is as follows:

[0067] On the A side of the transmission: First motor 60 → Input shaft A20 → First driving gear 23 → First driven gear 24 → Output shaft A21 → Driving bevel gear A22 → Driven bevel gear 12 → Differential 10 → Automobile half shaft 11 → Wheel.

[0068] On the B side of the transmission: Second motor 70 → Input shaft B30 → Second driving gear B35 → Second driven gear B36 → Output shaft B31 → Driving bevel gear B32 → Driven bevel gear 12 → Differential 10 → Automobile half shaft 11 → Wheel.

[0069] The two torques merge at the driven bevel gear 12.

[0070] Route 7: When the first motor 60 and the second motor 70 serve as drive motors, and the first shifting mechanism A25 is engaged with the third driving gear 26 and the first shifting mechanism B37 is engaged with the second driven gear A34, the torque transmission route is as follows:

[0071] On the A side of the transmission: First motor 60 → Input shaft A20 → First driving gear 23 → First driven gear 24 → Output shaft A21 → Third driving gear 26 → Third driven gear 27 → Intermediate shaft 40 → Fourth driving gear 39 → Fourth driven gear 38 → Output shaft B31 → Driving bevel gear B32 → Driven bevel gear 12 → Differential 10 → Automobile half shaft 11 → Wheel.

[0072] On the B side of the transmission: Second motor 70 → Input shaft B30 → Second driving gear A33 → Second driven gear A34 → Output shaft B31 → Driving bevel gear B32 → Driven bevel gear 12 → Differential 10 → Automobile half shaft 11 → Wheel.

[0073] The two torques merge at the output shaft B31.

[0074] Route 8: When the first motor 60 and the second motor 70 serve as drive motors, and the first shifting mechanism A25 is engaged with the third driving gear 26 and the first shifting mechanism B37 is engaged with the second driven gear B36, the torque transmission route is as follows:

[0075] On the A side of the transmission: First motor 60 → Input shaft A20 → First driving gear 23 → First driven gear 24 → Output shaft A21 → Third driving gear 26 → Third driven gear 27 → Intermediate shaft 40 → Fourth driving gear 39 → Fourth driven gear 38 → Output shaft B31 → Driving bevel gear B32 → Driven bevel gear 12 → Differential 10 → Automobile half shaft 11 → Wheel.

[0076] On the B side of the transmission, the second motor 70 → input shaft B30 → second driving gear B35 → second driven gear B36 → output shaft B31 → driving bevel gear B32 → driven bevel gear 12 → differential 10 → vehicle half shaft 11 → wheel.

[0077] Two torques merge at the output shaft B31.

[0078] Route 9: When the second motor 70 is used as the driving motor, the first shifting mechanism A25 and the first shifting mechanism B37 are in neutral, and the second shifting mechanism 52 is combined with the power take-off driven gear 53, the torque transmission route is: the second motor 70 → input shaft B30 → second driving gear B35 → second driven gear B36 → power take-off driven gear 53 → power take-off shaft 51, so as to achieve direct power take-off.

[0079] The vehicle provided by the present utility model will be described below. The vehicle described below can be mutually referred to the longitudinally arranged multi-speed integrated electric drive axle assembly described above.

[0080] A vehicle includes the longitudinally arranged multi-speed integrated electric drive axle assembly described in any one of the above embodiments.

[0081] Through the longitudinally arranged multi-speed integrated electric drive axle assembly and the vehicle provided by the present utility model, since a pair of transmissions are distributed on both sides of the differential 10 in the radial direction, after connecting two motors to the input shafts of the two transmissions respectively, one set of motor and transmission is distributed on one side of the axle housing, and the other set of motor and transmission is distributed on the other side of the axle housing, so that the force on the axle housing is uniform, effectively avoiding the problem of uneven load; in addition, since the input shaft and the output shaft are perpendicular to the axial direction of the differential 10, the radial space occupied by the transmission and the motor is reduced, making the overall structure of the electric drive axle more compact; during operation, different gears are switched through the first shifting mechanism, and the power can be directly transmitted from the input shaft of the transmission to its own output shaft at different transmission ratios, or can be transmitted from the input shaft to the output shaft of another transmission through the intermediate shaft 40 at different transmission ratios. Through multiple levels of deceleration and various power transmission methods, a larger transmission ratio and torque can be obtained, effectively solving the problem of limited transmission ratio range, the power performance of the vehicle is better, and the adaptability to various working conditions is stronger.

[0082] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present utility model, rather than to limit it; although the present utility model 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 recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present utility model.

Claims

1. A longitudinally arranged multi-speed integrated electric drive axle assembly, characterized in that, Comprising: A differential (10) and a pair of transmissions distributed on both radial sides of the differential (10); The transmission includes an input shaft, an output shaft, a gear pair, and a first shifting mechanism; the input shaft and the output shaft are arranged in parallel and can be associated through the gear pair and the first shifting mechanism; the output shaft is perpendicular to the axis of the differential (10) and is connected through bevel gears; An intermediate shaft (40) is provided between the output shafts of the pair of transmissions, the intermediate shaft (40) is arranged in parallel with the output shaft and can be associated through the gear pair and the first shifting mechanism. In different gears, the input shaft of the transmission can be associated with its own output shaft or with the output shaft of another transmission through the intermediate shaft (40) at different transmission ratios.

2. The longitudinally arranged multi-speed integrated electric drive axle assembly according to claim 1, wherein It further includes a power take-off (50) integrated on at least one of the transmissions; the power take-off (50) includes a power take-off shaft (51) and a second shifting mechanism (52), and the power take-off shaft (51) can be associated with the output shaft through the gear pair and the second shifting mechanism (52).

3. The longitudinally arranged multi-speed integrated electric drive bridge assembly according to claim 1, characterized in that One of the transmissions is transmission A, and the other transmission is transmission B; The input shaft in transmission A is input shaft A (20), and the output shaft is output shaft A (21); The input shaft in transmission B is input shaft B (30), and the output shaft is output shaft B (31).

4. The longitudinally arranged multi-speed integrated electric drive axle assembly according to claim 3, wherein, The bevel gears include a driving bevel gear A (22), a driving bevel gear B (32), and a driven bevel gear (12); the driving bevel gear A (22) is sleeved on the output shaft A (21) loosely, the driving bevel gear B (32) is fixedly connected to the output shaft B (31), and the driven bevel gear (12) is connected to the differential (10) and meshes with the driving bevel gear A (22) and the driving bevel gear B (32); The first shifting mechanism includes a first shifting mechanism A (25), and the driving bevel gear A (22) and the intermediate shaft (40) can be selectively associated with the output shaft A (21) through the first shifting mechanism A (25).

5. The longitudinally arranged multi-speed integrated electric drive bridge assembly according to claim 4, characterized in that, The gear pair in transmission A includes at least one set of first gear pairs; the first gear pair includes a first driving gear (23) and a first driven gear (24); the first driving gear (23) is fixedly connected to the input shaft A (20), and the first driven gear (24) is connected to the output shaft A (21).

6. The longitudinally arranged multi-gear integrated electric drive bridge assembly according to claim 4, characterized in that, The gear pair in transmission B includes at least one set of second gear pairs; the second gear pair includes a second driving gear and a second driven gear; the second driving gear is fixedly connected to the input shaft B (30), and the second driven gear is connected to the output shaft B (31).

7. The longitudinal multi-speed integrated electric drive axle assembly according to claim 6, characterized in that, When there are multiple sets of the second gear pairs, each set of the second gear pairs has a different transmission ratio, and the input shaft B (30) and the output shaft B (31) are combined at different transmission ratios through the first shifting mechanism and the second gear pair.

8. The longitudinally-mounted multi-speed integrated electric drive axle assembly according to claim 7, characterized in that, There are two sets of the second gear pairs, and the second driven gears of the two sets of the second gear pairs are respectively a second driven gear A (34) and a second driven gear B (36); The second driven gear A (34) and the second driven gear B (36) are sleeved on the output shaft in an idle manner, and the first shifting mechanism includes a first shifting mechanism B (37), and the first shifting mechanism B (37) is slidably disposed between the second driven gear A (34) and the second driven gear B (36).

9. The longitudinally-mounted multi-speed integrated electric drive axle assembly according to claim 3, characterized in that The gear pair further includes at least one set of a third gear pair and a fourth gear pair; The third gear pair includes a third driving gear (26) and a third driven gear (27), the third driving gear (26) is connected to the output shaft A (21), and the third driven gear (27) is connected to the intermediate shaft (40); The fourth gear pair includes a fourth driven gear (38) and a fourth driving gear (39), the fourth driven gear (38) is connected to the output shaft B (31), and the fourth driving gear (39) is connected to the intermediate shaft (40).

10. A vehicle, characterized in that, It includes a longitudinally arranged multi-speed integrated electric drive axle assembly according to any one of claims 1-9.

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