Commercial vehicle electric drive axle assembly and vehicle

Abstract

The utility model discloses a commercial vehicle electric drive axle assembly which comprises an axle housing assembly and a gearbox assembly, the axle housing assembly is of an integrated rigid structure, an outer connecting face, an inner connecting face and a containing hole for containing the gearbox assembly are arranged on the axle housing assembly, and the outer connecting face and the inner connecting face are arranged to be in contact with the gearbox assembly. The axle housing assembly surrounds the gearbox assembly. According to the electric drive axle assembly of the commercial vehicle, the integral rigid axle housing and the closed gearbox are adopted, the axle load tonnage can be improved, and the loading capacity of the vehicle is improved. The utility model further discloses a vehicle.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and specifically relates to an electric drive axle assembly for a commercial vehicle and the vehicle. Background Art

[0002] In the field of electric axles for heavy-duty commercial vehicles, domestic companies such as Green Control Transmission, Fangsheng Axle, Hande Axle, and Bosch Hydrogen Power are developing and applying electric axle assemblies. The structural integration of electric axle assemblies includes open main and auxiliary transmissions, which are directly bolted to the front and rear of the traditional integral rigid axle housing for the final reducer; and enclosed transmissions, which are bolted to the left and right sides of the specialized axle housing for segmented electric axles.

[0003] In the prior art, the connection structure between the rigid axle housing and the open gearbox has the following defects:

[0004] (a) The axle housing has been slightly modified, and the traditional axle housing tooth package rear cover is retained. The wheel end and the open gearbox share the gear oil lubricant. The internal cavity volume of the axle housing is large, and the gear oil is added, resulting in oil churning loss and low overall mechanical efficiency.

[0005] (b) The open gearbox is integrated on one side of the axle housing, resulting in a large offset of the overall center of mass. This can easily lead to the risk of seal oil leakage in harsh environments with unsprung vibration.

[0006] (c) Due to the harsh working conditions and serious overloading of heavy commercial vehicles, the connection between the open gearbox and the bridge housing is deformed by unsprung impact, which affects the gear meshing and unbalanced load of the gear pair of the gearbox, affecting the gear life and transmission efficiency.

[0007] (d) When the dual-motor main and auxiliary open gearboxes are bolted to the axle housing, the three components are assembled and fixed together to form a complete unit. This makes it impossible to ensure the meshing pattern of the coupling gears, requiring very high machining tolerances for the axle housing surface, resulting in high costs. Furthermore, the gap cannot be adjusted, resulting in poor assembly processability.

[0008] In the prior art, the connection structure between the segmented axle housing and the enclosed gearbox has the following defects:

[0009] (a) In overloaded heavy-duty commercial vehicle conditions, the segmented axle housing's legs are bolted to the enclosed transmission's end covers, effectively bearing the axle housing's load. This can cause the transmission to bend and deform, leading to unbalanced loads on internal gear meshing and an increased risk of oil leakage on sealing surfaces. Generally, the overall electric axle's axle load is low.

[0010] (b) The maintenance convenience is poor. Generally, when the gearbox fails, the entire bridge needs to be replaced, which is very costly.

[0011] In the prior art, the spatial structure of the differential lubrication cavity has the following defects:

[0012] (a) The differential is lubricated with oil. Due to the large space inside the gearbox housing, a large amount of oil is added, and the agitation of the oil will cause a certain amount of power loss.

[0013] (b) The oil level needs to reach the differential half-shaft gear position, and the amount of oil added is large, resulting in high oil costs.

[0014] (c) Due to the high-speed rotation of the differential, the oil will be thrown out of the differential under the action of centrifugal force before it can completely lubricate the internal structure of the differential.

[0015] Chinese patent application number 202020635773.8 discloses an integrated commercial vehicle electric drive axle, including an axle housing, a reduction gearbox, axle shafts, a wheel hub assembly, and a brake assembly. The reduction gearbox is mounted on the front end of the axle housing and is splined to a motor that provides power. The axle shafts are mounted inside the axle housing, with their ends connected to the wheel hub assembly. The brake assembly is bolted to the wheel rims on both sides of the axle housing. This utility model achieves a high degree of powertrain integration by integrating the traditional motor, reduction gearbox, drive shaft, and drive axle. Compared with the traditional power chain structure, the drive shaft is eliminated, which reduces the cost of the powertrain and improves transmission efficiency.

[0016] It is desired to provide an improved electric drive axle assembly for commercial vehicles, particularly with regard to how to increase axle load tonnage. Utility Model Content

[0017] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides an electric drive axle assembly for a commercial vehicle, the purpose of which is to increase the axle load tonnage.

[0018] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a commercial vehicle electric drive axle assembly, including a bridge housing assembly and a transmission assembly, the bridge housing assembly is an integrated rigid structure, and an external connecting surface, an internal connecting surface and a receiving hole for accommodating the transmission assembly are provided on the bridge housing assembly, the external connecting surface and the internal connecting surface are arranged to contact the transmission assembly, and the bridge housing assembly surrounds the transmission assembly.

[0019] The transmission assembly is provided with a first upper connecting surface in contact with the outer connecting surface and a second upper connecting surface in contact with the inner connecting surface. The bridge housing assembly and the transmission assembly are connected by a first bolt and a second bolt. A first mounting hole that cooperates with the first bolt is provided on the first upper connecting surface, and a second mounting hole that cooperates with the second bolt is provided on the second upper connecting surface.

[0020] The transmission assembly is also provided with a first lower connecting surface in contact with the outer connecting surface and a second lower connecting surface in contact with the inner connecting surface. The bridge housing assembly and the transmission assembly are connected by a third bolt and a fourth bolt. A third mounting hole cooperating with the third bolt is provided on the first lower connecting surface, and a fourth mounting hole cooperating with the fourth bolt is provided on the second lower connecting surface.

[0021] There are two external connecting surfaces, which are parallel or in the same plane; there are two internal connecting surfaces, which are parallel or in the same plane; the internal connecting surfaces are located inside the accommodating hole, and the external connecting surfaces are located outside the accommodating hole.

[0022] The gearbox assembly includes a differential assembly, which includes an oil collecting cover and a differential housing. The oil collecting cover is arranged on the differential housing, and an oil storage chamber for accommodating lubricating medium is formed between the oil collecting cover and the differential housing. The oil storage chamber is connected to the inner cavity of the differential housing through a through hole provided on the differential housing.

[0023] The differential assembly also includes a first bearing arranged on the differential housing. The oil collecting cover is arranged adjacent to the first bearing. The small diameter end of the oil collecting cover is close to the outer ring of the first bearing and there is a certain axial gap between the two. The large diameter end of the oil collecting cover is connected to the differential housing.

[0024] The transmission assembly includes a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sliding sleeve assembly, a first power transmission mechanism for transmitting power from the main motor to the input shaft, a first gear transmission mechanism and a second gear transmission mechanism for transmitting power from the input shaft to the intermediate shaft, a first- and second-gear shift mechanism selectively combined with the first gear transmission mechanism or the second gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft to the output shaft and the differential assembly. The mechanical neutral gear hub sliding sleeve assembly is configured to control the engagement and disengagement of the second power transmission mechanism and the output shaft.

[0025] The first power transmission mechanism includes a first transmission mechanism connected to the main motor and a second transmission mechanism connected to the first transmission mechanism, and the second transmission mechanism is connected to the input shaft.

[0026] The second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft and the output shaft. The fourth transmission mechanism is connected to the differential assembly and the output shaft.

[0027] The utility model also provides a vehicle, comprising the commercial vehicle electric drive axle assembly.

[0028] The commercial vehicle electric drive axle assembly of the utility model adopts an integral rigid axle housing and a closed gearbox, which can increase the axle load tonnage and improve the vehicle's load capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] This manual includes the following drawings, which show the following contents:

[0030] Figure 1 This is a schematic structural diagram of the electric drive axle assembly for commercial vehicles of the utility model;

[0031] Figure 2 This is another structural schematic diagram of the electric drive axle assembly for commercial vehicles of the utility model;

[0032] Figure 3 This is an exploded schematic diagram of the electric drive axle assembly for a commercial vehicle of the utility model;

[0033] Figure 4 is a schematic diagram of the arrangement positions of the second inner connecting surface, the first lower connecting surface, and the second lower connecting surface;

[0034] Figure 5 It is the main view of the axle housing assembly;

[0035] Figure 6 It is an exploded schematic diagram of the differential assembly;

[0036] Figure 7 This is a schematic diagram of the lubricating oil path of the differential assembly;

[0037] Figure 8 It is a structural diagram of the gearbox assembly;

[0038] Figure 9 It is the power transmission path diagram of the transmission assembly in first gear;

[0039] Figure 10 This is the power transmission path diagram of the transmission assembly when it is in second gear;

[0040] Figure 11 It is the power transmission path diagram of the transmission assembly when the power is taken into first gear;

[0041] Figure 12 It is the power transmission path diagram of the transmission assembly when the power is taken out of the second gear;

[0042] Figure 13 It is the power transmission path diagram of the transmission assembly in cruising and towing modes;

[0043] The following are marked in the figure: 1. Main motor; 2. First shaft; 3. Second shaft; 4. Input shaft; 5. Intermediate shaft; 6. Output shaft; 7. Differential assembly; 8. Power take-off shaft; 9. First gear; 10. Second gear; 11. Third gear; 12. Fourth gear; 13. First gear driving gear; 14. First gear driven gear; 15. Second gear driving gear; 16. Second gear driven gear; 17. First and second gear shift mechanism; 18. Fifth gear; 19. Sixth gear; 20. Mechanical neutral gear hub sleeve assembly; 21. Seventh gear; 22. Large gear; 23. Differential lock; 24. Eighth gear; 25. Power take-off neutral device; 26. Hydraulic oil pump; 27. Wheel hub unit; 28. Second bearing; 29. Second housing; 30. First oil seal ;31. Second oil seal;32. Blanking cover;33. Second half-shaft gear;34. First half-shaft gear;35. First housing;36. Third oil seal;37. Fourth oil seal;38. Oil collecting cover;39. First bearing;40. Differential bolt;41. First half-shaft;42. Second half-shaft;43. Brake assembly;44. Bridge housing assembly;45. First upper connecting surface;46. Second upper connecting surface;47. First outer connecting surface;48. Second outer connecting surface;49. First inner connecting surface;50. Second inner connecting surface;51. First bolt;52. Second bolt;53. Third bolt;54. Fourth bolt;55. Bridge package;56. First bridge tube;57. Second bridge tube;58. First lower connecting surface;59. Second lower connecting surface. DETAILED DESCRIPTION

[0044] The following is a further detailed description of the specific implementation methods of the present invention by describing the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present invention and to facilitate its implementation.

[0045] It should be noted that in the following embodiments, the "first", "second" and "third" do not represent an absolute distinction in structure and / or function, nor do they represent a sequence of execution, but are merely for the convenience of description.

[0046] like Figures 1 to 13 As shown, the utility model provides an electric drive axle assembly for a commercial vehicle, including a bridge housing assembly 44 and a gearbox assembly. The bridge housing assembly 44 is an integrated rigid structure, and the gearbox assembly is a closed structure. The bridge housing assembly 44 is provided with an external connecting surface, an internal connecting surface and an accommodating hole for accommodating the gearbox assembly. The external connecting surface and the internal connecting surface are arranged to contact the gearbox assembly, and the bridge housing assembly 44 surrounds the gearbox assembly.

[0047] Specifically, if Figures 1 to 5As shown, this utility model utilizes a novel integrated structure, featuring a monolithic rigid axle housing and a closed transmission, which are hoisted and fixedly connected. This monolithic rigid axle housing meets domestic overload requirements, and its axle load tonnage meets the requirements of heavy-duty commercial vehicle applications. It also reduces the impact of unsprung vibrations on the transmission. The closed transmission addresses the processability requirements of transmission assembly, ensuring guaranteed internal gear meshing and clearances. This reduces axle housing processing costs and reliance on precision tolerances.

[0048] like Figures 1 to 5 As shown, the transmission assembly is provided with a first upper connecting surface 45 that contacts the outer connecting surface and a second upper connecting surface 46 that contacts the inner connecting surface. The axle housing assembly 44 and the transmission assembly are connected by a first bolt 51 and a second bolt 52. The first upper connecting surface 45 is provided with a first mounting hole that cooperates with the first bolt 51, and the second upper connecting surface 46 is provided with a second mounting hole that cooperates with the second bolt 52. The transmission assembly is also provided with a first lower connecting surface 58 that contacts the outer connecting surface and a second lower connecting surface 59 that contacts the inner connecting surface. The axle housing assembly 44 and the transmission assembly are connected by a third bolt 53 and a fourth bolt 54. The first lower connecting surface 58 is provided with a third mounting hole that cooperates with the third bolt 53, and the second lower connecting surface 59 is provided with a fourth mounting hole that cooperates with the fourth bolt 54.

[0049] like Figures 1 to 5 As shown, two external connecting surfaces are provided, and the two external connecting surfaces are parallel or in the same plane. The external connecting surfaces are located outside the accommodating hole. The two external connecting surfaces are respectively a first external connecting surface 47 and a second external connecting surface 48. The first external connecting surface 47 is located above the second external connecting surface 48. Two internal connecting surfaces are provided, and the two internal connecting surfaces are parallel or in the same plane. The internal connecting surfaces are located inside the accommodating hole. The two internal connecting surfaces are respectively a first internal connecting surface 49 and a second internal connecting surface 50. The first internal connecting surface 49 is located above the second internal connecting surface 50. The height of the first internal connecting surface 49 is less than the height of the first external connecting surface 47, and the height of the second internal connecting surface 50 is greater than the height of the second external connecting surface 48.

[0050] like Figures 1 to 5 As shown, the gearbox assembly includes an outer shell, on which a first upper flange, a first lower flange, a second upper flange and a second lower flange are arranged. The first upper flange and the second upper flange are fixedly arranged on the top of the outer shell, and the first upper flange and the second upper flange are arranged in sequence along the length direction of the outer shell. The first lower flange and the second lower flange are fixedly arranged on the bottom of the outer shell, and the first lower flange and the second lower flange are arranged in sequence along the length direction of the outer shell. The length directions of the first upper flange, the first lower flange, the second upper flange and the second lower flange are parallel to the length direction of the bridge housing assembly 44.

[0051] The first upper connecting surface 45 is the surface of the first upper flange, the second upper connecting surface 46 is the surface of the second upper flange, the first lower connecting surface 58 is the surface of the first lower flange, and the second lower connecting surface 59 is the surface of the second lower flange. A plurality of first mounting holes are provided on the first upper flange, all of which are arranged sequentially and equidistantly along the length of the first upper flange. The first outer connecting surface 47 is provided with threaded holes for inserting first bolts 51, and the number of threaded holes is the same as the number of first mounting holes. A plurality of second mounting holes are provided on the second upper flange, all of which are arranged sequentially and equidistantly along the length of the second upper flange. The first inner connecting surface 49 is provided with through holes for inserting second bolts 52, and the number of these through holes is the same as the number of second mounting holes. A plurality of third mounting holes are provided on the first lower flange, all of which are arranged sequentially and equidistantly along the length of the first lower flange. The second outer connecting surface 48 is provided with threaded holes for inserting third bolts 53, and the number of these threaded holes is the same as the number of third mounting holes. The fourth mounting hole is a threaded hole set on the second lower flange. There are multiple fourth mounting holes. All fourth mounting holes are arranged in sequence along the length direction of the second lower flange and are equidistantly distributed. A through hole for allowing the fourth bolt 54 to pass through is set on the second inner connecting surface 50. The number of the through holes is the same as the number of the fourth mounting holes.

[0052] In the utility model, the extending connecting flanges arranged on the outside of the gearbox, namely the first upper flange, the first lower flange, the second upper flange and the second lower flange, are hoisted and fixedly connected to the rigid bridge housing at four positions, front, rear, upper and lower, thereby solving the problem of convenience in after-sales maintenance. In the event of a fault, the bolts on the entire vehicle can be removed and the gearbox assembly can be pushed out for separate internal maintenance.

[0053] like Figures 1 to 5 As shown, the axle housing assembly 44 includes a bridge pack 55, a first bridge tube 56, and a second bridge tube 57. The first and second bridge tubes 56, 57 are fixedly connected to the ends of the bridge pack 55 and are coaxially arranged. The first half-shaft 41 passes through the first bridge tube 56, and the second half-shaft 42 passes through the second bridge tube 57. The longitudinal direction of the bridge tube assembly is the axial direction of the first and second bridge tubes 56, 57. The bridge pack 55 is located between the first and second bridge tubes 56, 57. The receiving hole is a through-hole provided through the bridge pack 55. The transmission assembly is installed through the bridge pack 55. The outer and inner connecting surfaces are provided on the bridge pack 55. The outer and inner connecting surfaces are planes parallel to the longitudinal direction of the axle housing assembly 44. The axes of the first, second, third, and fourth mounting holes are perpendicular to the longitudinal direction of the axle housing assembly 44. The bridge pack 55 is an annular structure surrounding the gearbox assembly. After assembly, the bridge pack 55 can surround the outer shell of the gearbox assembly, so that the gearbox assembly becomes a closed structure.

[0054] like Figure 6 and Figure 7 As shown, the transmission assembly also includes a differential assembly, which is located inside the outer shell. The differential assembly includes a first side shaft gear 34, a second side shaft gear 33, planetary gears, an oil collecting cover 38 and a differential housing. The first side shaft gear 34, the second side shaft gear 33 and the planetary gears are located inside the differential housing. The planetary gears are mounted on the cross shaft. The planetary gears are engaged with the first side shaft gear 34 and the second side shaft gear 33. The first side shaft gear 34 is connected to the first side shaft, and the second side shaft gear 33 is connected to the second side shaft. The oil collecting cover 38 is provided on the differential housing. An oil storage chamber for accommodating a lubricating medium is formed between the oil collecting cover 38 and the differential housing. The oil storage chamber is connected to the inner cavity of the differential housing through a through hole provided on the differential housing.

[0055] like Figure 6 and Figure 7 As shown, the differential assembly also includes a first bearing 39 mounted on the differential housing. An oil collecting hood 38 is positioned adjacent to the first bearing 39. The small-diameter end of the oil collecting hood 38 is adjacent to the outer ring of the first bearing 39, with a certain axial clearance between the two. The large-diameter end of the oil collecting hood 38 is fixedly connected to the differential housing. The large-diameter end of the oil collecting hood 38 has a larger diameter than the small-diameter end. The oil collecting hood 38 is open at both ends and hollow inside. The oil storage chamber within the oil collecting hood 38 includes a large-diameter chamber and a small-diameter chamber arranged in sequence along the axial direction of the oil collecting hood 38. The large-diameter chamber has a larger volume than the small-diameter chamber. The small-diameter chamber is located between the large-diameter chamber and the first bearing 39 and communicates with a through-hole provided in the differential housing.

[0056] like Figure 6 and Figure 7As shown, the differential case consists of a first housing 35 and a second housing 29, which are fixedly connected. The first axle shaft passes through the first housing 35, and the second axle shaft passes through the second housing 29. First and second oil seals 30 and 31 are mounted on the shaft diameter of the second axle gear 33. The inner bore of the second axle gear 33 is not fully splined, but has a light hole that serves as a guide for the axle shaft insertion. A plug 32 is installed on the section of the axle gear near the cross shaft to provide an oil seal. Similarly, third and fourth oil seals 36 and 37 are mounted on the shaft diameter of the first axle gear 34, which also has a plug. The planetary gears and cross shaft are mounted on the cross shaft holes in the first and second housings 35 and 29. Subsequently, a first bearing 39 is mounted on the bearing mounting surface of the first housing 35. An oil collecting cover 38 is mounted on the first housing 35 using a shrink fit process to create an interference fit. The first bearing 39 is mounted on the bearing mounting surface of the first housing 35. The large-diameter end of the oil collecting cover 38 is fixedly connected to the first housing 35. The first housing 35 is provided with a through hole connecting the oil reservoir and the inner cavity of the first housing 35. The second bearing 28 is mounted on the bearing mounting surface of the second housing 29, and the large tooth is mounted on the mounting surface of the second housing 29 and secured with bolts.

[0057] like Figure 6 and Figure 7 As shown, because the transmission's differential bearings utilize forced lubrication, a large amount of oil flows through the first bearing 39 and, after lubrication, overflows along the rollers of the first bearing 39. The smaller diameter end of the oil collecting hood 38 is close to the outer ring of the first bearing 39, but with a certain axial clearance to prevent friction between the two rings when the differential rotates. When the lubrication system maintains a certain level of oil pressure, the lubricating oil flowing through the first bearing 39 flows into the oil reservoir of the oil collecting hood 38. Because the oil collecting hood 38 is a rotating body with a beveled surface, it rotates with the differential. Centrifugal force exerts on the oil in the oil collecting hood 38, causing it to flow into the larger cavity. Specifically, the lubricating oil from the first bearing 39 flows sequentially through the smaller and larger diameter cavities of the oil collecting hood 38. The larger diameter cavity of the oil collecting hood 38 corresponds to the through-hole in the first housing 35, which in turn corresponds to the meshing point between the planetary gears and the side gears.

[0058] Therefore, the oil that enters the large-diameter cavity is forced into the differential by centrifugal force and directly affects the gear meshing position. Since there are no other openings inside the differential, the influx of oil gradually increases until it soaks into the axle gears, planetary gears, axle shaft spacers and other parts. After that, the oil flows out through the gap between the cross shaft and the differential case under the action of centrifugal force.

[0059] In summary, the lubricating oil in the differential has a greater oil flow rate than the oil flow rate, which ensures sufficient lubrication of the gears, gaskets and other parts inside the differential, while also reducing the requirement for the total amount of lubricating oil in the gearbox cavity.

[0060] The above structure has the following beneficial effects:

[0061] 1. The rigid axle housing meets the use scenarios of heavy-duty commercial vehicles and has a large axle load tonnage.

[0062] 2. The closed gearbox design ensures the gearbox shaft gear installation process, clearance and mark protection, which increases the service life of the gearbox.

[0063] 3. The new lifting connection and fixing method solves the convenience of after-sales maintenance.

[0064] 4. The new fixing method provides the enclosed gearbox with higher unsprung impact protection.

[0065] 5. The self-sealing differential enables the internal structure of the differential to form an independent lubrication system.

[0066] 6. The differential with the oil collecting cover 38 can achieve the best lubrication effect with the minimum amount of lubricating oil.

[0067] 7. By adding a half-shaft gear cover at the inner end of the differential and half-shaft connection channel and adding an oil seal on the differential, the internal oil circuit of the differential and the external half-shaft connection are physically isolated, making the transmission seal self-contained and independently lubricated. The axle housing only plays a load-bearing and supporting role, reducing the processing tolerance and assembly process requirements of the connection surface between the axle housing and the transmission.

[0068] like Figure 8 As shown, the transmission assembly also includes a main motor 1, an input shaft 4, an intermediate shaft 5, an output shaft 6, a mechanical neutral gear hub sliding sleeve assembly 20, a first power transmission mechanism for transmitting power from the main motor 1 to the input shaft 4, a first gear transmission mechanism and a second gear transmission mechanism for transmitting power from the input shaft 4 to the intermediate shaft 5, a first and second gear shift mechanism 17 selectively combined with the first gear transmission mechanism or with the second gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft 5 to the differential assembly 7. The mechanical neutral gear hub sliding sleeve assembly 20 is configured to control the engagement and disengagement of the second power transmission mechanism and the output shaft 6. The first gear transmission mechanism, the second gear transmission mechanism, the first and second gear shift mechanism 17 and the main motor 1 are located on the same side of the first power transmission mechanism, and the first and second gear shift mechanism 17 is arranged on the input shaft 4.

[0069] like Figure 8As shown, the first power transmission mechanism includes a first transmission mechanism connected to the main motor 1 and a second transmission mechanism connected to the first transmission mechanism, and the second transmission mechanism is connected to the input shaft 4. The first transmission mechanism includes a first shaft 2 fixedly connected to the output end of the main motor 1, a first gear 9 provided on the first shaft 2, and a second gear 10 meshing with the first gear 9. The second transmission mechanism includes a second shaft 3 connected to the second gear 10, a third gear 11 provided on the second shaft 3, and a fourth gear 12 meshing with the third gear 11. The fourth gear 12 is provided on the input shaft 4. The first gear 9 is fixedly provided on the first shaft 2, the second gear 10 and the third gear 11 are fixedly provided on the second shaft 3, and the fourth gear 12 is fixedly provided on the input shaft 4. The first shaft 2 and the second shaft 3 are parallel to the input shaft 4, the intermediate shaft 5, and the output shaft 6.

[0070] In this embodiment, the first shaft 2 and the main motor 1 are spline-matched, and the first gear 9 and the first shaft 2 are integrally processed gear shafts; the first gear 9 and the second gear 10 are meshed with each other, forming a primary transmission of the shaft-tooth system; the second gear 10 and the third gear 11 are rigidly connected to the second shaft 3, and the fourth gear 12 and the third gear 11 are meshed with each other to form a secondary transmission of the shaft-tooth system, and the fourth gear 12 and the first and second gear shift mechanism 17 are fixed to the input shaft 4 through splines.

[0071] like Figure 8 As shown, the first- and second-gear shift mechanism 17 is located between the first- and second-gear transmission mechanisms. The first-gear transmission mechanism includes a meshing first-gear driving gear 13 and a meshing first-gear driven gear 14. The first-gear driving gear 13 is loosely mounted on the input shaft 4. The second-gear transmission mechanism includes a meshing second-gear driving gear 15 and a meshing second-gear driven gear 16. The second-gear driving gear 15 is loosely mounted on the input shaft 4. The first-gear driving gear 13 and the second-gear driving gear 15 are loosely mounted on the input shaft 4 on both sides of the first- and second-gear shift mechanism 17 via needle roller bearings and cylindrical bearings. The first-gear driven gear 14 and the second-gear driven gear 16 are rigidly connected to the intermediate shaft 5. The first-gear driven gear 14 meshes with the first-gear driving gear 13, and the second-gear driven gear 16 meshes with the second-gear driving gear 15, forming a three-stage transmission system.

[0072] like Figure 8As shown, the second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft 5 and the output shaft 6, while the fourth transmission mechanism is connected to the differential assembly 7 and the output shaft 6. The third transmission mechanism includes a fifth gear 18 connected to the intermediate shaft 5 and a sixth gear 19 meshing with the fifth gear 18. The fourth transmission mechanism includes a seventh gear 21 and a large toothed wheel 22 meshing with the seventh gear 21. The large toothed wheel 22 is fixedly connected to the differential assembly 7. The sixth gear 19 and the seventh gear 21 are mounted on the output shaft 6. The fifth gear 18 is rigidly connected to the intermediate shaft 5. The fifth gear 18 and the sixth gear 19 mesh together to form a four-stage gear system. The fifth gear 18 is located between the first gear driven gear 14 and the second gear driven gear 16. The seventh gear 21 is integrally formed with the output shaft 6. The seventh gear 21 meshes with the large toothed wheel 22 to form a five-stage gear system.

[0073] like Figure 8 As shown, the differential assembly 7 is connected to two wheel hub units 27 via a first and second half-shaft, respectively. The two wheel hub units 27 are located on either side of the electric drive axle. The second half-shaft passes through the hollow intermediate shaft 5, and the first and second half-shafts are coaxial with the intermediate shaft 5. A differential lock 23 is provided on the differential assembly 7. The large toothed wheel 22 is fixedly connected to the differential housing. The differential lock 23 is located on one side of the differential housing of the differential assembly 7. The differential lock 23 is a mechanism that locks the differential function of the differential. It is configured to control the engagement and disengagement of the differential housing with the first half-shaft. When the differential lock 23 is simultaneously engaged with the first half-shaft and the differential housing, the first half-shaft and the differential housing rotate synchronously. When the differential lock 23 is simultaneously disengaged from the differential housing, the differential lock is unlocked. By providing a differential lock 23 to meet the needs of specific roads, the differential lock 23 can force the unequal speed rotation of the half-shafts on both sides to be converted into equal speed rotation, so that the vehicle can still maintain power output when one side of the wheel slips.

[0074] like Figure 8 As shown, the transmission assembly also includes a mechanical neutral gear hub sliding sleeve assembly 20 disposed on the output shaft 6. The sixth gear 19 is loosely mounted on the output shaft 6. The mechanical neutral gear hub sliding sleeve assembly 20 is configured to control the engagement and disengagement of the sixth gear 19 from the output shaft 6, thereby enabling the engagement and disengagement of the second power transmission mechanism from the output shaft 6. The sixth gear 19 is loosely mounted on the output shaft 6 via a cylindrical bearing, and the mechanical neutral gear hub sliding sleeve assembly 20 is splined to the output shaft 6. The mechanical neutral gear hub sliding sleeve assembly 20 is a sliding sleeve-type shifting mechanism. When the mechanical neutral gear hub sliding sleeve assembly 20 is simultaneously engaged with the sixth gear 19 and the output shaft 6, the sixth gear 19 and the output shaft 6 can rotate synchronously. When the mechanical neutral gear hub sliding sleeve assembly 20 is disengaged from the sixth gear 19, the sixth gear 19 and the output shaft 6 cannot rotate synchronously.

[0075] like Figure 8 As shown, in this embodiment, the first and second gear shift mechanism 17 is a sliding sleeve type shift mechanism, and the first and second gear shift mechanism 17 has three working states, which are an initial state, a first engaged state, and a second engaged state. When the first and second gear shift mechanism 17 is in the first engaged state, the first and second gear shift mechanism 17 is engaged with the first gear driving gear 13, and the input shaft 4 can drive the first gear driving gear 13 to rotate. When the first and second gear shift mechanism 17 is in the second engaged state, the first and second gear shift mechanism 17 is engaged with the second gear driving gear 15, and the input shaft 4 can drive the second gear driving gear 15 to rotate. When the first and second gear shift mechanism 17 is in the initial state, the first and second gear shift mechanism 17 is not engaged with either the first gear driving gear 13 or the second gear driving gear 15, and the input shaft 4 cannot drive the first gear driving gear 13 or the second gear driving gear 15 to rotate.

[0076] The gearbox assembly has two gears and five levels of reduction output, combined with Figure 8 The power transmission path of the transmission assembly is described.

[0077] To meet various driving conditions and ensure efficient motor output and vehicle power economy, the transmission assembly is equipped with neutral, first, and second gears. Gear switching is achieved by driving the sliding sleeve through the shift actuator.

[0078] like Figure 9 and Figure 10 As shown, the shifting method of neutral, first gear and second gear of the transmission assembly and the power transmission route are as follows:

[0079] When the first and second gear shift mechanism 17 is in the middle state, the transmission assembly is in neutral;

[0080] When the transmission assembly shifts into first gear, the shift actuator controls the first-second gear shift mechanism 17 to switch from the intermediate state to the first engaged state. The shift actuator engages the first-gear driving gear 13, and the transmission assembly is now in first gear. The input shaft 4 can drive the first-gear driving gear 13 to rotate. The main motor 1 transmits power to the first gear 9 via the first shaft 2. The first gear 9 transmits power to the second shaft 3 via the meshing second gear 10. The second shaft 3 transmits power to the fourth gear 12 via the third gear 11. The fourth gear 12 transmits power to the first-second gear shift mechanism 17 via the input shaft 4. The power is then transmitted to the first-gear driving gear 13 via the first-second gear shift mechanism 17. The first-gear driving gear 13 transmits power to the meshing first-gear driven gear 14, which is then transmitted via the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. When the electric drive axle is in normal driving state, the mechanical neutral gear hub sliding sleeve assembly 20 is in an engaged state, and the mechanical neutral gear hub sliding sleeve assembly 20 is simultaneously combined with the sixth gear 19 and the output shaft 6. At this time, the power is transmitted to the seventh gear 21 through the output shaft 6. After the seventh gear 21 transmits the power to the large gear 22 meshing with it, the large gear 22 transmits the power to the differential assembly 7, and the differential transmits the power to the hub unit 27 through power distribution.

[0081] Similarly, when the transmission assembly shifts into second gear, the shift actuator controls the first-second gear shift mechanism 17 to switch from the intermediate state to the second engaged state. The shift actuator engages the second-gear driving gear 15, and the transmission assembly is now in second gear. The input shaft 4 can drive the second-gear driving gear 15 to rotate. The main motor 1 transmits power to the first gear 9 via the first shaft 2. The first gear 9 transmits power to the second shaft 3 via the meshing second gear 10. The second shaft 3 transmits power to the fourth gear 12 via the third gear 11. The fourth gear 12 transmits power to the first-second gear shift mechanism 17 via the input shaft 4. The power is then transmitted to the second-gear driving gear 15 via the first-second gear shift mechanism 17. The second-gear driving gear 15 transmits power to the meshing second-gear driven gear 16, which is then transmitted via the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. When the electric drive axle is in normal driving state, the mechanical neutral gear hub sliding sleeve assembly 20 is in an engaged state, and the mechanical neutral gear hub sliding sleeve assembly 20 is simultaneously combined with the sixth gear 19 and the output shaft 6. At this time, the power is transmitted to the seventh gear 21 through the output shaft 6. After the seventh gear 21 transmits the power to the large gear 22 meshing with it, the large gear 22 transmits the power to the differential assembly 7, and the differential transmits the power to the hub unit 27 through power distribution.

[0082] When the transmission assembly is used in a commercial vehicle electric drive axle, it is located between the air suspensions arranged on either side of the vehicle. The air suspensions include air springs, and the transmission assembly is located between the two air springs. In this embodiment, the first power transmission mechanism is a conventional gear transmission pair, which does not occupy the motor's space in the Y direction (the vehicle's width). The main motor 1, the first and second gear transmission mechanisms, and the first-second gear shift mechanism 17 are located on a straight line parallel to the X direction (the vehicle's length). This reduces the overall Y-direction dimension of the transmission assembly, allowing for a higher-power main motor 1. The transmission assembly is easily positioned between the two air springs, further reducing the overall Y-direction dimension of the electric drive axle. This facilitates overall vehicle layout and facilitates future motor power upgrades and the placement of airbag suspensions. Furthermore, the shift shaft of the shift actuator can be positioned relative to the input shaft 4, allowing the shift shaft to be positioned away from the motor.

[0083] like Figure 8 As shown, the transmission assembly also includes an eighth gear 24, meshed with the sixth gear 19. The eighth gear 24 is loosely mounted on the power take-off shaft 8, which is connected to the power take-off, which is in turn connected to a hydraulic oil pump 26. A power take-off neutral device 25 is provided on the power take-off shaft 8. The power take-off neutral device 25 is configured to control the engagement and disengagement of the eighth gear 24 from the power take-off shaft 8. The power take-off neutral device 25 is a sliding-sleeve shifting mechanism. When the power take-off neutral device 25 is simultaneously engaged with the eighth gear 24 and the power take-off shaft 8, the eighth gear 24 and the power take-off shaft 8 can rotate synchronously. When the power take-off neutral device 25 is disengaged from the eighth gear 24, the eighth gear 24 and the power take-off shaft 8 cannot rotate synchronously.

[0084] like Figure 11 and Figure 12 As shown, the electric drive axle power take-off and its hydraulic oil pump 26 can be divided into three scenarios according to the usage scenario: driving power take-off; parking power take-off; and power take-off disconnection. The working principles of each component of the utility model are introduced in turn according to the above three scenarios.

[0085] (1) When taking power while driving, the mechanical neutral gear hub sleeve assembly 20 is engaged, the power take-off neutral device 25 is engaged, and the power take-off neutral device 25 is simultaneously coupled with the eighth gear 24 and the power take-off shaft 8. After the power generated by the main motor 1 is transmitted to the sixth gear 19, part of the power is transmitted to the eighth gear 24 meshing therewith, and the remaining part of the power is transmitted to the differential assembly 7 through the output shaft 6. After being transmitted to the eighth gear 24, the power is transmitted to the power take-off shaft 8 through the power take-off neutral device 25. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0086] (2) When the vehicle is parked and power is taken off, the mechanical neutral gear hub sleeve assembly 20 is in the disconnected state, the power take-off neutral device 25 is in the engaged state, and the power take-off neutral device 25 is simultaneously combined with the eighth gear 24 and the power take-off shaft 8. The power generated by the main motor 1 is transmitted to the sixth gear 19 and then directly transmitted to the eighth gear 24 meshing with it without passing through the output shaft 6. The power passes through the eighth gear 24 and then through the power take-off neutral device 25 to the power take-off shaft 8. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0087] like Figure 11 As shown, during parking power take-off, the mechanical neutral gear hub sleeve assembly 20 is engaged, the power take-off neutral gear 25 is engaged, and the power take-off neutral gear 25 is simultaneously coupled to the eighth gear 24 and the power take-off shaft 8. The shift actuator controls the first-second gear shift mechanism 17 to switch from the intermediate state to the first coupled state, engaging the first-gear driving gear 13. The transmission assembly is now in first gear, and the input shaft 4 can drive the first-gear driving gear 13 to rotate. The main motor 1 transmits power to the first gear 9 via the first shaft 2; the first gear 9 transmits power to the second shaft 3 via the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 via the third gear 11; the fourth gear 12 transmits power to the first-second gear shift mechanism 17 via the input shaft 4, and the power is transmitted to the first-gear driving gear 13 via the first-second gear shift mechanism 17. The first gear driving gear 13 transmits power to the first gear driven gear 14 meshing with it, and then transmits power to the fifth gear 18 through the intermediate shaft 5. The fifth gear 18 transmits power to the sixth gear 19 meshing with it.

[0088] The sixth gear 19 transmits the power to the meshing eighth gear 24. After passing through the eighth gear 24, the power is transmitted to the power take-off shaft 8 through the power take-off neutral device 25. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0089] like Figure 12As shown, during parking power take-off, the mechanical neutral gear hub sleeve assembly 20 is engaged, the power take-off neutral gear 25 is engaged, and the power take-off neutral gear 25 is simultaneously coupled to the eighth gear 24 and the power take-off shaft 8. The shift actuator controls the first-second gear shift mechanism 17 to switch from the intermediate state to the second coupled state, engaging the second-gear driving gear 15. The transmission assembly is now in second gear, and the input shaft 4 can drive the second-gear driving gear 15 to rotate. The main motor 1 transmits power to the first gear 9 via the first shaft 2; the first gear 9 transmits power to the second shaft 3 via the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 via the third gear 11; the fourth gear 12 transmits power to the first-second gear shift mechanism 17 via the input shaft 4, and the power is then transmitted to the second-gear driving gear 15 via the first-second gear shift mechanism 17. The second-gear driving gear 15 transmits power to the meshed second-gear driven gear 16, which then passes the power to the fifth gear 18 via the intermediate shaft 5. The fifth gear 18 transmits the power to the meshed sixth gear 19, which then transmits the power to the meshed eighth gear 24. The power then passes through the eighth gear 24 and the power take-off neutral device 25 to the power take-off shaft 8. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0090] (3) When the power take-off is in neutral, the power transmission path of the front section of the power take-off shaft 8 remains unchanged, the power take-off neutral device 25 is in the disconnected state, the power take-off neutral device 25 is separated from the eighth gear 24, the eighth gear 24 is idling, and the power take-off and the hydraulic oil pump 26 do not work.

[0091] In this embodiment, a power take-off and a hydraulic oil pump 26 are added on the other side of the axle housing to provide frame space for the application of the power take-off.

[0092] In this embodiment, the power take-off is arranged on the other side of the bridge housing and is not coaxial with other shaft systems, which can provide sufficient Y-direction arrangement space and resolve the risk of dynamic interference.

[0093] In this embodiment, a mechanical neutral gear device is provided on the cross-gear shaft, and when parking power take-off is performed, the power flow of the differential can be converted to the power take-off shaft to achieve parking power take-off.

[0094] In this embodiment, under towing conditions, the mechanical connection between the transmission assembly and the differential can be cut off, so that the gears and bearings will not be burned even when the oil pump cannot work.

[0095] like Figure 13 As shown, when towing a vehicle due to a faulty electric drive axle, under the towing condition, the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25 are in a disconnected state, the hydraulic oil pump 26 (an electronic oil pump) does not work, and the mechanical neutral can block the anti-dragging force of the wheel from being transmitted to the axle gear system to avoid axle gear erosion.

[0096] Therefore, in towing mode, if the mid-axle or rear axle fails and the electronic oil pump is unable to supply oil, the reverse drag force will cause the gears and bearings of the axle-gear system to be delubricated and burn out. By disconnecting the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25, the reverse drag force is blocked from being transmitted to the axle-gear system. In this case, only the differential and cross-pinion shaft gears and bearings operate. Since the differential and cross-pinion shaft are located at a lower point in the transmission assembly, the oil churned by their rotation lubricates the gears and bearings of the differential and cross-pinion shaft, thus preventing axle-gear burn.

[0097] The commercial vehicle electric drive axle assembly of this embodiment adopts the gearbox assembly of the above structure, which can have the following advantages:

[0098] 1. Since the first and second shafts use simple gear pairs for transmission, a larger Y-direction layout space is provided for the motor. The shift system is arranged on the input shaft, staggering the Y-direction position of the motor. The Y-direction dimension of the gearbox assembly is small, which facilitates the layout of the entire vehicle and is conducive to the subsequent motor power increase and the layout of the airbag suspension.

[0099] 2. Placing the last two stages of the transmission chain on the other side of the axle housing (away from the motor) not only shortens the distance between the motor and the center of the axle housing, but also reduces the weight difference between the front and rear of the axle housing, reducing the overturning moment of the electric drive axle.

[0100] 3. A mechanical neutral gear hub sliding sleeve assembly 20 is provided at the end of the power transmission chain, which can cut off the mechanical connection between the gear shaft system and the differential to realize the parking power take-off function.

[0101] 4. When the vehicle is cruising, the mechanical neutral gear hub sleeve assembly 20 is disconnected. At the same time, the first power transmission mechanism, the first gear transmission mechanism, the second gear transmission mechanism and the main motor are not working. Only the differential rotates under the action of the reverse drag force. The motor and shaft gear system of the rear axle are not rotated by the reverse drag force, which reduces the energy loss of gear meshing and bearing rotation, has fewer moving parts, and improves economy.

[0102] 5. Equipped with a differential locking mechanism to meet the needs of specific roads, it can improve the ability to escape from trouble when the ABS (Antilock Brake System) is not effective.

[0103] The utility model also provides a vehicle, including the commercial vehicle electric drive axle assembly of the above structure. The specific structure of the commercial vehicle electric drive axle assembly can be referred to Figures 1 to 13 Since the vehicle of this embodiment includes the commercial vehicle electric drive axle assembly in the above embodiment, it has all the advantages of the above commercial vehicle electric drive axle assembly.

[0104] The above description of the present invention is provided as an example, in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described method. Any non-substantial improvements made using the method concepts and technical solutions of the present invention, or any application of the above-described concepts and technical solutions of the present invention to other situations without modification, are all within the scope of protection of the present invention.

Claims

1. Commercial vehicle electric drive axle assembly, including axle housing assembly and gearbox assembly, characterized by: The bridge housing assembly is an integrated rigid structure, and is provided with an outer connecting surface, an inner connecting surface and an accommodating hole for accommodating the gearbox assembly. The outer connecting surface and the inner connecting surface are arranged to contact the gearbox assembly, and the bridge housing assembly surrounds the gearbox assembly.

2. The commercial vehicle electric drive axle assembly according to claim 1, characterized in that: The transmission assembly is provided with a first upper connecting surface in contact with the outer connecting surface and a second upper connecting surface in contact with the inner connecting surface. The bridge housing assembly and the transmission assembly are connected by a first bolt and a second bolt. A first mounting hole that cooperates with the first bolt is provided on the first upper connecting surface, and a second mounting hole that cooperates with the second bolt is provided on the second upper connecting surface.

3. The commercial vehicle electric drive axle assembly according to claim 2, characterized in that: The transmission assembly is also provided with a first lower connecting surface in contact with the outer connecting surface and a second lower connecting surface in contact with the inner connecting surface. The bridge housing assembly and the transmission assembly are connected by a third bolt and a fourth bolt. A third mounting hole cooperating with the third bolt is provided on the first lower connecting surface, and a fourth mounting hole cooperating with the fourth bolt is provided on the second lower connecting surface.

4. The commercial vehicle electric drive axle assembly according to any one of claims 1 to 3, characterized in that: There are two external connection surfaces, which are parallel or in the same plane; there are two internal connection surfaces, which are parallel or in the same plane. The inner connecting surface is located inside the accommodating hole, and the outer connecting surface is located outside the accommodating hole.

5. The commercial vehicle electric drive axle assembly according to any one of claims 1 to 3, characterized in that: The gearbox assembly includes a differential assembly, which includes an oil collecting cover and a differential housing. The oil collecting cover is arranged on the differential housing, and an oil storage chamber for accommodating lubricating medium is formed between the oil collecting cover and the differential housing. The oil storage chamber is connected to the inner cavity of the differential housing through a through hole provided on the differential housing.

6. The commercial vehicle electric drive axle assembly according to claim 5, characterized in that: The differential assembly also includes a first bearing arranged on the differential housing. The oil collecting cover is arranged adjacent to the first bearing. The small diameter end of the oil collecting cover is close to the outer ring of the first bearing and there is a certain axial gap between the two. The large diameter end of the oil collecting cover is connected to the differential housing.

7. The commercial vehicle electric drive axle assembly according to any one of claims 1 to 3, characterized in that: The transmission assembly includes a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sliding sleeve assembly, a first power transmission mechanism for transmitting power from the main motor to the input shaft, a first gear transmission mechanism and a second gear transmission mechanism for transmitting power from the input shaft to the intermediate shaft, a first- and second-gear shift mechanism selectively combined with the first gear transmission mechanism or the second gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft to the output shaft and the differential assembly. The mechanical neutral gear hub sliding sleeve assembly is configured to control the engagement and disengagement of the second power transmission mechanism and the output shaft.

8. The commercial vehicle electric drive axle assembly according to claim 7, characterized in that: The first power transmission mechanism includes a first transmission mechanism connected to the main motor and a second transmission mechanism connected to the first transmission mechanism, and the second transmission mechanism is connected to the input shaft.

9. The commercial vehicle electric drive axle assembly according to claim 8, characterized in that: The second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft and the output shaft. The fourth transmission mechanism is connected to the differential assembly and the output shaft.

10. A vehicle, characterized in that: The commercial vehicle electric drive axle assembly comprises any one of claims 1 to 9.

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