Gearbox for electric drive axle, electric drive axle and automobile

Abstract

The utility model discloses a gearbox for an electric drive axle. Comprising a main motor, an input shaft, an intermediate shaft, an output shaft, a gear shifting mechanism, a planetary gear mechanism, a fixed tooth holder, a first power transmission mechanism used for transmitting power from the main motor to the input shaft, and a second power transmission mechanism used for transmitting power from the input shaft to the intermediate shaft and the output shaft. The planetary gear mechanism comprises a sun gear connected with the intermediate shaft, a planet carrier assembly connected with the differential mechanism assembly, a planet gear arranged on the planet carrier assembly and meshed with the sun gear, and a gear ring assembly meshed with the planet gear. The gear shifting mechanism is arranged to be matched with the fixed tooth holder, the planet carrier assembly and the gear ring assembly, and the planet gear mechanism is controlled to be switched among the neutral gear state, the first gear state and the second gear state. According to the gearbox used for the electric drive axle, the planetary gear mechanism capable of being switched to the neutral gear state is arranged, and mechanical disconnection of the tail end of a transmission chain during parking power take-off of the electric drive axle and cruising and trailer can be achieved. The utility model further discloses an electric drive axle and an automobile.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobiles, and specifically relates to a gearbox for an electric drive axle, the electric drive axle and an automobile. Background Art

[0002] To reduce user costs, new energy commercial vehicles will become a major development direction in the commercial vehicle sector. Electric drive axles primarily integrate drive motors, motor controllers, transmissions, and drive axles. Key features include highly integrated drive motors, transmissions, and drive axles, resulting in a compact structure; high transmission efficiency, with motor power directly driving the wheels via transmission gears and other mechanisms; automatic speed shifting, keeping the motor operating within a high-efficiency range; the elimination of the engine, traditional multi-speed transmission, and drive shaft in favor of electric motor drive, resulting in lightweight design; and brake feedback, enabling energy recovery and extending driving range. Therefore, electric drive axles are a key technological trend in the future of new energy commercial vehicles.

[0003] There are two main technical solutions for the existing two-speed electric drive axle. One is to arrange the shift device on two adjacent parallel shafts, and use a multi-stage cylindrical gear pair to achieve the purpose of reducing speed and increasing torque; the other is to arrange the shift mechanism on the parallel shaft, and use a multi-stage gear pair and a wheel-side reducer to achieve the purpose of reducing speed and increasing torque.

[0004] The above technical solution has the following defects:

[0005] 1. The gearbox has a large Y-axis dimension, which occupies the axial space of the motor. Due to the limited space of the vehicle layout, it cannot be used with a high-power motor. At the same time, the Y-axis dimension of the electric drive axle cannot meet the layout requirements of airbag models.

[0006] 2. All parallel shafts and motors are on the same side, and the X-axis length is too long. The motor is far from the centerline of the bridge housing, which will generate a large overturning moment.

[0007] 3. Adding a power take-off to the shift shaft will result in insufficient Y-axis space on the vehicle frame, posing a risk of dynamic interference.

[0008] 4. When a power take-off is arranged at the end of a parallel shaft system, the mechanical connection between the gear shaft system and the differential cannot be cut off, and parking power take-off cannot be achieved.

[0009] 5. When the vehicle is cruising, the auxiliary axle gear system rotates under the action of reverse drag, causing power loss.

[0010] 6. In towing mode, the oil pump does not work, and the shaft gear system rotates under the action of the reverse towing force, causing shaft gear erosion.

[0011] 7. No electric drive axle mechanical differential locking device.

[0012] Chinese patent application number 201911061308.6 discloses an electric drive axle, relating to the field of vehicle technology. The electric drive axle includes a reduction gear assembly and a differential assembly. The reduction gear assembly comprises a primary reduction gear assembly and a secondary reduction gear assembly. The primary reduction gear assembly, the differential assembly, and the secondary reduction gear assembly are sequentially connected in a transmission manner. The input end of the primary reduction gear assembly is connected to a power source, and the output end of the secondary reduction gear assembly is connected to a wheel hub assembly.

[0013] It is desirable to provide an improved transmission and electric drive axle, particularly how to achieve mechanical disconnection of the drive chain end (differential, wheel hub) during parking power take-off of the electric drive axle and during cruising and towing. Utility Model Content

[0014] 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 a gearbox for an electric drive axle, the purpose of which is to ensure that the electric drive axle can achieve parking power take-off and mechanical disconnection of the end of the drive chain during cruising and towing.

[0015] To achieve the above-mentioned object, the technical solution adopted by the present invention is as follows: a gearbox for an electric drive axle, comprising a main motor, an input shaft, an intermediate shaft, an output shaft, a shift mechanism, a planetary gear mechanism, a fixed gear seat, a first power transmission mechanism for transmitting power from the main motor to the input shaft, and a second power transmission mechanism for transmitting power from the input shaft to the intermediate shaft and the output shaft, the planetary gear mechanism comprising a sun gear connected to the intermediate shaft, a planetary carrier assembly connected to the differential assembly, planetary gears disposed on the planetary carrier assembly and meshing with the sun gear, and a ring gear assembly meshing with the planetary gears;

[0016] The shift mechanism is configured to cooperate with the fixed gear seat, the planetary carrier assembly and the ring gear assembly to control the planetary gear mechanism to switch between the neutral state, the first gear state and the second gear state.

[0017] 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.

[0018] The first transmission mechanism includes a first shaft connected to the main motor, a first gear arranged on the first shaft and a second gear meshing with the first gear; the second transmission mechanism includes a second shaft connected to the second gear, a third gear arranged on the second shaft and a fourth gear meshing with the third gear; the fourth gear is arranged on the input shaft.

[0019] The second power transmission mechanism includes a fifth gear connected to the input shaft, a sixth gear connected to the intermediate shaft and meshing with the fifth gear, and a seventh gear meshing with the sixth gear, wherein the seventh gear is connected to the output shaft.

[0020] The seventh gear is loosely sleeved on the output shaft. A power take-off neutral device is provided on the output shaft. The power take-off neutral device is configured to control the engagement and disengagement of the seventh gear and the output shaft.

[0021] The output shaft is connected to a power take-off, and the power take-off is connected to a hydraulic oil pump.

[0022] The planetary carrier assembly includes a planetary carrier body connected to the differential assembly and a first gear hub connected to the planetary carrier body, the ring gear assembly includes a ring gear body and a second gear hub connected to the ring gear body, the first gear hub and the second gear hub are arranged adjacent to each other, and the shift mechanism cooperates with the first gear hub and the second gear hub; when the planetary gear mechanism is in the first gear state, the shift mechanism is simultaneously engaged with the fixed gear seat and the second gear hub; when the planetary gear mechanism is in the second gear state, the shift mechanism is simultaneously engaged with the first gear hub and the second gear hub; when the planetary gear mechanism is in the neutral state, the shift mechanism is disconnected from the first gear hub and the second gear hub.

[0023] A differential lock is provided on the differential assembly.

[0024] The utility model also provides an electric drive axle, comprising the gearbox.

[0025] The utility model also provides a car, comprising the electric drive axle.

[0026] The utility model is used for a gearbox of an electric drive axle. By arranging a planetary gear mechanism that can be switched to a neutral state, the utility model can realize mechanical disconnection of the end of the transmission chain when the electric drive axle is parked and taking on power, and when cruising and towing. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] This manual includes the following drawings, which show the following contents:

[0028] Figure 1 It is a schematic diagram of the gearbox structure;

[0029] Figure 2 This is the power transmission path diagram of the gearbox in first gear;

[0030] Figure 3 This is the power transmission path diagram when the gearbox is in second gear;

[0031] The markings in the figure are: 1. Main motor; 2. First shaft; 3. Second shaft; 4. Input shaft; 5. Intermediate shaft; 6. Output shaft; 7. Differential assembly; 8. Seventh gear; 9. First gear; 10. Second gear; 11. Third gear; 12. Fourth gear; 13. Sun gear; 14. Planet carrier body; 15. Planetary gear; 16. Ring gear body; 17. Fixed gear seat; 18. Fifth gear; 19. Sixth gear; 20. Shift mechanism; 21. First hub gear; 22. Second hub gear; 23. Differential lock; 24. Hub unit; 25. Power take-off neutral device; 26. Hydraulic oil pump. DETAILED DESCRIPTION

[0032] 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.

[0033] like Figures 1 to 3 As shown, the utility model provides a transmission for an electric drive axle, comprising a transmission housing, a main motor, an input shaft, an intermediate shaft, an output shaft, a shift mechanism, a planetary gear mechanism, a fixed gear adapter, a first power transmission mechanism for transmitting power from the main motor to the input shaft, and a second power transmission mechanism for transmitting power from the input shaft to the intermediate shaft and the output shaft. The planetary gear mechanism comprises a sun gear connected to the intermediate shaft, a planetary carrier assembly connected to the differential assembly, planetary gears disposed on the planetary carrier assembly and meshing with the sun gear, and a ring gear assembly meshing with the planetary gears. The shift mechanism is configured to cooperate with the fixed gear adapter, the planetary carrier assembly, and the ring gear assembly to control the planetary gear mechanism to switch between neutral, first gear, and second gear. The fixed gear seat is fixedly connected to the transmission housing. The main motor, input shaft, intermediate shaft, output shaft, shift mechanism, planetary gear mechanism, fixed gear seat, first power transmission mechanism and second power transmission mechanism are located inside the transmission housing. The differential assembly, planetary gear mechanism and main motor are located on the same side of the first power transmission mechanism and the second power transmission mechanism. The planetary gear mechanism is located between the differential assembly and the second power transmission mechanism.

[0034] Specifically, if Figure 1As shown, 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. The first transmission mechanism includes a first shaft fixedly connected to the output end of the main motor, a first gear mounted on the first shaft, and a second gear meshing with the first gear. The second transmission mechanism includes a second shaft connected to the second gear, a third gear mounted on the second shaft, and a fourth gear meshing with the third gear, and the fourth gear is mounted on the input shaft. The first gear is fixedly mounted on the first shaft, the second and third gears are fixedly mounted on the second shaft, and the fourth gear is fixedly mounted on the input shaft. The first and second shafts are parallel to the input shaft, the intermediate shaft, and the output shaft.

[0035] In this embodiment, the first shaft and the main motor are spline-matched, and the first gear and the first shaft are integrally machined gear shafts; the first gear and the second gear are meshed with each other to form a primary transmission of the shaft-tooth system; the second gear and the third gear are rigidly connected to the second shaft, and the fourth gear and the third gear are meshed with each other to form a secondary transmission of the shaft-tooth system, and the fourth gear is fixed on the input shaft, and the fourth gear is rigidly connected to the input shaft.

[0036] like Figure 1 As shown, the second power transmission mechanism forms a three-stage transmission system with a shaft-gear system. The second power transmission mechanism includes a fifth gear connected to the input shaft, a sixth gear connected to the intermediate shaft and meshing with the fifth gear, and a seventh gear meshing with the sixth gear. The seventh gear is connected to the output shaft. The fifth gear is fixed to the input shaft and rigidly connected to the input shaft. The sixth gear meshes with the fifth gear and is fixed to the intermediate shaft and rigidly connected to the intermediate shaft.

[0037] like Figure 1 As shown, the seventh gear is loosely mounted on the output shaft, which is connected to the hydraulic oil pump. A power take-off (PTO) neutralizing device is provided on the output shaft. This device is configured to control the engagement and disengagement of the seventh gear from the output shaft, thereby enabling the engagement and disengagement of the second power transmission mechanism from the output shaft. The seventh gear is loosely mounted on the output shaft via a cylindrical bearing and is splined to the output shaft. The PTO neutralizing device is a sliding-sleeve shifting mechanism. When the PTO neutralizing device is engaged with both the seventh gear and the output shaft, the seventh gear and the output shaft rotate synchronously, transmitting power to the PTO and the hydraulic oil pump, driving their operation. When the PTO neutralizing device is disengaged from the seventh gear, the seventh gear and the output shaft cannot rotate synchronously.

[0038] like Figure 1As shown, the planetary carrier assembly includes a planetary carrier body connected to the differential assembly and a first gear hub connected to the planetary carrier body. The planetary carrier body is rigidly connected to the differential housing of the differential assembly, and the two rotate as a whole. All planetary gears are rotatably mounted on the planetary carrier body and are distributed around the outer periphery of the sun gear. The sun gear is coaxially fixedly connected to the intermediate shaft, and the first gear hub is coaxially fixedly connected to the planetary carrier body. The ring gear assembly includes a ring gear body and a second gear hub connected to the ring gear body. The first and second gear hubs are arranged adjacent to each other. All planetary gears are located in the center hole of the ring gear body, meshing with the ring gear body, and the second gear hub is coaxially fixedly connected to the ring gear body.

[0039] The shift mechanism is a sliding sleeve-type shift mechanism, comprising a movable sliding sleeve equipped with internal and external splines. The sliding sleeve mates with a fixed gear adapter, a first gear hub, and a second gear hub. The shift mechanism has three operating states: an intermediate state, a first engaged state, and a second engaged state.

[0040] When the shift mechanism is in the first engagement state, the planetary gear mechanism is in the first gear state, the sliding sleeve of the shift mechanism is engaged with the fixed gear seat and the second gear hub at the same time, the ring gear assembly is engaged with the fixed gear seat through the sliding sleeve, the ring gear assembly cannot rotate, and the planetary carrier assembly can rotate. The power from the intermediate shaft can be transmitted to the differential assembly through the planetary gear mechanism, and the planetary gear mechanism plays a deceleration role.

[0041] When the shift mechanism is in the second engagement state, the planetary gear mechanism is in the second gear state, and the sliding sleeve of the shift mechanism is engaged with the first gear hub and the second gear hub at the same time. At this time, the ring gear assembly and the planetary carrier assembly are rigidly connected, and the sun gear, ring gear assembly and planetary carrier assembly rotate synchronously. The intermediate shaft drives the differential assembly to rotate synchronously through the planetary gear mechanism. At this time, the planetary gear mechanism cannot play a deceleration role.

[0042] When the shift mechanism is in the middle state, the sliding sleeve is in the middle position, the planetary gear mechanism is in the neutral state, the sliding sleeve of the shift mechanism is disconnected from the first gear hub and the second gear hub, the ring gear assembly is in the idling state, and the power from the intermediate shaft does not pass through the planetary gear mechanism, but is directly transmitted to the output shaft.

[0043] The following combination Figures 1 to 3 The power transmission path of the transmission is described.

[0044] To meet various driving conditions and ensure efficient motor output and vehicle power economy, the transmission is equipped with neutral, first, and second gears. The gear shifting is achieved by driving the sliding sleeve through the shift actuator.

[0045] like Figures 1 to 3As shown, the transmission's neutral, first gear, and second gear switching methods and power transmission routes are as follows:

[0046] When the shift mechanism is in the middle state, the transmission is in neutral;

[0047] When the transmission shifts into first gear, the shift actuator controls the shift mechanism to switch from the intermediate state to the first engaged state. The shift mechanism's sliding sleeve simultaneously engages with the fixed gear holder and the second gear hub, and the transmission is now in first gear. The main motor transmits power to the first gear via the first shaft. The first gear transmits power to the second shaft via the meshing second gear. The second shaft transmits power to the fourth gear via the third gear. The fourth gear transmits power to the fifth gear via the input shaft. The fifth gear transmits power to the sun gear via the intermediate shaft. The ring gear assembly cannot rotate. The sun gear rotates the planetary carrier assembly via the planetary gears, and the planetary carrier assembly drives the differential assembly to rotate synchronously. This allows power from the intermediate shaft to be transmitted to the differential assembly via the planetary gear mechanism. The differential then transmits power to the hub unit through power distribution.

[0048] Similarly, when the transmission shifts into second gear, the shift actuator controls the shift mechanism to switch from the intermediate state to the second engaged state. The shift mechanism's sliding sleeve engages both the first and second hub gears, effectively shifting the transmission into second gear. The main motor transmits power to the first gear via the first shaft. The first gear transmits power to the second shaft via the meshing second gear. The second shaft transmits power to the fourth gear via the third gear. The fourth gear transmits power to the fifth gear via the input shaft. The fifth gear transmits power to the sun gear via the intermediate shaft. The sun gear, ring gear assembly, and planetary carrier assembly rotate synchronously. The intermediate shaft drives the differential assembly through the planetary gear mechanism, transmitting power from the intermediate shaft to the differential assembly via the planetary gear mechanism. The differential then distributes power to the wheel hub unit.

[0049] like Figure 1 As shown, the electric drive axle power take-off and its hydraulic oil pump 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.

[0050] (1) When the vehicle is taking power, the shift mechanism is not in the middle state, the neutral gear of the power take-off is in the engaged state, and the neutral gear of the power take-off is combined with the seventh gear and the output shaft at the same time. The power generated by the main motor is transmitted to the seventh gear through the first power transmission mechanism, the fifth gear and the sixth gear, and the power is then transmitted to the output shaft through the neutral gear of the power take-off. Finally, the output shaft transmits the power to the power take-off and the hydraulic oil pump.

[0051] (2) When the vehicle is parked and power is taken off, the shift mechanism is in the middle state, the neutral gear of the power take-off is in the engaged state, and the neutral gear of the power take-off is simultaneously combined with the seventh gear and the output shaft. The power generated by the main motor is transmitted to the seventh gear through the first power transmission mechanism, the fifth gear and the sixth gear, and then the power is transmitted to the output shaft through the neutral gear of the power take-off. Finally, the output shaft transmits the power to the hydraulic oil pump.

[0052] (3) When the power take-off is in neutral, the power transmission path in front of the output shaft remains unchanged, the power take-off neutral device is in the disconnected state, the power take-off neutral device is separated from the seventh gear, the seventh gear is idling, and the power take-off and hydraulic oil pump do not work.

[0053] like Figure 1 As shown in the figure, when towing a vehicle due to a faulty electric drive axle, under the towing condition, the neutral gear device of the power take-off is in the disconnected state, the hydraulic oil pump (which is an electronic oil pump) does not work, and the planetary gear mechanism in the neutral state can block the reverse drag force of the wheel from being transmitted to the axle gear system, thereby avoiding axle gear erosion.

[0054] Therefore, in towing mode, if the center or rear axle fails and the electronic oil pump cannot supply oil, the reverse drag force will cause the gears and bearings of the axle system to be delubricated and burn out. By switching the shift mechanism to the intermediate state and disconnecting the neutral position of the power take-off, the reverse drag force can be blocked from being transmitted to the axle system. At this time, only the differential and cross-pinion shaft gears and bearings are in operation. Because the differential and cross-pinion shaft are located at the lower point of the transmission, the oil churned by the rotation of these parts will lubricate the gears and bearings of the differential and cross-pinion shaft, thus preventing the axle gears from burning out.

[0055] like Figure 1 As shown, the differential assembly is connected to two wheel hub units via two half-shafts, located on either side of the electric drive axle. One half-shaft passes through a hollow intermediate shaft, and the two half-shafts are coaxial with the intermediate shaft. A differential lock is installed on the differential assembly. The differential assembly consists of a differential housing and half-shaft gears, with the half-shaft gears located inside the differential housing and the differential lock located on one side of the differential housing. The differential lock is a mechanism that locks the differential assembly's differential function. It is designed to control the engagement and disengagement of the differential housing and the half-shafts (which do not pass through the intermediate shaft). When the differential lock is simultaneously engaged with the half-shafts and the differential housing, the lock is achieved, allowing the half-shafts and differential housing to rotate synchronously. When the differential lock is simultaneously disengaged from the differential housing, the lock is unlocked. By setting the differential lock to meet the needs of specific roads, the differential lock can force the unequal speed rotation of the half-shafts on both sides to equal speed rotation, so that the car can still maintain power output when one side of the wheel slips.

[0056] When the gearbox of the present invention is used in an electric drive axle of a commercial vehicle, it is located between air suspensions arranged on either side of the vehicle. The air suspensions include air springs, and the gearbox 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 space in the Y direction (the vehicle's width). The main motor, the first gear transmission mechanism, the second gear transmission mechanism, and the shift mechanism are located on a straight line parallel to the X direction (the vehicle's length). This reduces the overall Y dimension of the gearbox, allowing the main motor to use a higher-power motor. The gearbox is easily positioned between the two air springs, thus reducing the overall Y 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, allowing the shift shaft to be positioned away from the motor.

[0057] The gearbox of the present invention has the following advantages:

[0058] 1. Since the first and second shafts use a simple gear pair transmission, it provides a larger layout space for the motor in the Y direction. The shift system is arranged on the input shaft, staggering the Y direction position of the motor. The Y direction size of the gearbox 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.

[0059] 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.

[0060] 3. The planetary gear mechanism can be switched to neutral, and a power take-off neutral device is provided to cut off the mechanical connection between the gear shaft system and the differential at the end of the power transmission chain, thus realizing the parking power take-off function.

[0061] 4. When the vehicle is cruising, the power take-off neutral device is disconnected, the planetary gear mechanism is in neutral, the first power transmission mechanism, the second power transmission mechanism and the main motor do not operate, and only the differential assembly and the planetary carrier rotate under the action of the reverse drag force. The rear axle motor and part of the shaft and gear system are not rotated by the reverse drag force, reducing energy loss from gear meshing and bearing rotation, reducing the number of moving parts, and improving economy.

[0062] 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.

[0063] 6. Add a power take-off (PTO) and hydraulic oil pump to the other side of the axle housing to provide frame space for the PTO. Placing the PTO on the other side of the axle housing, off-axis from the other shafting, provides ample Y-axis space and mitigates the risk of dynamic interference.

[0064] 7. Under towing conditions, the mechanical connection between the motor and the differential can be cut off, and the gears and bearings will not be burned even if the oil pump cannot work.

[0065] The utility model also provides an electric drive axle, including a gearbox of the above structure. The specific structure of the gearbox can be referred to Figures 1 to 3 Since the electric drive axle of the present invention includes the gearbox in the above embodiment, it has all the advantages of the above gearbox.

[0066] This embodiment also provides a car, comprising the electric drive axle of the above structure.

[0067] In this embodiment, the automobile is a two-speed heavy-duty commercial vehicle.

[0068] 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. A gearbox for an electric drive axle, characterized by: The transmission comprises a main motor, an input shaft, an intermediate shaft, an output shaft, a shift mechanism, a planetary gear mechanism, a fixed gear seat, a first power transmission mechanism for transmitting power from the main motor to the input shaft, and a second power transmission mechanism for transmitting power from the input shaft to the intermediate shaft and the output shaft. The planetary gear mechanism comprises a sun gear connected to the intermediate shaft, a planetary carrier assembly connected to the differential assembly, planetary gears disposed on the planetary carrier assembly and meshing with the sun gear, and a ring gear assembly meshing with the planetary gears. The shift mechanism is configured to cooperate with the fixed gear seat, the planetary carrier assembly and the ring gear assembly to control the planetary gear mechanism to switch between the neutral state, the first gear state and the second gear state.

2. The gearbox for an electric drive axle according to claim 1, 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.

3. The gearbox for an electric drive axle according to claim 2, characterized in that: The first transmission mechanism includes a first shaft connected to the main motor, a first gear arranged on the first shaft and a second gear meshing with the first gear; the second transmission mechanism includes a second shaft connected to the second gear, a third gear arranged on the second shaft and a fourth gear meshing with the third gear; the fourth gear is arranged on the input shaft.

4. The gearbox for an electric drive axle according to any one of claims 1 to 3, characterized in that: The second power transmission mechanism includes a fifth gear connected to the input shaft, a sixth gear connected to the intermediate shaft and meshing with the fifth gear, and a seventh gear meshing with the sixth gear, wherein the seventh gear is connected to the output shaft.

5. The gearbox for an electric drive axle according to claim 4, characterized in that: The seventh gear is loosely sleeved on the output shaft. A power take-off neutral device is provided on the output shaft. The power take-off neutral device is configured to control the engagement and disengagement of the seventh gear and the output shaft.

6. The gearbox for an electric drive axle according to claim 5, characterized in that: The output shaft is connected to a power take-off, and the power take-off is connected to a hydraulic oil pump.

7. The gearbox for an electric drive axle according to any one of claims 1 to 3, characterized in that: The planetary carrier assembly includes a planetary carrier body connected to the differential assembly and a first gear hub connected to the planetary carrier body, the ring gear assembly includes a ring gear body and a second gear hub connected to the ring gear body, the first gear hub and the second gear hub are arranged adjacent to each other, and the shift mechanism cooperates with the first gear hub and the second gear hub; when the planetary gear mechanism is in the first gear state, the shift mechanism is simultaneously engaged with the fixed gear seat and the second gear hub; when the planetary gear mechanism is in the second gear state, the shift mechanism is simultaneously engaged with the first gear hub and the second gear hub; when the planetary gear mechanism is in the neutral state, the shift mechanism is disconnected from the first gear hub and the second gear hub.

8. The gearbox for an electric drive axle according to any one of claims 1 to 3, characterized in that: A differential lock is provided on the differential assembly.

9. An electric drive bridge, characterized in that: A gearbox comprising any one of claims 1 to 8.

10. An automobile, characterized in that: Including the electric drive axle according to claim 9.

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