Commercial vehicle electric drive axle with half axle disengaging mechanism

Abstract

The utility model discloses a commercial vehicle electric drive axle with a half axle disengagement mechanism, which comprises a driving mechanism and a differential mechanism, two ends of the differential mechanism are connected with a left half axle and a right half axle, the left half axle and the right half axle are respectively connected with wheels, the commercial vehicle electric drive axle further comprises the half axle disengagement mechanism, and the right half axle comprises a right half axle and a second right half axle. The half shaft disengaging mechanism comprises integrated sliding sleeves and a shifting fork unit, the integrated sliding sleeves comprise the first integrated sliding sleeve and the second integrated sliding sleeve, splines are arranged on the inner sides of the integrated sliding sleeves, the first integrated sliding sleeve can be connected with a differential shell in a clamped mode, and the second integrated sliding sleeve can be connected with a right half shaft and a second right half shaft in a clamped mode. The integrated sliding sleeve is adopted, a half shaft disengaging mechanism and a differential lock structure are combined, opening / closing of the differential lock and disconnection / combination of a half shaft can be met at the same time, an electric drive axle has a disengagement mode, a driving mode and an energy-saving mode, dragging loss is reduced, and the endurance mileage of a vehicle is comprehensively increased.

Description

Technical Field

[0001] The utility model relates to the technical field of drive axle assemblies, in particular to a commercial vehicle electric drive axle with a half-axle disengagement mechanism. Background Art

[0002] With the increasing adoption of new energy commercial vehicles, various advanced drive systems have been developed to meet these needs. Among them, electric drive axles integrate a drive motor, transmission, and conventional drive axles to directly drive the vehicle. With their compact structure, high transmission efficiency, and lightweight design, they are increasingly being used in pure electric commercial vehicles.

[0003] Currently, common 6×4 heavy-duty tractors are equipped with two electric drive axles. The total number of drive motors on the vehicle ranges from two, three, or four. The transmissions on the electric drive axles are typically two or three gears. By engaging neutral, the motors and drive axles can be disconnected, preventing wheel-end torque from driving the motors to idle and reducing energy loss. However, this disconnection is incomplete. During high-speed cruising or unloaded return trips, when torque demand is low, a single electric drive axle can operate to meet the vehicle's needs. However, the differential on the inactive drive axle will rotate passively. The differential's main reduction gear and meshing gears will still churn the oil under the influence of the wheel axles, generating churning losses. This increases the torque demand on the active electric drive axle, impacting the vehicle's range. Test results indicate that the drag torque of the components within the inactive drive axle accounts for approximately 2% to 7% of the wheel-end drive torque. Therefore, a design for a half-axle disconnection mechanism is needed to reduce drag losses and improve the range of pure electric vehicles. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide a commercial vehicle electric drive axle with a half-axle disengagement mechanism to solve the problems of high non-drag loss and poor economy of the non-working drive axle in the existing technology.

[0005] In order to solve the above technical problems, the present invention adopts the following technical solutions: a commercial vehicle electric drive axle with a half-shaft disengagement mechanism, including a drive mechanism and a differential connected to the drive mechanism, wherein the two ends of the differential are connected to a left half-shaft and a right half-shaft, and the left half-shaft and the right half-shaft are respectively connected to wheels.

[0006] The commercial vehicle electric drive axle with a half-axle disengagement mechanism also includes a half-axle disengagement mechanism.

[0007] The right half shaft comprises a right half shaft and a right second half shaft which are coaxially plugged in. The right half shaft is connected to a differential, and the right second half shaft is connected to wheels. The right half shaft and the right second half shaft can rotate relative to each other.

[0008] The half-shaft disengaging mechanism comprises an integrated sliding sleeve sleeved on the right half-shaft and the right second half-shaft and a shift fork unit for adjusting the relative position of the integrated sliding sleeve.

[0009] The integrated sliding sleeve comprises a first integrated sliding sleeve and a second integrated sliding sleeve which are connected to each other. The first integrated sliding sleeve and the second integrated sliding sleeve are both hollow cylindrical. The diameter of the first integrated sliding sleeve is greater than that of the second integrated sliding sleeve.

[0010] The inner side of the integrated sliding sleeve is provided with a spline. The first integrated sliding sleeve can be engaged with the differential housing, and the second integrated sliding sleeve can be engaged with the right half shaft and the second right half shaft.

[0011] The utility model also has the following technical features:

[0012] The splines include a large sleeve spline provided on the inner side of the first integrated sleeve and a first sleeve spline, a second sleeve spline and a third sleeve spline provided on the inner side of the second integrated sleeve.

[0013] A sleeve groove 1 is provided on the inner side of the second integrated sleeve between the sleeve spline 1 and the sleeve spline 2, and a sleeve groove 2 is provided on the inner side of the second integrated sleeve between the sleeve spline 2 and the sleeve spline 3.

[0014] A half-shaft gear spline is provided on the outer side of the right half-shaft close to one end of the right second half-shaft.

[0015] The right two half shafts include a first right two half shafts and a second right two half shafts which are sequentially connected and connected. The second right two half shafts are sequentially provided with a half shaft spline 1 and a half shaft spline 2.

[0016] A half-shaft groove 1 is formed between the half-shaft spline 1 and the end of the second right half-shaft, and a half-shaft groove 2 is formed between the half-shaft spline 1 and the half-shaft spline 2.

[0017] A differential spline is provided on the outer side of the right half shaft of the differential housing.

[0018] The axle shaft gear spline is matched with the sliding sleeve spline.

[0019] The half-shaft spline 1 cooperates with the sliding sleeve spline 2.

[0020] The second half-shaft spline cooperates with the third sliding sleeve spline.

[0021] The differential splines are matched with the large splines of the sliding sleeve.

[0022] A snap ring is further installed on the outer side of the second integrated sliding sleeve, and a shift fork groove is formed between the snap ring and the first integrated sliding sleeve.

[0023] The commercial vehicle electric drive axle with a half-axle disengagement mechanism further comprises a main housing and axle housings mounted at both ends of the main housing.

[0024] The differential is located in the main housing, and the left half shaft and the right half shaft are located in the axle housing.

[0025] The differential is connected to the main housing via a differential bearing.

[0026] The fork unit comprises a fork shaft, one end of which is connected to the piston and the other end of which is passed through the axle housing.

[0027] The piston is located in a cylinder body composed of a cylinder cover and a main housing, and one end of the shift fork shaft extends out of the main housing.

[0028] The fork unit further comprises a solenoid valve, which is mounted on the main housing and connected to the cylinder body via an air path in the main housing.

[0029] A shift fork is also installed on the shift fork shaft, and the shift fork is matched with the shift fork groove.

[0030] The fork unit also includes a self-locking mechanism.

[0031] The self-locking mechanism includes an integrated self-locking pin on the bridge housing. A spring steel ball is installed on a section of the integrated self-locking pin facing the fork shaft. The spring steel ball cooperates with a self-locking groove provided on the fork shaft.

[0032] There are three self-locking grooves arranged on the shift fork shaft.

[0033] A half-shaft connecting groove is provided on one end of the right half-shaft close to the right second half-shaft, and the first right second half-shaft extends into the half-shaft connecting groove and is connected to the half-shaft connecting groove through a half-shaft connecting bearing.

[0034] The driving mechanism includes a driving motor and a transmission. The driving motor is connected to the input shaft of the transmission. The transmission output gear in the transmission is meshed with the main reduction gear of the differential.

[0035] Compared with the prior art, the present invention has the following technical effects:

[0036] (I) The utility model provides an electric drive axle for commercial vehicles with a half-shaft disengagement mechanism, which adopts an integrated sliding sleeve to merge the half-shaft disengagement mechanism with the differential lock structure. A set of shift actuators can simultaneously meet the needs of opening / closing the differential lock and disconnecting / engaging the half-shafts, so that the electric drive axle has escapement, driving, and energy-saving modes. The half-shafts can be selectively disengaged and engaged according to the working conditions, and the power on and off between the differential and the drive wheels can be dynamically controlled, thereby reducing drag loss and comprehensively improving the vehicle's cruising range.

[0037] (II) The utility model provides an electric drive axle for commercial vehicles with a half-axle disengagement mechanism, which realizes the switching of various modes during normal driving of the vehicle, fully utilizes the advantages of 6×4 and 6×2 vehicle drives, and maximizes the economy while taking into account the power of the commercial vehicle.

[0038] (III) The utility model provides a commercial vehicle electric drive axle with a half-axle disengagement mechanism, which has high integration, small space occupation and low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 The utility model is a schematic diagram of the overall structure of a commercial vehicle electric drive axle with a half-axle disengagement mechanism.

[0040] Figure 2 It is a partial cross-sectional structural diagram of the utility model under the driving mode.

[0041] Figure 3 for Figure 2 A partial enlarged schematic diagram.

[0042] Figure 4 It is a partial cross-sectional structural schematic diagram of the utility model in the escape mode.

[0043] Figure 5 This is a partial cross-sectional structural diagram of the utility model in energy-saving mode.

[0044] Figure 6 It is a schematic diagram of the overall structure of the integrated sliding sleeve of the utility model.

[0045] Figure 7 This is a schematic structural diagram of the differential and the right half-axle of the utility model.

[0046] Figure 8 This is a schematic diagram of the overall structure of the right second half-axle of the present utility model.

[0047] The meaning of each reference numeral in the accompanying drawings:

[0048] 1-drive mechanism, 2-differential, 3-left half-shaft, 4-right half-shaft, 5-wheel, 6-half-shaft disengagement mechanism, 7-main housing, 8-axle housing, 9-differential bearing, 10-differential spline, 11-main reduction gear, 12-differential housing.

[0049] 1-1-drive motor, 1-2-transmission.

[0050] 4-1-right half shaft, 4-2-right second half shaft, 4-3-half shaft gear spline, 4-4-half shaft connecting groove, 4-5 half shaft connecting bearing.

[0051] 6-1-Integrated sliding sleeve, 6-2-Fork unit, 6-3-Spline.

[0052] 4-2-1-first right second half-shaft, 4-2-2-second right second half-shaft, 4-2-3-half-shaft spline one, 4-2-4-half-shaft spline two, 4-2-5-half-shaft groove one, 4-2-6-half-shaft groove two.

[0053] 6-1-1-1st integrated sliding sleeve, 6-1-2-second integrated sliding sleeve, 6-1-3-circlip, 6-1-4-fork groove

[0054] 6-2-1-Shift fork shaft, 6-2-2-Piston, 6-2-3-Cylinder head, 6-2-4-Solenoid valve, 6-2-5-Shift fork, 6-2-6-Self-locking mechanism.

[0055] 6-3-0-sleeve large spline, 6-3-1-sleeve spline one, 6-3-2-sleeve spline two, 6-3-3-sleeve spline three, 6-3-4-sleeve groove one, 6-3-5-sleeve groove two.

[0056] The specific contents of the present invention are further explained in detail below with reference to the embodiments. DETAILED DESCRIPTION

[0057] Unless otherwise specified, all components in the present invention are components known in the prior art.

[0058] The following are specific embodiments of the present invention. It should be noted that the present invention is not limited to the following specific embodiments, and all equivalent modifications made on the basis of the technical solution of this application fall within the scope of protection of the present invention.

[0059] Example 1:

[0060] This embodiment provides a commercial vehicle electric drive axle with a half-axle disengagement mechanism, such as 1- Figure 4 As shown, it includes a driving mechanism 1 and a differential 2 connected to the driving mechanism 1, wherein the two ends of the differential 2 are connected to a left half shaft 3 and a right half shaft 4, and the left half shaft 3 and the right half shaft 4 are respectively connected to wheels 5.

[0061] The commercial vehicle electric drive axle with a half-shaft disengaging mechanism further includes a half-shaft disengaging mechanism 6 .

[0062] The right half shaft 4 includes a right half shaft 4-1 and a right second half shaft 4-2 that are coaxially plugged in. The right half shaft is connected to the differential 2, and the right second half shaft 4-2 is connected to the wheels. The right half shaft 4-1 and the right second half shaft 4-2 can rotate relative to each other.

[0063] The half-shaft disengaging mechanism 6 includes an integrated sliding sleeve 6-1 sleeved on the right half-shaft 4-1 and the right second half-shaft 4-2 and a shift fork unit 6-2 for adjusting the relative position of the integrated sliding sleeve 6-1.

[0064] The integrated sleeve 6-1 includes a first integrated sleeve 6-1-1 and a second integrated sleeve 6-1-2 which are connected to each other. The first integrated sleeve 6-1-1 and the second integrated sleeve 6-1-2 are both hollow cylindrical. The diameter of the first integrated sleeve 6-1-1 is larger than that of the second integrated sleeve 6-1-2.

[0065] The integrated sleeve 6-1 has a spline 6-3 on its inner side. The first integrated sleeve 6-1-1 can be engaged with the differential housing, and the second integrated sleeve 6-1-2 can be engaged with the right half shaft 4-1 and the right second half shaft 4-2.

[0066] like Figure 6 As shown, the integrated sleeve 6-1 adopts a segmented spline structure. This not only fully considers the effective spline engagement length in different modes to ensure the spline's torsional strength, but also shortens the shift stroke, effectively compressing the space of the shift actuator, which is beneficial for the layout of components such as the brake chamber and leaf spring seat on the electric drive axle.

[0067] When the shift integrated sleeve 6 - 1 is in the middle position, the integrated sleeve 6 - 1 connects the right half shaft 4 - 1 of the differential with the right half shaft 4 , and the electric drive axle is in a normal driving mode.

[0068] When the fork unit 6-2 moves the integrated sleeve 6-1 to the left, the integrated sleeve 6 rigidly connects the right half-shaft 4-1, the right half-shaft 4, and the differential housing together, which is equivalent to the differential lock being opened and the electric drive axle is in the escape mode.

[0069] When the fork unit 6-2 moves the integrated sleeve 6-1 to the right, the differential half-shaft gear is completely separated from the right half-shaft 4, power cannot be transmitted, and the electric drive axle is in energy-saving mode.

[0070] The drive mechanism 1 includes a drive motor 1-1 and a transmission 1-2. The drive motor 1-1 is connected to the input shaft of the transmission 1-2. The transmission output gear in the transmission 1-2 is engaged with the main reduction gear 10 of the differential 2. The main reduction gear 10 is fixed on the differential housing 11. The right half shaft 4-1 and the right second half shaft 4-2 are connected through the half shaft connecting bearing 4-5. The integrated sleeve 6-1 is loosely mounted on the right half shaft 4-1 and the right second half shaft 4-2. The fork unit 6-2 cooperates with the integrated sleeve 6-1. The other end of the right second half shaft 4-2 is connected to the wheel 5, and the two ends of the left half shaft 3 are respectively connected to the differential 2 and the wheel 5.

[0071] The utility model provides a commercial vehicle electric drive axle with a half-shaft disengagement mechanism, which adopts an integrated sliding sleeve to merge the half-shaft disengagement mechanism with the differential lock structure. A set of shift actuators can simultaneously meet the opening / closing of the differential lock and the disconnection / engagement of the half-shafts, so that the electric drive axle has escapement, driving, and energy-saving modes. The half-shafts can be selectively disengaged and engaged according to the working conditions, and the power on and off between the differential and the drive wheels can be dynamically controlled, thereby reducing drag loss and comprehensively improving the vehicle's cruising range.

[0072] As a preferred embodiment of this invention:

[0073] like Figure 6 As shown, the spline 6-3 includes a large sleeve spline 6-3-0 opened on the inner side of the first integrated sleeve 6-1-1 and a sleeve spline 1 6-3-1, a sleeve spline 2 6-3-2 and a sleeve spline 3 6-3-3 opened on the inner side of the second integrated sleeve 6-1-2.

[0074] A sleeve groove 1 6-3-4 is provided on the inner side of the second integrated sleeve 6-1-2 between the sleeve spline 1 6-3-1 and the sleeve spline 2 6-3-2, and a sleeve groove 2 6-3-5 is provided on the inner side of the second integrated sleeve 6-1-2 between the sleeve spline 2 6-3-2 and the sleeve spline 3 6-3-3.

[0075] As a preferred embodiment of this invention:

[0076] like Figure 7-Figure 8 As shown, a half-shaft gear spline 4-3 is provided on the outer side of the right half-shaft 4-1 close to one end of the right second half-shaft 4-2.

[0077] The right two half shafts 4-2 include a first right two half shafts 4-2-1 and a second right two half shafts 4-2-2 which are connected in sequence and arranged in communication. The second right two half shafts 4-2-2 are provided with a half shaft spline 1 4-2-3 and a half shaft spline 2 4-2-4 in sequence.

[0078] A half-shaft groove 1 4-2-5 is located between the half-shaft spline 1 4-2-3 and the end of the second right half-shaft 4-2-2, and a half-shaft groove 2 4-2-6 is located between the half-shaft spline 1 4-2-3 and the half-shaft spline 2 4-2-4.

[0079] A differential spline 10 is provided on the outer side of the right half shaft 4 - 1 on the differential 2 housing.

[0080] The axle gear spline 4-3 cooperates with the sleeve spline 6-3-1.

[0081] The half shaft spline 1 4-2-3 cooperates with the sleeve spline 2 6-3-2.

[0082] The second half-shaft spline 4-2-4 cooperates with the third sleeve spline 6-3-3.

[0083] The differential spline 10 cooperates with the large spline 6-3-0 of the sliding sleeve.

[0084] As a preferred embodiment of this invention:

[0085] like Figure 6 As shown, a snap ring 6-1-3 is further installed on the outer side of the second integrated sliding sleeve 6-1-2, and a shift fork groove 6-1-4 is formed between the snap ring 6-1-3 and the first integrated sliding sleeve 6-1-1.

[0086] As a preferred embodiment of this invention:

[0087] like Figure 2-Figure 5 As shown, the commercial vehicle electric drive axle with a half-axle disengagement mechanism further includes a main housing 7 and axle housings 8 installed at both ends of the main housing 7.

[0088] The differential 2 is located in the main housing 7 , and the left half-shaft 3 and the right half-shaft 4 are located in the axle housing 8 .

[0089] The differential 2 is connected to the main housing 7 via a differential bearing 9; the main housing 7 is connected to the axle housing 8 via bolts.

[0090] As a preferred embodiment of this invention:

[0091] like Figure 2-Figure 5 As shown, the fork unit 6-2 includes a fork shaft 6-2-1, one end of which is connected to the piston 6-2-2 and the other end is passed through the bridge housing 8.

[0092] The piston 6-2-2 is located in a cylinder body composed of a cylinder head 6-2-3 and a main housing 7, and one end of the shift fork shaft 6-2-1 extends out of the main housing 7.

[0093] The fork unit 6-2 also includes a solenoid valve 6-2-4, which is installed on the main housing 7 and connected to the cylinder body through the air path in the main housing 7. A fork 6-2-5 is also installed on the fork shaft 6-2-1, and the fork 6-2-5 cooperates with the fork groove 6-1-4.

[0094] The solenoid valve 6-2-4 determines the position of the piston 6-2-2 by controlling the on-off of the air circuit, and then moves the position of the integrated sleeve 6-1 through the shift fork 6-2-5 to meet the driving mode, escape mode and energy-saving mode required by the electric drive axle.

[0095] As a preferred embodiment of this invention:

[0096] like Figure 2-Figure 5As shown, the fork unit 6-2 further includes a self-locking mechanism 6-2-6.

[0097] The self-locking mechanism 6-2-6 includes an integrated self-locking pin on the bridge housing 8, and a spring steel ball is also installed on a section of the integrated self-locking pin facing the fork shaft 6-2-1, and the spring steel ball cooperates with the self-locking groove opened on the fork shaft 6-2-1.

[0098] There are three self-locking grooves on the fork shaft 6-2-1.

[0099] The spring steel ball in the integrated self-locking pin is stuck in the groove of the fork shaft 6-2-1 to ensure reliable self-locking of the gear after shifting.

[0100] As a preferred embodiment of this invention:

[0101] like Figure 2-Figure 4 As shown, the right half-shaft 4-1 is provided with a half-shaft connecting groove 4-4 at one end close to the right second half-shaft 4-2, and the first right second half-shaft 4-2-1 extends into the half-shaft connecting groove 4-4 and is connected to the half-shaft connecting groove 4-4 through the half-shaft connecting bearing 4-5.

[0102] The specific working process of this utility model:

[0103] In the driving mode, the sleeve spline 2 6-3-2 and the sleeve spline 3 6-3-3 on the integrated sleeve 6-1 are combined with the half-shaft spline 1 4-2-3 and the half-shaft spline 2 4-2-4 on the right half-shaft 4-2.

[0104] In the escape mode, the large sleeve spline 6-3-0 on the integrated sleeve 6 is combined with the differential spline 10, and the second sleeve spline 6-3-2 on the integrated sleeve 6 is combined with the half-shaft spline 1 4-2-3 on the right half-shaft 4-2.

[0105] In energy-saving mode, the sleeve groove 1 6-3-4 and the sleeve groove 2 6-3-5 on the integrated sleeve 6-1 are combined with the half-shaft spline 1 4-2-3 and the half-shaft spline 2 4-2-4 on the right half-shaft 4-2, and the sleeve spline 2 6-3-2 on the integrated sleeve 6-1 is combined with the half-shaft groove 2 4-2-6 on the right half-shaft 4-2.

[0106] Regardless of the driving mode, the sleeve spline 6-3-1 on the integrated sleeve 6-1 is combined with the side shaft gear spline 4-3.

[0107] After the half-shafts of the electric drive axle of the present invention are disengaged, the main reduction gear and the gear meshing with it remain stationary under the action of the drag resistance, and there is no more drag loss. The wheel-end torque loss mainly comes from the internal friction between the half-shaft gears and the planetary gears. According to the test bench test, it is only 2 to 3 Nm, which can be basically ignored. At the commonly used vehicle speed of 40 to 120 km / h, the drag resistance is reduced by an average of about 100 Nm, and the energy-saving effect of the whole vehicle is significant.

[0108] The above technical solutions are only preferred specific implementation methods of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be thought of by any technician familiar with the field within the technical scope disclosed by the present invention without creative work are all covered by the protection scope of the present invention.

Claims

1. A commercial vehicle electric drive axle with a half-axle disengagement mechanism, comprising a drive mechanism (1) and a differential (2) connected to the drive mechanism (1), wherein the two ends of the differential (2) are connected to a left half-axle (3) and a right half-axle (4), and the left half-axle (3) and the right half-axle (4) are respectively connected to wheels (5), characterized in that: The commercial vehicle electric drive axle with a half-axle disengagement mechanism further includes a half-axle disengagement mechanism (6); The right half-shaft (4) comprises a right half-shaft (4-1) and a right second half-shaft (4-2) that are coaxially plugged together, the right half-shaft is connected to the differential (2), the right second half-shaft (4-2) is connected to the wheels, and the right half-shaft (4-1) and the right second half-shaft (4-2) are capable of relative rotation; The half-shaft disengaging mechanism (6) comprises an integrated sliding sleeve (6-1) sleeved on the right half-shaft (4-1) and the right second half-shaft (4-2), and a shift fork unit (6-2) for adjusting the relative position of the integrated sliding sleeve (6-1); The integrated sliding sleeve (6-1) comprises a first integrated sliding sleeve (6-1-1) and a second integrated sliding sleeve (6-1-2) which are connected to each other. The first integrated sliding sleeve (6-1-1) and the second integrated sliding sleeve (6-1-2) are both hollow cylindrical. The diameter of the first integrated sliding sleeve (6-1-1) is larger than the diameter of the second integrated sliding sleeve (6-1-2). A spline (6-3) is provided on the inner side of the integrated sliding sleeve (6-1); the first integrated sliding sleeve (6-1-1) can be engaged with the differential housing; and the second integrated sliding sleeve (6-1-2) can be engaged with the right half shaft (4-1) and the right second half shaft (4-2).

2. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 1, characterized in that: The spline (6-3) includes a large sleeve spline (6-3-0) provided on the inner side of the first integrated sleeve (6-1-1), and a sleeve spline 1 (6-3-1), a sleeve spline 2 (6-3-2), and a sleeve spline 3 (6-3-3) provided on the inner side of the second integrated sleeve (6-1-2). A sleeve groove 1 (6-3-4) is provided on the inner side of the second integrated sleeve (6-1-2) between the sleeve spline 1 (6-3-1) and the sleeve spline 2 (6-3-2); a sleeve groove 2 (6-3-5) is provided on the inner side of the second integrated sleeve (6-1-2) between the sleeve spline 2 (6-3-2) and the sleeve spline 3 (6-3-3).

3. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 2, characterized in that: A half-shaft gear spline (4-3) is provided on the outer side of the right half-shaft (4-1) close to one end of the right second half-shaft (4-2); The right two half-shafts (4-2) include a first right two half-shafts (4-2-1) and a second right two half-shafts (4-2-2) which are sequentially connected and arranged in communication, and the second right two half-shafts (4-2-2) are sequentially provided with a half-shaft spline 1 (4-2-3) and a half-shaft spline 2 (4-2-4); A half-shaft groove 1 (4-2-5) is provided between the half-shaft spline 1 (4-2-3) and the end of the second right half-shaft (4-2-2), and a half-shaft groove 2 (4-2-6) is provided between the half-shaft spline 1 (4-2-3) and the half-shaft spline 2 (4-2-4); A differential spline (10) is provided on the outer side of the right half shaft (4-1) on the differential (2) housing; The axle gear spline (4-3) cooperates with the sleeve spline 1 (6-3-1); The axle shaft spline 1 (4-2-3) cooperates with the sleeve spline 2 (6-3-2); The second half-shaft spline (4-2-4) cooperates with the third sleeve spline (6-3-3); The differential spline (10) is matched with the large spline (6-3-0) of the sliding sleeve.

4. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 1, characterized in that: A snap ring (6-1-3) is also installed on the outside of the second integrated sliding sleeve (6-1-2), and a shift fork groove (6-1-4) is formed between the snap ring (6-1-3) and the first integrated sliding sleeve (6-1-1).

5. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 4, characterized in that: The commercial vehicle electric drive axle with a half-axle disengagement mechanism further comprises a main housing (7) and axle housings (8) mounted at both ends of the main housing (7); The differential (2) is located in the main housing (7), and the left half-shaft (3) and the right half-shaft (4) are located in the axle housing (8); The differential (2) is connected to the main housing (7) via a differential bearing (9).

6. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 5, characterized in that: The shift fork unit (6-2) includes a shift fork shaft (6-2-1), one end of the shift fork shaft (6-2-1) is connected to the piston (6-2-2), and the other end is passed through the bridge housing (8); The piston (6-2-2) is located and installed in a cylinder body composed of a cylinder head (6-2-3) and a main housing (7), and one end of the shift fork shaft (6-2-1) extends out of the main housing (7); The shift fork unit (6-2) further includes a solenoid valve (6-2-4), which is mounted on the main housing (7) and connected to the cylinder body through an air path in the main housing (7); A shift fork (6-2-5) is also installed on the shift fork shaft (6-2-1), and the shift fork (6-2-5) cooperates with the shift fork groove (6-1-4).

7. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 6, characterized in that: The fork unit (6-2) further includes a self-locking mechanism (6-2-6); The self-locking mechanism (6-2-6) includes an integrated self-locking pin on the bridge housing (8), a spring steel ball is also installed on a section of the integrated self-locking pin facing the shift fork shaft (6-2-1), and the spring steel ball cooperates with a self-locking groove provided on the shift fork shaft (6-2-1); There are three self-locking grooves arranged on the shift fork shaft (6-2-1).

8. The commercial vehicle electric drive axle with a half-axle disengagement mechanism as claimed in claim 3, characterized in that: A half-shaft connecting groove (4-4) is provided at one end of the right half-shaft (4-1) close to the right second half-shaft (4-2), and the first right second half-shaft (4-2-1) extends into the half-shaft connecting groove (4-4) and is connected to the half-shaft connecting groove (4-4) via a half-shaft connecting bearing (4-5).

9. The commercial vehicle electric drive axle with a half-axle disengagement mechanism according to claim 1, characterized in that: The driving mechanism (1) comprises a driving motor (1-1) and a transmission (1-2), wherein the driving motor (1-1) is connected to an input shaft of the transmission (1-2), and a transmission output gear in the transmission (1-2) is meshed with a main reduction gear of a differential (2).

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