Differential gear electric drive axle system and vehicle

Abstract

The utility model relates to a differential gear electric drive axle system and a vehicle. The differential gear electric drive axle system comprises a first motor, a second motor, a first transmission mechanism, a second transmission mechanism, a first gear shifting mechanism, a second gear shifting mechanism, a planetary gear train and a differential mechanism. The first motor is in transmission connection with the first transmission mechanism through the first input shaft, the first transmission mechanism comprises a first normally engaged gear and two gear transmission sets, the driving end of each gear transmission set is coaxially and fixedly connected with the first normally engaged gear, and the first gear shifting mechanism can be selectively connected with the driven end of any gear transmission set; the second motor is in transmission connection with the second transmission mechanism through the second input shaft, the second transmission mechanism comprises two normally engaged gears and two gear transmission sets, the driving end of each gear transmission set is fixedly connected with the second input shaft, and the second gear shifting mechanism can be selectively connected with the driven end of any gear transmission set. The two normally engaged gears are used for forming a transmission path for transmitting power to the driven end of the gear transmission group of the first transmission mechanism; the input end of the planetary gear train is in transmission connection with the driven end of the gear transmission set of the first transmission mechanism, and the output end of the planetary gear train is in transmission connection with the input end of the differential mechanism. After the second motor and the second transmission mechanism are removed, the system can form a single-motor two-gear transmission system; after part of components of the first motor and the first transmission mechanism are removed, the system can form a single-motor four-gear transmission system.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and in particular to a differential gear electric drive axle system and a vehicle. Background Art

[0002] With the rapid development of the new energy vehicle industry, power transmission for pure electric heavy-duty commercial trucks is primarily focused on two technology routes: central electric drive and electric axle. Electric axles, due to their high level of integration and the resulting space savings for battery placement, are rapidly gaining traction in this field.

[0003] Currently, most dual-motor electric drive axles utilize a symmetrical gear arrangement. For example, prior art discloses a dual-motor, two-stage electric drive axle assembly for commercial vehicles. This design utilizes a bilaterally symmetrical, three-stage parallel shaft design to transmit power from the motor to the differential, with two gears positioned on each second-stage parallel shaft. This design is limited in that a dual-motor electric drive axle can only be derived from one single-motor electric drive axle configuration, resulting in limited product scalability.

[0004] Furthermore, existing dual-motor electric drive axle systems often require a complete redesign of the drivetrain during product series development, which not only increases development costs but also prolongs product development cycles. Therefore, there is an urgent need for a new dual-motor electric drive axle system that can not only meet the power requirements of heavy-duty commercial vehicles but also achieve product diversification and expansion through a rational structural design, thereby improving product development efficiency and reducing development costs. Utility Model Content

[0005] The utility model discloses a differential gear electric drive axle system and a vehicle, aiming to solve the technical problems existing in the prior art.

[0006] The utility model adopts the following technical solutions:

[0007] On the one hand, an embodiment of the present utility model provides a differential gear electric drive axle system, the system including a first motor, a second motor, a first transmission mechanism, a second transmission mechanism, a first shift mechanism, a second shift mechanism, a planetary gear train and a differential;

[0008] The first motor is in transmission connection with the first transmission mechanism via a first input shaft. The first transmission mechanism includes a first constant mesh gear and two gear transmission groups. The driving end of each gear transmission group is coaxially fixedly connected to the first constant mesh gear. The first shift mechanism can selectively engage with the driven end of any gear transmission group.

[0009] The second motor is in transmission connection with the second transmission mechanism via a second input shaft. The second transmission mechanism includes two constantly meshed gears and two gear transmission groups. The driving end of each gear transmission group is fixedly connected to the second input shaft. The second shifting mechanism can selectively engage with the driven end of any gear transmission group. The two constantly meshed gears are used to form a transmission path for transmitting power to the driven end of the gear transmission group of the first transmission mechanism.

[0010] The input end of the planetary gear train is in driving connection with the driven end of the gear transmission group of the first transmission mechanism, and the output end of the planetary gear train is in driving connection with the input end of the differential;

[0011] After removing the second motor and the second transmission mechanism, the system can form a single-motor two-speed transmission system; after removing the first motor and some components of the first transmission mechanism, the system can form a single-motor four-speed transmission system.

[0012] As a preferred technical solution, the first transmission mechanism includes a first constantly meshed gear, a first gear set and a second gear set, the first gear set includes a first driving gear and a first driven gear, and the second gear set includes a second driving gear and a second driven gear;

[0013] The first constant mesh gear is in driving connection with the first input shaft, the first driving gear and the second driving gear are coaxially fixedly connected to the first constant mesh gear, and the first shift mechanism can engage with the first driven gear or the second driven gear;

[0014] After removing the first motor, the first constant mesh gear, the first driving gear and the second driving gear, the system can form a single-motor four-speed transmission system.

[0015] As a preferred technical solution, the second transmission mechanism includes a second constant mesh gear, a third constant mesh gear, a third gear set and a fourth gear set, the third gear set includes a third driving gear and a third driven gear, and the fourth gear set includes a fourth driving gear and a fourth driven gear;

[0016] The third driving gear and the fourth driving gear are fixedly connected to the second input shaft, the third driven gear and the fourth driven gear are fixedly connected to the second constant mesh gear coaxially, and the second shift mechanism can engage with the third driven gear or the fourth driven gear;

[0017] The third constantly meshing gear is constantly meshed with the second constantly meshing gear. The fifth driving gear and the sixth driving gear are coaxially fixedly connected to the third constantly meshing gear. The fifth driving gear is meshed with the first driven gear, and the sixth driving gear is meshed with the second driven gear.

[0018] As a preferred technical solution, the reduction ratios of the first gear set, the second gear set, the third gear set, and the fourth gear set are different;

[0019] The reduction ratio between the fifth driving gear and the first driven gear is the same as the reduction ratio between the first driving gear and the first driven gear;

[0020] The reduction ratio between the sixth driving gear and the second driven gear is the same as the reduction ratio between the second driving gear and the second driven gear.

[0021] As a preferred technical solution, the planetary gear train includes a sun gear, planetary gears, an inner ring gear and a planet carrier. The inner ring gear is fixedly connected to the housing, the planet carrier is fixedly connected to the differential, and the sun gear is fixedly connected to the first driven gear and the second driven gear.

[0022] As a preferred technical solution, the first gear shift mechanism includes a first gear shift actuator, a first gear shift fork, a first gear sleeve and a first gear hub; the first gear hub is coaxially arranged with the first constant mesh gear, and the first gear hub is arranged between the first driven gear and the second driven gear, and the first gear sleeve is sleeved on the first gear hub and can slide axially; the first gear shift actuator drives the first gear sleeve through the first gear shift fork, so that the first gear sleeve can selectively engage with the first driven gear or the second driven gear.

[0023] As a preferred technical solution, the second shift mechanism includes a second shift actuator, a second shift fork, a second gear sleeve and a second gear hub; the second gear hub is coaxially arranged with the second constant mesh gear, and the second gear hub is arranged between the third driven gear and the fourth driven gear, and the second gear sleeve is sleeved on the second gear hub and can slide axially; the second shift actuator drives the second gear sleeve through the second shift fork, so that the second gear sleeve can selectively engage with the third driven gear or the fourth driven gear.

[0024] As a preferred technical solution, when in the first gear transmission state, the first gear sleeve is engaged with the first driven gear, and the second gear sleeve is engaged with the third driven gear.

[0025] As a preferred technical solution, when in the second gear transmission state, the first gear sleeve is engaged with the first driven gear, and the second gear sleeve is engaged with the fourth driven gear.

[0026] As a preferred technical solution, when in the third gear transmission state, the first gear sleeve is engaged with the second driven gear, and the second gear sleeve is engaged with the third driven gear.

[0027] As a preferred technical solution, when in the fourth gear transmission state, the first gear sleeve is engaged with the second driven gear, and the second gear sleeve is engaged with the fourth driven gear.

[0028] On the other hand, an embodiment of the present invention provides a vehicle comprising the differential gear electric drive axle system as described in any one of the above items.

[0029] One embodiment of the above utility model has the following advantages or beneficial effects:

[0030] This utility model primarily provides a differential gear electric drive axle system suitable for all-electric heavy-duty commercial trucks. Compared to existing technologies, this utility model utilizes a dual-motor, four-speed transmission structure with a differential gear arrangement. By combining gear sets with different reduction ratios in the first and second transmission mechanisms, it achieves four gear changes, from large to small, to flexibly adjust power output according to varying operating conditions. This differential gear design ensures that both motors operate in their optimal efficiency speed range, reducing energy consumption while adapting to varying driving environments. Furthermore, it meets the power requirements of heavy-duty commercial vehicles under varying operating conditions through a reasonable speed ratio configuration.

[0031] Furthermore, in certain application scenarios where only a single-motor drive is required, half of the motors and corresponding transmission mechanisms can be easily removed, converting the system into a single-motor four-speed or two-speed electric drive axle system to suit different vehicle models and performance requirements. Specifically, by removing the second motor and second transmission mechanism, a single-motor two-speed transmission system can be directly constructed; by removing the first motor and some components of the first transmission mechanism, a single-motor four-speed transmission system can be constructed. This design allows the same basic transmission system to be used to generate two different single-motor product configurations, significantly improving product development efficiency and reducing development costs.

[0032] Compared to the symmetrical gear arrangement commonly used in the prior art, the differentiated gear arrangement provided by the present invention not only improves space utilization but also increases system flexibility and adaptability. This design allows the entire transmission system to better adapt to different vehicle models and performance requirements while ensuring product versatility and cost-effectiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments, which constitute a part of the present invention. The schematic embodiments of the present invention and their descriptions explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0034] Figure 1 This is a structural diagram of a differential gear electric drive axle system in one embodiment of the present utility model;

[0035] Figure 2 This is a schematic structural diagram of a planetary gear train in one embodiment of the present invention;

[0036] Figure 3 This is a schematic diagram of power flow in the first gear transmission of a differential gear electric drive axle system according to an embodiment of the present invention;

[0037] Figure 4This is a schematic diagram of the power flow of the differential gear electric drive axle system during second gear transmission in one embodiment of the present utility model;

[0038] Figure 5 This is a schematic diagram of the power flow of the differential gear electric drive axle system during third gear transmission in one embodiment of the present utility model;

[0039] Figure 6 This is a schematic diagram of the power flow of the differential gear electric drive axle system during fourth gear transmission in one embodiment of the present utility model;

[0040] Figure 7 This is a structural diagram of a single-motor two-speed transmission system in one embodiment of the present utility model;

[0041] Figure 8 This is a schematic structural diagram of a single-motor four-speed transmission system in one embodiment of the present invention.

[0042] Description of reference numerals:

[0043] First motor 11, first input shaft 12, first constant mesh gear 21, first driving gear 22, second driving gear 23, first driven gear 24, second driven gear 25, first shift actuator 31, first shift fork 32, first gear sleeve 33, first gear hub 34, second motor 41, second input shaft 42, second constant mesh gear 51, third constant mesh gear 52, third driving gear 53, fourth driving gear 54, third driven gear 55, fourth driven gear 56, fifth driving gear 57, sixth driving gear 58, second shift actuator 61, second shift fork 62, second gear sleeve 63, second gear hub 64, planetary gear train 7, sun gear 71, planetary gear 72, planet carrier 73, inner ring gear 74, differential 8, wheel end 9. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical solution and advantages of the present invention more clear, the technical solution of the present invention will be clearly and completely described below in conjunction with the specific embodiments of the present invention and the corresponding drawings. In the description of the present invention, it should be noted that the term "or" is generally used in the sense of including "and / or" unless the content clearly indicates otherwise.

[0045] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or a magnetic connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be a communication between the two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. In addition, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0046] Obviously, the embodiments described are only a part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0047] Currently, the dual-motor electric drive axles used in all-electric heavy-duty commercial trucks mostly employ a symmetrical gear arrangement. This structure, when developing a product series, can only produce a single-motor product with a single configuration, resulting in poor product scalability. Furthermore, the need to redesign the drivetrain to meet varying performance requirements not only increases development costs but also prolongs product development cycles.

[0048] In order to solve the technical problems existing in the prior art, in one embodiment of the utility model, a differential gear electric drive axle system is disclosed. In certain application scenarios, if only a single motor drive is required, half of the motors and the corresponding transmission mechanism can be easily removed to convert it into a single-motor four-speed or two-speed electric drive axle system to adapt to different vehicle models and performance requirements.

[0049] In a preferred embodiment, the differential gear electric drive axle system includes a first motor 11, a second motor 41, a first transmission mechanism, a second transmission mechanism, a first shift mechanism, a second shift mechanism, a planetary gear system 7 and a differential 8. The first motor 11, the first transmission mechanism and the first shift mechanism are arranged on one side of the left half shaft, and the second motor 41, the second transmission mechanism and the second shift mechanism are arranged on the other side of the left half shaft. The first transmission mechanism and the second transmission mechanism can respectively transmit the power output by the first motor 11 and the second motor 41 to the planetary gear system 7, the planetary gear system 7 is connected to the differential 8, and the differential 8 outputs power to the wheel end 9 through the left and right half shafts.

[0050] In a preferred embodiment, the first motor 11 provides power input to the first transmission mechanism through the first input shaft 12. The first transmission mechanism includes a first constant mesh gear 21, a first gear set and a second gear set. The first gear set includes a first driving gear 22 and a first driven gear 24. The second gear set includes a second driving gear 23 and a second driven gear 25. The first input shaft 12 is engaged with the first constant mesh gear 21 provided on the constant mesh intermediate shaft. The first driving gear 22 and the second driving gear 23 are coaxially fixed to the first constant mesh gear 21. The first shifting mechanism can selectively engage with the first driven gear 24 or the second driven gear 25.

[0051] Preferably, the reduction ratio of the first gear set is different from that of the second gear set. More preferably, the reduction ratio of the first gear set is greater than that of the second gear set. This differentiated reduction ratio design allows the system to adapt to power requirements under different operating conditions. When a larger output torque is required, the first gear set can be selected for transmission, while when a higher output speed is required, the second gear set can be selected for transmission.

[0052] Those skilled in the art will understand that the reduction ratio refers to the ratio of the rotational speed of the driving gear to the rotational speed of the driven gear in a gear transmission system. Taking the first gear set as an example, its reduction ratio is the ratio of the rotational speed of the first driving gear 22 to the rotational speed of the first driven gear 24, which is also equal to the ratio of the number of teeth on the first driven gear 24 to the number of teeth on the first driving gear 22. A larger reduction ratio means a lower output shaft speed but greater output torque.

[0053] In a preferred embodiment, the first shift mechanism is configured as a synchronizer structure, and its structure includes at least a first shift actuator 31, a first shift fork 32, a first gear sleeve 33 and a first gear hub 34; the first gear hub 34 is coaxially arranged with the first constant mesh gear 21, and the first gear hub 34 is arranged between the first driven gear 24 and the second driven gear 25, and the first gear sleeve 33 is engaged with the first gear hub 34 through an internal spline and can slide freely in the axial direction; when shifting is required, the first shift actuator 31 drives the first gear sleeve 33 to move axially through the first shift fork 32, so that it can selectively engage with the first driven gear 24 or the second driven gear 25, thereby realizing the switching of the power transmission path.

[0054] In a preferred embodiment, the second motor 41 is connected to the second transmission mechanism through the second input shaft 42. The second transmission mechanism includes a second constant mesh gear 51, a third constant mesh gear 52, a third gear set and a fourth gear set; the third gear set includes a third driving gear 53 and a third driven gear 55; the fourth gear set includes a fourth driving gear 54 and a fourth driven gear 56.

[0055] The third driving gear 53 and the fourth driving gear 54 are fixed to the second input shaft 42, and the third driven gear 55 and the fourth driven gear 56 are fixed coaxially with the second constant mesh gear 51, that is, the three are arranged on the same constant mesh intermediate shaft, and the second shift mechanism can engage with the third driven gear 55 or the fourth driven gear 56.

[0056] The third constantly meshed gear 52 is constantly meshed with the second constantly meshed gear 51. The fifth driving gear 57 and the sixth driving gear 58 are coaxially fixed to the third constantly meshed gear 52. That is, the three are arranged on the same constantly meshed intermediate shaft. Preferably, the fifth driving gear 57 is meshed with the first driven gear 24, and the sixth driving gear 58 is meshed with the second driven gear 25, thereby constructing a power transmission channel from the second motor 41 to the driven end of the first transmission mechanism.

[0057] Preferably, the transmission ratios of the third gear set and the fourth gear set are different. More preferably, the transmission ratio of the third gear set is greater than that of the fourth gear set. More preferably, the reduction ratios of the first gear set, the second gear set, the third gear set and the fourth gear set are different.

[0058] Specifically, the first gear group has the largest reduction ratio, which is suitable for high-torque conditions such as vehicle starting or climbing; the second gear group has a smaller reduction ratio than the first gear group, which is suitable for the vehicle speed increase stage; the third gear group has a larger reduction ratio than the fourth gear group, but both are smaller than the first gear group; the fourth gear group has the smallest reduction ratio, which is suitable for high-speed cruising conditions.

[0059] Through the combination of the above-mentioned different reduction ratios, the vehicle's power requirements under different working conditions can be met, and the two motors can always operate in the optimal efficiency range, thereby improving the overall efficiency of the system.

[0060] Preferably, in order to ensure the matching of the two power transmission paths, the reduction ratio between the fifth driving gear 57 and the first driven gear 24 is the same as the reduction ratio between the first driving gear 22 and the first driven gear 24; the reduction ratio between the sixth driving gear 58 and the second driven gear 25 is the same as the reduction ratio between the second driving gear 23 and the second driven gear 25.

[0061] In a preferred embodiment, the second shift mechanism employs a synchronizer structure similar to that of the first shift mechanism, comprising a second shift actuator 61, a second shift fork 62, a second gear sleeve 63, and a second gear hub 64. The second gear hub 64 is coaxially arranged with the second constant mesh gear 51 and located in the axial space between the third driven gear 55 and the fourth driven gear 56. The second gear sleeve 63 is engaged with the second gear hub 64 via an internal spline and is axially slidable. When a gear shift is required, the second shift actuator 61 is first activated, which drives the second gear sleeve 63 axially via the second shift fork 62. Depending on control requirements, the second gear sleeve 63 can selectively engage with the third driven gear 55 or the fourth driven gear 56, thereby achieving a shift between two different gear ratios.

[0062] In a preferred embodiment, the input end of the planetary gear train 7 is drivingly connected to the driven end of the first transmission mechanism, and the output end of the planetary gear train 7 is drivingly connected to the input end of the differential 8 .

[0063] like Figure 2 Preferably, the planetary gear train 7 serves as the final stage of the reduction mechanism. Its structure includes a sun gear 71 as an input component, a plurality of planetary gears 72 orbiting around the sun gear 71, an inner ring gear 74 fixed to the housing, and a planetary carrier 73 that supports the planetary gears 72 and serves as an output component. In this embodiment, the sun gear 71 is transmission-fixedly coupled to the driven end of the first transmission mechanism (i.e., the first driven gear 24 or the second driven gear 25) and is used to receive power input from the transmission system; the inner ring gear 74 is fixedly connected to the housing and remains stationary at all times; the planetary gears 72 are supported on the planetary carrier 73 via pins and can both rotate about their own axes and revolve about the central axis of the sun gear 71; the planetary carrier 73 is fixedly connected to the input end of the differential 8 and is used to output the reduced power.

[0064] When the system is operating, power is first input from sun gear 71, driving it to rotate. Because sun gear 71 meshes with planetary gears 72, planetary gears 72 rotate under the influence of sun gear 71. Simultaneously, because planetary gears 72 also mesh with a fixed internal gear ring 74, this rotation causes planetary gears 72 to revolve around the central axis of sun gear 71. This revolving motion of planetary gears 72 is transmitted to differential 8 via planet carrier 73, thereby achieving power output.

[0065] like Figure 3 In a preferred embodiment, when the first gear sleeve 33 is engaged with the first driven gear 24 and the second gear sleeve 63 is engaged with the third driven gear 55, the system is in a first gear transmission state.

[0066] In the first gear transmission state, the system has two power transmission paths. Figure 3The red path in the middle represents the power flow. The first power transmission path originates from the first motor 11. The power of the first motor 11 is transmitted via the first input shaft 12 to the first constant-mesh gear 21. The first constant-mesh gear 21 then rotates the first driving gear 22, which is coaxially fixed to it. The first driving gear 22 meshes with the first driven gear 24, transmitting the power to the sun gear 71 via the first gear sleeve 33. After being reduced by the planetary gear train 7, the power is output from the planetary carrier 73 to the differential 8, ultimately reaching the wheel end 9.

[0067] The second power transmission path starts from the second motor 41. The power of the second motor 41 drives the third driving gear 53 fixed to it to rotate through the second input shaft 42. The third driving gear 53 meshes with the third driven gear 55 and transmits the power to the second constant mesh gear 51 through the second gear sleeve 63. The second constant mesh gear 51 drives the third constant mesh gear 52 meshed with it to rotate. The third constant mesh gear 52 drives the fifth driving gear 57 coaxially fixed to it to rotate. The fifth driving gear 57 meshes with the first driven gear 24 and transmits the power to the sun gear 71. After being decelerated by the planetary gear train 7, the power is output by the planet carrier 73 to the differential 8 and finally transmitted to the wheel end 9.

[0068] At this point, both transmission paths utilize the gear sets with the highest reduction ratios, namely the first and third gear sets. The two power paths converge at the first driven gear 24 and jointly drive the sun gear 71, ultimately achieving the final stage of reduction through the planetary gear train 7. This transmission method achieves the maximum total reduction ratio and is particularly suitable for operating conditions requiring high torque output, such as when the vehicle is starting or climbing a slope.

[0069] like Figure 4 As a preferred technical solution, when the first gear sleeve 33 is engaged with the first driven gear 24 and the second gear sleeve 63 is engaged with the fourth driven gear 56, the system is in the second gear transmission state.

[0070] In the second gear transmission state, the system also has two power transmission paths. Figure 4 The red path in the middle represents the power flow direction. The first power transmission path is the same as the path in first gear, also originating from the first motor 11. The power of the first motor 11 is transmitted via the first input shaft 12 to the first constant mesh gear 21. The first constant mesh gear 21 rotates the first driving gear 22, which is coaxially fixed to it. The first driving gear 22 meshes with the first driven gear 24, transmitting the power to the sun gear 71 via the first gear sleeve 33. After being reduced by the planetary gear train 7, the power is output by the planet carrier 73 to the differential 8, and ultimately to the wheel end 9.

[0071] The second power transmission path starts from the second motor 41. The power of the second motor 41 drives the fourth driving gear 54 fixed to it to rotate through the second input shaft 42. The fourth driving gear 54 meshes with the fourth driven gear 56 and transmits the power to the second constant mesh gear 51 through the second gear sleeve 63. The second constant mesh gear 51 drives the third constant mesh gear 52 meshed with it to rotate. The third constant mesh gear 52 drives the fifth driving gear 57 coaxially fixed to it to rotate. The fifth driving gear 57 meshes with the first driven gear 24 and transmits the power to the sun gear 71. After being reduced by the planetary gear train 7, the power is output by the planet carrier 73 to the differential 8 and finally transmitted to the wheel end 9.

[0072] At this time, the first transmission path still uses the first gear set with a larger reduction ratio, while the second transmission path uses the fourth gear set with a smaller reduction ratio. The two powers still converge at the first driven gear 24 and then drive the sun gear 71 together. This transmission method has a smaller total reduction ratio than the first gear and is suitable for use when the vehicle is accelerating.

[0073] like Figure 5 As a preferred technical solution, when the first gear sleeve 33 is engaged with the second driven gear 25, and the second gear sleeve 63 is engaged with the third driven gear 55, the system is in the third gear transmission state. Figure 5 The middle red is the direction of power flow.

[0074] In the third gear transmission state, the first power transmission path starts from the first motor 11. The power of the first motor 11 is transmitted to the first constant mesh gear 21 through the first input shaft 12. The first constant mesh gear 21 drives the second driving gear 23 coaxially fixed thereto to rotate. The second driving gear 23 meshes with the second driven gear 25, and transmits the power to the sun gear 71 through the first gear sleeve 33. After being decelerated by the planetary gear train 7, the power is output by the planet carrier 73 to the differential 8, and finally transmitted to the wheel end 9.

[0075] The second power transmission path starts from the second motor 41. The power of the second motor 41 drives the third driving gear 53 fixed to it to rotate through the second input shaft 42. The third driving gear 53 meshes with the third driven gear 55 and transmits the power to the second constant mesh gear 51 through the second gear sleeve 63. The second constant mesh gear 51 drives the third constant mesh gear 52 meshed with it to rotate. The third constant mesh gear 52 drives the sixth driving gear 58 coaxially fixed to it to rotate. The sixth driving gear 58 meshes with the second driven gear 25 and transmits the power to the sun gear 71. After being decelerated by the planetary gear train 7, the power is output by the planet carrier 73 to the differential 8 and finally transmitted to the wheel end 9.

[0076] In this case, the first transmission path uses the second gear set with a smaller reduction ratio, while the second transmission path uses the third gear set with a larger reduction ratio. The two power paths merge at the second driven gear 25 and then jointly drive the sun gear 71. This transmission method has a medium total reduction ratio and is suitable for vehicles traveling at medium and high speeds.

[0077] like Figure 6 As a preferred technical solution, when the first gear sleeve 33 is engaged with the second driven gear 25 and the second gear sleeve 63 is engaged with the fourth driven gear 56, the system is in the fourth gear transmission state. Figure 6 The middle red is the direction of power flow.

[0078] In the fourth gear transmission state, the first power transmission path starts from the first motor 11. The power of the first motor 11 is transmitted to the first constant mesh gear 21 through the first input shaft 12. The first constant mesh gear 21 drives the second driving gear 23 coaxially fixed thereto to rotate. The second driving gear 23 meshes with the second driven gear 25, and transmits the power to the sun gear 71 through the first gear sleeve 33. After being decelerated by the planetary gear train 7, the power is output by the planet carrier 73 to the differential 8, and finally transmitted to the wheel end 9.

[0079] The second power transmission path starts from the second motor 41. The power of the second motor 41 drives the fourth driving gear 54 fixed to it to rotate through the second input shaft 42. The fourth driving gear 54 meshes with the fourth driven gear 56 and transmits the power to the second constant mesh gear 51 through the second gear sleeve 63. The second constant mesh gear 51 drives the third constant mesh gear 52 meshed with it to rotate. The third constant mesh gear 52 drives the sixth driving gear 58 coaxially fixed to it to rotate. The sixth driving gear 58 meshes with the second driven gear 25 and transmits the power to the sun gear 71. After being reduced by the planetary gear train 7, it is output by the planet carrier 73 to the differential 8 and finally transmitted to the wheel end 9.

[0080] In this case, both transmission paths utilize gear sets with smaller reduction ratios, namely the second and fourth gear sets. The two power paths converge at the second driven gear 25 and jointly drive the sun gear 71. This transmission method offers the smallest total reduction ratio and is particularly suitable for conditions requiring high-speed output, such as high-speed cruising.

[0081] like Figure 7In a preferred embodiment, by removing the second motor 41 and the second transmission system, the system can become a single-motor, two-speed transmission system. In this case, the power transmission path is as follows: the first motor 11 drives the first constant-mesh gear 21 via the first input shaft 12. The first constant-mesh gear 21 rotates the coaxially fixed first driving gear 22 and second driving gear 23. The first shift mechanism selectively engages with the first driven gear 24 or the second driven gear 25, ultimately transmitting power to the planetary gear train 7. This configuration provides two different gear ratios, enabling two-speed shifting and meeting the basic power transmission requirements of light-duty vehicles.

[0082] Specifically, when the first gear sleeve 33 is engaged with the first driven gear 24, the system is in first gear transmission; when the first gear sleeve 33 is engaged with the second driven gear 25, the system is in second gear transmission. In this embodiment, the power flow direction of first and second gears is the same as the first transmission path of first and second gears in the above-mentioned embodiment, and will not be further described here.

[0083] like Figure 8 In a preferred embodiment, when the system removes the first motor 11, the first constant mesh gear 21, the first driving gear 22, and the second driving gear 23, the system can form a single-motor four-speed transmission system. In this case, the second motor 41 becomes the sole power source, and the power transmission path is as follows: the second motor 41 drives the third and fourth driving gears 54 through the second input shaft 42, and the third driven gear 55 or the fourth driven gear 56 is selected through the second shifting mechanism. The power then passes through the second constant mesh gear 51 and the third constant mesh gear 52, and finally meshes with the first and second driven gears 25 through the fifth and sixth driving gears 58. Through different combinations of the two shifting mechanisms, the system can achieve four different transmission ratios, meeting the needs of vehicles with higher speed ratio requirements.

[0084] Specifically, when the first gear sleeve 33 is engaged with the first driven gear 24 and the second gear sleeve 63 is engaged with the third driven gear 55, the system is in the first gear transmission state; when the first gear sleeve 33 is engaged with the first driven gear 24 and the second gear sleeve 63 is engaged with the fourth driven gear 56, the system is in the second gear transmission state; when the first gear sleeve 33 is engaged with the second driven gear 25 and the second gear sleeve 63 is engaged with the third driven gear 55, the system is in the third gear transmission state; when the first gear sleeve 33 is engaged with the second driven gear 25 and the second gear sleeve 63 is engaged with the fourth driven gear 56, the system is in the fourth gear transmission state. In this embodiment, the power flow direction of each gear is the same as the transmission path of each gear in the above embodiment, the only difference being that there is no power output by the first motor 11. The specific power flow direction is not repeated here.

[0085] The above two derivative configurations can respectively meet the needs of vehicles with different performance requirements, expanding the scope of application of the above electric drive axle system. Moreover, since the two derivative configurations can share core components with the complete differential gear electric drive axle system, the product form can be converted by simply removing components without the need for redesign, which reduces production costs and improves the versatility of parts.

[0086] The embodiment of the present invention also provides a vehicle, preferably a heavy-duty commercial vehicle with pure electric drive, including the differential gear electric drive axle system described in the above embodiment. The technical features recorded in the above embodiment are naturally inherited in this embodiment; specifically, in this embodiment, the vehicle equipped with the differential gear electric drive axle system has the same functions as the above embodiment, so they will not be described one by one.

[0087] Optionally, the heavy-duty commercial vehicles described in this embodiment include heavy-duty trucks, heavy-duty tractors, heavy-duty dump trucks, heavy-duty logistics vehicles, etc., which are not specifically limited here.

[0088] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0089] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques are not shown in detail so as not to obscure the understanding of this description.

[0090] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various utility model aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this method of the present application should not be interpreted as reflecting the following intention: that the application claimed for protection requires more features than the features explicitly recited in each claim. More precisely, as reflected in the corresponding claims, its utility model point is that the corresponding technical problem can be solved with features that are less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby expressly incorporated into the specific embodiment, with each claim itself serving as a separate embodiment of the present application.

[0091] Those skilled in the art will understand that, except where mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus disclosed herein may be combined in any combination. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that provides the same, equivalent, or similar purpose.

Claims

1. A differential gear electric drive axle system, characterized in that: It includes a first motor, a second motor, a first transmission mechanism, a second transmission mechanism, a first shift mechanism, a second shift mechanism, a planetary gear train and a differential; The first motor is in transmission connection with the first transmission mechanism via a first input shaft. The first transmission mechanism includes a first constant mesh gear and two gear transmission groups. The driving end of each gear transmission group is coaxially fixedly connected to the first constant mesh gear. The first shift mechanism can selectively engage with the driven end of any gear transmission group. The second motor is in transmission connection with the second transmission mechanism via a second input shaft. The second transmission mechanism includes two constantly meshed gears and two gear transmission groups. The driving end of each gear transmission group is fixedly connected to the second input shaft. The second shifting mechanism can selectively engage with the driven end of any gear transmission group. The two constantly meshed gears are used to form a transmission path for transmitting power to the driven end of the gear transmission group of the first transmission mechanism. The input end of the planetary gear train is in driving connection with the driven end of the gear transmission group of the first transmission mechanism, and the output end of the planetary gear train is in driving connection with the input end of the differential; After removing the second motor and the second transmission mechanism, the system can constitute a single-motor two-speed transmission system; after removing the first motor and some components of the first transmission mechanism, the system can constitute a single-motor four-speed transmission system.

2. The differential gear electric drive axle system according to claim 1, characterized in that: The first transmission mechanism includes the first constantly meshed gear, a first gear set and a second gear set, the first gear set includes a first driving gear and a first driven gear, and the second gear set includes a second driving gear and a second driven gear; The first constant mesh gear is in driving connection with the first input shaft, the first driving gear and the second driving gear are coaxially fixed to the first constant mesh gear, and the first shift mechanism is capable of engaging with the first driven gear or the second driven gear; After removing the first motor, the first constant-mesh gear, the first driving gear, and the second driving gear, the system can constitute a single-motor four-speed transmission system.

3. The differential gear electric drive axle system according to claim 2, characterized in that: The second transmission mechanism includes a second constant mesh gear, a third constant mesh gear, a third gear set and a fourth gear set, the third gear set includes a third driving gear and a third driven gear, and the fourth gear set includes a fourth driving gear and a fourth driven gear; The third driving gear and the fourth driving gear are fixed to the second input shaft, the third driven gear and the fourth driven gear are fixed coaxially with the second constant mesh gear, and the second shift mechanism can engage with the third driven gear or the fourth driven gear; The third constantly meshing gear is constantly meshed with the second constantly meshing gear. A fifth driving gear and a sixth driving gear are coaxially fixed to the third constantly meshing gear. The fifth driving gear is meshed with the first driven gear, and the sixth driving gear is meshed with the second driven gear.

4. The differential gear electric drive axle system according to claim 3, characterized in that: The reduction ratios of the first gear set, the second gear set, the third gear set, and the fourth gear set are different; The reduction ratio between the fifth driving gear and the first driven gear is the same as the reduction ratio between the first driving gear and the first driven gear; The reduction ratio between the sixth driving gear and the second driven gear is the same as the reduction ratio between the second driving gear and the second driven gear.

5. The differential gear electric drive axle system according to claim 3, characterized in that: The planetary gear system includes a sun gear, planetary gears, an inner ring gear and a planet carrier. The inner ring gear is fixedly connected to the housing, the planet carrier is fixedly connected to the differential, and the sun gear is transmission-fixedly connected to the first driven gear and the second driven gear.

6. The differential gear electric drive axle system according to claim 5, characterized in that: The first shift mechanism includes a first shift actuator, a first shift fork, a first gear sleeve and a first gear hub; the first gear hub is coaxially arranged with the first constant mesh gear, and the first gear hub is arranged between the first driven gear and the second driven gear, and the first gear sleeve is sleeved on the first gear hub and can slide axially; the first shift actuator drives the first gear sleeve through the first shift fork, so that the first gear sleeve can selectively engage with the first driven gear or the second driven gear.

7. The differential gear electric drive axle system according to claim 6, characterized in that: The second shift mechanism includes a second shift actuator, a second shift fork, a second gear sleeve and a second gear hub; the second gear hub is coaxially arranged with the second constant mesh gear, and the second gear hub is arranged between the third driven gear and the fourth driven gear, and the second gear sleeve is sleeved on the second gear hub and can slide axially; the second shift actuator drives the second gear sleeve through the second shift fork, so that the second gear sleeve can selectively engage with the third driven gear or the fourth driven gear.

8. The differential gear electric drive axle system according to claim 7, characterized in that: When in the first gear transmission state, the first gear sleeve is engaged with the first driven gear, and the second gear sleeve is engaged with the third driven gear.

9. The differential gear electric drive axle system according to claim 7, characterized in that: When in the second gear transmission state, the first gear sleeve is engaged with the first driven gear, and the second gear sleeve is engaged with the fourth driven gear.

10. The differential gear electric drive axle system according to claim 7, characterized in that: When in the third gear transmission state, the first gear sleeve is engaged with the second driven gear, and the second gear sleeve is engaged with the third driven gear.

11. The differential gear electric drive axle system according to claim 7, characterized in that: When in the fourth gear transmission state, the first gear sleeve is engaged with the second driven gear, and the second gear sleeve is engaged with the fourth driven gear.

12. A vehicle, characterized in that: It includes the differential gear electric drive axle system as described in any one of claims 1 to 11.

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