Gearbox for electric drive axle, electric drive axle and vehicle

Abstract

The utility model discloses a gearbox for an electric drive axle, the electric drive axle and a vehicle. Comprising a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sliding sleeve assembly, a first power transmission mechanism, a first-gear transmission mechanism and a second-gear transmission mechanism, wherein the first power transmission mechanism is used for transmitting power from the main motor to the input shaft, and the first-gear transmission mechanism and the second-gear transmission mechanism are used for transmitting power from the input shaft to the intermediate shaft. The first-gear and second-gear shifting mechanism is selectively combined with the first-gear transmission mechanism or the second-gear transmission mechanism; the second power transmission mechanism is used for transmitting power from the intermediate shaft to the output shaft and the differential mechanism assembly; the mechanical neutral gear hub sliding sleeve assembly is arranged to be used for controlling connection and separation of the second power transmission mechanism and the output shaft. According to the gearbox for the electric drive axle, the mechanical neutral gear hub sliding sleeve assembly is arranged, so that mechanical disconnection of the tail end of a transmission chain during parking power take-off of the electric drive axle and cruising and towing can be achieved.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle technology. Specifically, this utility model relates to a gearbox, an electric drive axle, and a vehicle for use in electric drive axles. Background Technology

[0002] The electric drive axle is mainly composed of a drive motor, motor controller, transmission, and drive axle, integrated into one unit. Its key features include: high integration of the drive motor, transmission, and drive axle, resulting in a compact structure; high transmission efficiency, with the motor power directly driving the wheels via gears and other mechanisms; automatic transmission, keeping the motor operating within its high-efficiency range; elimination of the engine, traditional multi-speed transmission, and drive shaft, achieving weight reduction through motor drive; and regenerative braking, recovering braking energy and extending driving range. Therefore, the electric drive axle represents a major technological trend in the future electrification of commercial vehicles.

[0003] There are two main technical solutions for existing two-speed electric drive axles. One is to arrange a shifting device on two adjacent parallel shafts, using multi-stage cylindrical gear pairs to achieve the purpose of speed reduction and torque increase. The other is to arrange a shifting mechanism on the parallel shafts, using multi-stage gear pairs and wheel-side reducers to achieve the purpose of speed reduction and torque increase.

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

[0005] 1. The gearbox has a large Y-axis dimension, which occupies the axial space of the motor. Due to the limited overall vehicle layout space, it cannot be matched 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 the motor are on the same side, resulting in an excessively long X-axis length. The motor is far from the centerline of the axle housing, which will generate a large overturning moment.

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

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

[0009] 5. When the vehicle is cruising, the sub-axle gear system rotates under the action of the anti-drag force, resulting in power loss.

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

[0011] 7. Mechanical differential lock device for electric drive axle.

[0012] Chinese Patent Application No. 201911061308.6 discloses an electric drive axle, relating to the field of vehicle technology. The electric drive axle includes a reduction assembly and a differential assembly; the reduction assembly includes a primary reduction assembly and a secondary reduction assembly; the primary reduction assembly, differential assembly, and secondary reduction assembly are sequentially connected in a transmission manner, the input end of the primary reduction assembly is used for transmission connection with a power source, and the output end of the secondary reduction assembly is used for transmission connection with a wheel hub assembly.

[0013] The aim is to provide an improved transmission and electric drive axle, particularly how to achieve mechanical disconnection of the drive chain ends (differential, wheel hubs) during parking, cruising, and towing. Utility Model Content

[0014] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention provides a gearbox for an electric drive axle, with the purpose of ensuring mechanical disconnection of the drive chain end during parking, cruising, and towing.

[0015] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a gearbox for an electric drive axle, comprising a main motor, an input shaft, an intermediate shaft, an output shaft, a mechanical neutral gear hub sleeve assembly, a first power transmission mechanism for transmitting power from the main motor to the input shaft, a first gear transmission mechanism and a second gear transmission mechanism for transmitting power from the input shaft to the intermediate shaft, a first-to-second gear shifting mechanism selectively engaged with the first gear transmission mechanism or the second gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft to the output shaft and the differential assembly. The mechanical neutral gear hub sleeve assembly is configured to control the engagement and disengagement of the second power transmission mechanism with the output shaft.

[0016] 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, the second transmission mechanism being connected to the input shaft.

[0017] The first transmission mechanism includes a first shaft connected to the main motor, a first gear disposed 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 disposed on the second shaft, and a fourth gear meshing with the third gear. The fourth gear is disposed on the input shaft.

[0018] The second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft and the output shaft, and the fourth transmission mechanism is connected to the differential assembly and the output shaft.

[0019] The third transmission mechanism includes a fifth gear connected to the intermediate shaft and a sixth gear meshing with the fifth gear. The fourth transmission mechanism includes a seventh gear and a large gear meshing with the seventh gear. The large gear is connected to the differential assembly. The sixth gear and the seventh gear are connected to the output shaft.

[0020] The sixth gear is loosely fitted on the output shaft, and the mechanical neutral gear hub sleeve assembly is configured to control the engagement and disengagement of the sixth gear from the output shaft.

[0021] The sixth gear meshes with the eighth gear, and the eighth gear is loosely fitted on the power take-off shaft. A power take-off neutral device is provided on the power take-off shaft, which is configured to control the engagement and disengagement of the eighth gear and the power take-off shaft.

[0022] The gearbox for the electric drive axle also includes an auxiliary gearbox motor and a third power transmission mechanism connected to the auxiliary gearbox motor and the output shaft.

[0023] This utility model also provides an electric drive axle, including the aforementioned gearbox.

[0024] This utility model also provides a vehicle including the aforementioned electric drive axle.

[0025] This utility model is used for a gearbox for electric drive axles. By setting a mechanical neutral gear hub sleeve assembly, it can realize the mechanical disconnection of the end of the drive chain when the electric drive axle is parked, cruising, or towing. Attached Figure Description

[0026] This manual includes the following figures, which illustrate the following:

[0027] Figure 1 This is a structural diagram of a gearbox;

[0028] Figure 2 This is a diagram showing the power transmission path of the gearbox in first gear;

[0029] Figure 3 This is a diagram showing the power transmission path of the gearbox in second gear;

[0030] Figure 4 This is a diagram of the power transmission path when the gearbox is in first gear.

[0031] Figure 5 This is a diagram showing the power transmission path of the gearbox when it is in second gear.

[0032] Figure 6 It is a diagram of the power transmission path of the transmission in cruise and trailer modes;

[0033] Figure 7 This is another structural diagram of the gearbox;

[0034] The diagram is marked as follows:

[0035] 1. Main motor; 2. First shaft; 3. Second shaft; 4. Input shaft; 5. Intermediate shaft; 6. Output shaft; 7. Differential assembly; 8. Power take-off shaft; 9. First gear; 10. Second gear; 11. Third gear; 12. Fourth gear; 13. First gear drive gear; 14. First gear driven gear; 15. Second gear drive gear; 16. Second gear driven gear; 17. First and second gear shifting mechanism; 18. Fifth gear; 19. Sixth gear; 20. Mechanical neutral gear hub sleeve assembly; 21. Seventh gear; 22. Larger gear; 23. Differential lock; 24. Eighth gear; 25. Power take-off neutral device; 26. Hydraulic oil pump; 27. Hub unit; 28. Auxiliary gearbox coupling gear; 29. ​​Auxiliary gearbox auxiliary motor; 30. Auxiliary gearbox first shaft assembly; 31. Auxiliary gearbox second shaft assembly. Detailed Implementation

[0036] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of this utility model, and to facilitate its implementation.

[0037] Example 1

[0038] like Figure 1 As shown, this embodiment provides a gearbox for an electric drive axle, including a main motor 1, an input shaft 4, an intermediate shaft 5, an output shaft 6, a mechanical neutral gear hub sleeve assembly 20, a first power transmission mechanism for transmitting power from the main motor 1 to the input shaft 4, a first gear transmission mechanism and a second gear transmission mechanism for transmitting power from the input shaft 4 to the intermediate shaft 5, a first-to-second gear shifting mechanism 17 selectively engaged with the first gear transmission mechanism or the second gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft 5 to the differential assembly 7. The mechanical neutral gear hub sleeve assembly 20 is configured to control the engagement and disengagement of the second power transmission mechanism from the output shaft 6. The first gear transmission mechanism, the second gear transmission mechanism, the first-to-second gear shifting mechanism 17, and the main motor 1 are located on the same side of the first power transmission mechanism, and the first-to-second gear shifting mechanism 17 is disposed on the input shaft 4.

[0039] Specifically, such as Figure 1As shown, the first power transmission mechanism includes a first transmission mechanism connected to the main motor 1 and a second transmission mechanism connected to the first transmission mechanism. The second transmission mechanism is connected to the input shaft 4. The first transmission mechanism includes a first shaft 2 fixedly connected to the output end of the main motor 1, a first gear 9 disposed on the first shaft 2, and a second gear 10 meshing with the first gear 9. The second transmission mechanism includes a second shaft 3 connected to the second gear 10, a third gear 11 disposed on the second shaft 3, and a fourth gear 12 meshing with the third gear 11. The fourth gear 12 is disposed on the input shaft 4. The first gear 9 is fixedly disposed on the first shaft 2, the second gear 10 and the third gear 11 are fixedly disposed on the second shaft 3, and the fourth gear 12 is fixedly disposed on the input shaft 4. The first shaft 2 and the second shaft 3 are parallel to the input shaft 4, the intermediate shaft 5, and the output shaft 6.

[0040] In this embodiment, the first shaft 2 and the main motor 1 are splined together, and the first gear 9 and the first shaft 2 are integrally machined gear shafts; the first gear 9 and the second gear 10 mesh with each other to form the first stage of the shaft gear system; the second gear 10 and the third gear 11 are rigidly connected to the second shaft 3, and the fourth gear 12 and the third gear 11 mesh with each other to form the second stage of the shaft gear system; the fourth gear 12 and the first and second gear shifting mechanism 17 are fixed to the input shaft 4 by splines.

[0041] like Figure 1 As shown, the first-to-second gear shifting mechanism 17 is located between the first-gear transmission mechanism and the second-gear transmission mechanism. The first-gear transmission mechanism includes a meshing first-gear drive gear 13 and a first-gear driven gear 14, with the first-gear drive gear 13 loosely fitted on the input shaft 4. The second-gear transmission mechanism includes a meshing second-gear drive gear 15 and a second-gear driven gear 16, with the second-gear drive gear 15 loosely fitted on the input shaft 4. The first-gear drive gear 13 and the second-gear drive gear 15 are loosely fitted on the input shaft 4 on both sides of the first-to-second gear shifting mechanism 17 and via needle roller bearings and cylindrical bearings. The first-gear driven gear 14 and the second-gear driven gear 16 are rigidly connected to the intermediate shaft 5, with the first-gear driven gear 14 meshing with the first-gear drive gear 13 and the second-gear driven gear 16 meshing with the second-gear drive gear 15, forming a three-stage transmission system.

[0042] like Figure 1As shown, the second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft 5 and the output shaft 6, and the fourth transmission mechanism is connected to the differential assembly 7 and the output shaft 6. The third transmission mechanism includes a fifth gear 18 connected to the intermediate shaft 5 and a sixth gear 19 meshing with the fifth gear 18. The fourth transmission mechanism includes a seventh gear 21 and a large gear 22 meshing with the seventh gear 21. The large gear 22 is fixedly connected to the differential assembly 7. The sixth gear 19 and the seventh gear 21 are mounted on the output shaft 6. The fifth gear 18 is rigidly connected to the intermediate shaft 5. The fifth gear 18 and the sixth gear 19 mesh with each other to form a four-stage transmission of the shaft gear system. The fifth gear 18 is located between the first driven gear 14 and the second driven gear 16. The seventh gear 21 is integrally machined with the output shaft 6, and the seventh gear 21 meshes with the large gear 22 to form a five-stage transmission of the shaft gear system.

[0043] like Figure 1 As shown, the differential assembly 7 is connected to two hub units 27 via two half-shafts, which are located on both sides of the electric drive axle. One half-shaft passes through an intermediate shaft 5, which is a hollow shaft. The two half-shafts are coaxial with the intermediate shaft 5. A differential lock 23 is provided on the differential assembly 7. The differential assembly 7 includes a differential housing and half-shaft gears. The half-shaft gears are located inside the differential housing, and the large gear 22 is fixedly connected to the differential housing. The differential lock 23 is located on one side of the differential housing of the differential assembly 7. The differential lock 23 is a mechanism for locking the differential function of the differential. The differential lock 23 is configured to control the engagement and disengagement of the differential housing and the half-shaft (which does not pass through the intermediate shaft 5). When the differential lock 23 is engaged with both the half-shaft and the differential housing, it reaches the locked state, and the half-shaft and the differential housing rotate synchronously. When the differential lock 23 is disengaged from the differential housing, it reaches the unlocked state. By setting differential lock 23 to meet the needs of specific roads, differential lock 23 can force the unequal rotation of the two half shafts to become equal rotation, so that the vehicle can still maintain power output when one wheel slips.

[0044] like Figure 1As shown, the gearbox for the electric drive axle in this embodiment also includes a mechanical neutral gear hub sleeve assembly 20 mounted on the output shaft 6. The sixth gear 19 is loosely fitted on the output shaft 6. The mechanical neutral gear hub sleeve assembly 20 is configured to control the engagement and disengagement of the sixth gear 19 with the output shaft 6, thereby realizing the engagement and disengagement of the second power transmission mechanism with the output shaft 6. The sixth gear 19 is loosely fitted on the output shaft 6 via a cylindrical bearing, while the mechanical neutral gear hub sleeve assembly 20 is connected to the output shaft 6 via a spline. The mechanical neutral gear hub sleeve assembly 20 is a sliding sleeve type shifting mechanism. When the mechanical neutral gear hub sleeve assembly 20 is engaged with both the sixth gear 19 and the output shaft 6, the sixth gear 19 and the output shaft 6 can rotate synchronously; when the mechanical neutral gear hub sleeve assembly 20 is disengaged from the sixth gear 19, the sixth gear 19 and the output shaft 6 cannot rotate synchronously.

[0045] like Figure 1 As shown, in this embodiment, the first and second gear shifting mechanism 17 is a sliding sleeve type shifting mechanism. The first and second gear shifting mechanism 17 has three working states: the initial state, the first engagement state, and the second engagement state. When the first and second gear shifting mechanism 17 is in the first engagement state, it engages with the first gear drive gear 13, and the input shaft 4 can drive the first gear drive gear 13 to rotate. When the first and second gear shifting mechanism 17 is in the second engagement state, it engages with the second gear drive gear 15, and the input shaft 4 can drive the second gear drive gear 15 to rotate. When the first and second gear shifting mechanism 17 is in the initial state, it does not engage with either the first gear drive gear 13 or the second gear drive gear 15, and the input shaft 4 cannot drive the first gear drive gear 13 or the second gear drive gear 15 to rotate.

[0046] The gearbox in this embodiment has a two-speed, five-stage reduction output, combined with... Figure 1 The power transmission path of the gearbox is described.

[0047] To meet various driving conditions and ensure efficient motor output and overall vehicle power economy, the transmission is equipped with neutral, first gear, and second gear. Gear shifting is achieved by a shift actuator driving a sliding sleeve.

[0048] like Figure 2 and Figure 3 As shown, the shifting methods and power transmission routes of the transmission in neutral, first gear, and second gear are as follows:

[0049] When the first and second gear shift mechanism 17 is in the middle position, the transmission is in neutral.

[0050] When the gearbox shifts to first gear, the shift actuator controls the first-to-second gear shift mechanism 17 to switch from an intermediate state to the first engagement state. The shift actuator engages with the first-gear drive gear 13, at which point the gearbox is engaged in first gear, and the input shaft 4 drives the first-gear drive gear 13 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-to-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the first-gear drive gear 13. The first-gear drive gear 13 transmits power to the meshing first-gear driven gear 14, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. When the electric drive axle is in normal driving state, the mechanical neutral gear hub sleeve assembly 20 is in the engaged state. The mechanical neutral gear hub sleeve assembly 20 is simultaneously engaged with the sixth gear 19 and the output shaft 6. At this time, the power is transmitted to the seventh gear 21 through the output shaft 6. The seventh gear 21 transmits the power to the meshing cog gear 22, and the cog gear 22 transmits the power to the differential assembly 7. The differential transmits the power to the hub unit 27 through power distribution.

[0051] Similarly, when the gearbox shifts to second gear, the shift actuator controls the first-to-second gear shift mechanism 17 to switch from the intermediate state to the second engagement state. The shift actuator engages with the second-gear drive gear 15, at which point the gearbox is engaged in second gear, and the input shaft 4 drives the second-gear drive gear 15 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-to-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the second-gear drive gear 15. The second-gear drive gear 15 transmits power to the meshing second-gear driven gear 16, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. When the electric drive axle is in normal driving state, the mechanical neutral gear hub sleeve assembly 20 is in the engaged state. The mechanical neutral gear hub sleeve assembly 20 is simultaneously engaged with the sixth gear 19 and the output shaft 6. At this time, the power is transmitted to the seventh gear 21 through the output shaft 6. The seventh gear 21 transmits the power to the meshing cog gear 22, and the cog gear 22 transmits the power to the differential assembly 7. The differential transmits the power to the hub unit 27 through power distribution.

[0052] When the gearbox is used in the electric drive axle of a commercial vehicle, the gearbox is located between the air suspensions arranged on both sides of the commercial vehicle. The air suspensions include air springs, and the gearbox is located between two air springs. In this embodiment, the first power transmission mechanism is a common gear transmission pair, which does not occupy the Y-axis (vehicle width direction) space of the motor. The main motor 1, the first gear transmission mechanism, the second gear transmission mechanism, and the first-second gear shifting mechanism 17 are on the same straight line parallel to the X-axis (vehicle length direction). The overall Y-axis size of the gearbox is reduced, and the main motor 1 can use a larger power motor. The gearbox is easy to arrange between the two air springs, which makes the overall Y-axis size of the electric drive axle smaller, which is convenient for the overall vehicle layout and is beneficial for the later increase of motor power and the arrangement of air suspension. Moreover, the shift shaft of the shifting actuator can be arranged at the input shaft 4, so that the shift shaft can be arranged away from the motor.

[0053] The gearbox in this embodiment has the following advantages:

[0054] 1. Since the first and second shafts use a simple gear pair transmission, a large arrangement space is provided for the motor in the Y direction. The shifting system is arranged on the input shaft, which is offset from the motor's Y direction position. The gearbox has a small Y direction size, which facilitates the overall vehicle arrangement and is beneficial for the later motor power increase and air suspension arrangement.

[0055] 2. Placing the last two stages of the drive train 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, thus reducing the overturning torque of the electric drive axle.

[0056] 3. A mechanical neutral gear hub sleeve assembly 20 is provided at the end of the power transmission chain, which can cut off the mechanical connection between the gear shaft system and the differential to realize the parking power take-off function.

[0057] 4. When the vehicle is cruising, the mechanical neutral gear hub sleeve assembly 20 is in the disengaged state. At the same time, the first power transmission mechanism, the first gear transmission mechanism, the second gear transmission mechanism, and the main motor are not working. Only the differential rotates under the action of the anti-drag force. The motor and shaft gear system of the rear axle are not rotated by the anti-drag force, which reduces the energy loss of gear meshing and bearing rotation. There are fewer moving parts, which improves economy.

[0058] 5. Equipped with a differential locking mechanism to meet the needs of specific road conditions, it can improve the ability to get out of trouble when the ABS (Antilock Brake System) is not effective.

[0059] 6. This technical solution has strong scalability and can be improved into a dual-motor, two-speed electric drive bridge based on this configuration.

[0060] This embodiment also provides an electric drive axle, including a gearbox with the above-described structure. The specific structure of this gearbox can be found in [reference needed]. Figure 1 This will not be elaborated further here. Since the vehicle of this embodiment includes the gearbox of the above embodiments, it has all the advantages of the gearbox described above.

[0061] This embodiment also provides a vehicle including an electric drive axle with the above-described structure.

[0062] In this embodiment, the vehicle is a two-speed heavy-duty commercial vehicle.

[0063] Example 2

[0064] like Figure 1 As shown, based on Embodiment 1, the gearbox for the electric drive axle in this embodiment further includes an eighth gear 24. The sixth gear 19 meshes with the eighth gear 24, and the eighth gear 24 is loosely fitted on the power take-off shaft 8. The power take-off shaft 8 is connected to the power take-off, and the power take-off is connected to the hydraulic oil pump 26. A power take-off neutral device 25 is provided on the power take-off shaft 8. The power take-off neutral device 25 is configured to control the engagement and disengagement of the eighth gear 24 and the power take-off shaft 8. The power take-off neutral device 25 is a sliding sleeve type shifting mechanism. When the power take-off neutral device 25 is engaged with both the eighth gear 24 and the power take-off shaft 8, the eighth gear 24 and the power take-off shaft 8 can rotate synchronously; when the power take-off neutral device 25 is disengaged from the eighth gear 24, the eighth gear 24 and the power take-off shaft 8 cannot rotate synchronously.

[0065] like Figure 4 and Figure 5 As shown, the electric drive axle power take-off and its hydraulic oil pump 26 can be divided into three scenarios according to the usage: driving power take-off; parking power take-off; and power take-off disconnection. The working principle of each part of this utility model will be introduced in turn according to the above three scenarios.

[0066] (1) When the vehicle is in motion, the mechanical neutral gear hub sleeve assembly 20 is engaged, and the power take-off neutral device 25 is engaged. The power take-off neutral device 25 is simultaneously engaged with the eighth gear 24 and the power take-off shaft 8. The power generated by the main motor 1 is transmitted to the sixth gear 19, and part of the power is transmitted to the eighth gear 24 that meshes with it. The other part of the power is transmitted to the differential assembly 7 through the output shaft 6. After the power is transmitted to the eighth gear 24, it is transmitted to the power take-off shaft 8 through the power take-off neutral device 25. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0067] (2) When the vehicle is parked and taking power, the mechanical neutral gear hub sleeve assembly 20 is in the open state, and the power take-off neutral device 25 is in the engaged state. The power take-off neutral device 25 is simultaneously engaged with the eighth gear 24 and the power take-off shaft 8. The power generated by the main motor 1 is transmitted to the sixth gear 19 without passing through the output shaft 6, and is directly transmitted to the eighth gear 24 that meshes with it. The power is transmitted through the eighth gear 24 and then through the power take-off neutral device 25 to the power take-off shaft 8. Finally, the power take-off shaft 8 transmits the power to the hydraulic oil pump 26.

[0068] like Figure 4 As shown, when the vehicle is parked and taking off power, the mechanical neutral gear hub sleeve assembly 20 is engaged, and the power take-off neutral device 25 is also engaged. The power take-off neutral device 25 simultaneously engages with the eighth gear 24 and the power take-off shaft 8. The shift actuator controls the first-second gear shift mechanism 17 to switch from an intermediate state to the first engaged state. The shift actuator engages with the first gear drive gear 13, at which point the gearbox is engaged in first gear, and the input shaft 4 drives the first gear drive gear 13 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the first gear drive gear 13 via the first-second gear shift mechanism 17. The first gear drive gear 13 transmits power to the first gear driven gear 14, which meshes with it, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 then transmits power to the sixth gear 19, which meshes with it.

[0069] The sixth gear 19 transmits power to the eighth gear 24, which meshes with it. After passing through the eighth gear 24, the power is transmitted to the power take-off shaft 8 via the power take-off neutral device 25, and finally the power take-off shaft 8 transmits the power to the hydraulic pump 26.

[0070] like Figure 5As shown, when the vehicle is parked and taking off power, the mechanical neutral gear hub sleeve assembly 20 is engaged, and the power take-off neutral device 25 is also engaged. The power take-off neutral device 25 simultaneously engages with the eighth gear 24 and the power take-off shaft 8. The shift actuator controls the first-to-second gear shift mechanism 17 to switch from the intermediate state to the second engaged state. The shift actuator engages with the second-gear drive gear 15, at which point the gearbox is engaged in second gear, and the input shaft 4 can drive the second-gear drive gear 15 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-to-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the second-gear drive gear 15 via the first-to-second gear shift mechanism 17. The second-gear drive gear 15 transmits power to the second-gear driven gear 16, which meshes with it, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the sixth gear 19, which meshes with it, and then through the sixth gear 19 to the eighth gear 24. After passing through the eighth gear 24, the power is transmitted to the power take-off shaft 8 via the power take-off neutral device 25, and finally, the power take-off shaft 8 transmits power to the hydraulic pump 26.

[0071] (3) When the power take-off is in neutral, the power transmission path of the front section of the power take-off shaft 8 remains unchanged, the power take-off neutral device 25 is in the disconnected state, the power take-off neutral device 25 is separated from the eighth gear 24, the eighth gear 24 rotates idling, and the power take-off and hydraulic oil pump 26 do not work.

[0072] In this embodiment, a power take-off (PTO) and a hydraulic pump 26 are added to the other side of the axle housing to provide frame space for the application of the PTO.

[0073] In this embodiment, the power take-off is arranged on the other side of the axle housing and is not coaxial with other shaft systems, which can provide sufficient space for Y-axis arrangement and solve the risk of dynamic interference.

[0074] In this embodiment, a mechanical neutral device is provided on the cross gear shaft, which can transfer the power flow of the differential to the power take-off shaft when parking, thereby realizing parking power take-off.

[0075] In this embodiment, under trailer conditions, the mechanical connection between the gearbox and the differential can be disconnected, so that the gears and bearings will not be burned even when the oil pump fails to work.

[0076] like Figure 6 As shown, when the electric drive axle fails and the trailer is being towed, the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25 are in the disconnected state under the towing condition, the hydraulic oil pump 26 (which is an electronic oil pump) does not work, and the mechanical neutral can block the transmission of the wheel's reverse drag force to the axle gear system, thus avoiding axle gear burn-out.

[0077] Therefore, in trailer mode, if the middle or rear axle fails, the electronic oil pump cannot supply oil, and the gears and bearings of the shaft gear system will burn out due to lack of lubrication under the action of reverse towing force. By disconnecting the mechanical neutral gear hub sleeve assembly 20 and the power take-off neutral device 25, the transmission of reverse towing force to the shaft gear system can be blocked. At this time, only the differential and the cross gear shaft gears and bearings are working. Since the differential and the cross gear shaft are located at the lower point of the transmission, the oil churning when the parts rotate will lubricate the gears and bearings of the differential and the cross gear shaft, thus preventing the shaft gears from burning out.

[0078] This embodiment also provides an electric drive axle, including a gearbox with the above-described structure. The specific structure of this gearbox can be found in [reference needed]. Figure 1 This will not be elaborated further here. Since the vehicle of this embodiment includes the gearbox of the above embodiments, it has all the advantages of the gearbox described above.

[0079] This embodiment also provides a vehicle including an electric drive axle with the above-described structure.

[0080] In this embodiment, the vehicle is a two-speed heavy-duty commercial vehicle.

[0081] Example 3

[0082] like Figure 7 As shown, this embodiment provides a gearbox for an electric drive axle, including a main motor 1, an input shaft 4, an intermediate shaft 5, an output shaft 6, a first power transmission mechanism for transmitting power from the main motor 1 to the input shaft 4, a first-gear transmission mechanism and a second-gear transmission mechanism for transmitting power from the input shaft 4 to the intermediate shaft 5, a first-gear shifting mechanism 17 selectively engaged with the first-gear transmission mechanism or the second-gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft 5 to the differential assembly 7. The first-gear transmission mechanism, the second-gear transmission mechanism, the first-gear shifting mechanism 17, and the main motor 1 are located on the same side of the first power transmission mechanism, and the first-gear shifting mechanism 17 is disposed on the input shaft 4.

[0083] Specifically, such as Figure 7As shown, the first power transmission mechanism includes a first transmission mechanism connected to the main motor 1 and a second transmission mechanism connected to the first transmission mechanism. The second transmission mechanism is connected to the input shaft 4. The first transmission mechanism includes a first shaft 2 fixedly connected to the output end of the main motor 1, a first gear 9 disposed on the first shaft 2, and a second gear 10 meshing with the first gear 9. The second transmission mechanism includes a second shaft 3 connected to the second gear 10, a third gear 11 disposed on the second shaft 3, and a fourth gear 12 meshing with the third gear 11. The fourth gear 12 is disposed on the input shaft 4. The first gear 9 is fixedly disposed on the first shaft 2, the second gear 10 and the third gear 11 are fixedly disposed on the second shaft 3, and the fourth gear 12 is fixedly disposed on the input shaft 4. The first shaft 2 and the second shaft 3 are parallel to the input shaft 4, the intermediate shaft 5, and the output shaft 6.

[0084] In this embodiment, the first shaft 2 and the main motor 1 are splined together, and the first gear 9 and the first shaft 2 are integrally machined gear shafts; the first gear 9 and the second gear 10 mesh with each other to form the first stage of the shaft gear system; the second gear 10 and the third gear 11 are rigidly connected to the second shaft 3, and the fourth gear 12 and the third gear 11 mesh with each other to form the second stage of the shaft gear system; the fourth gear 12 and the first and second gear shifting mechanism 17 are fixed to the input shaft 4 by splines.

[0085] like Figure 7 As shown, the first-to-second gear shifting mechanism 17 is located between the first-gear transmission mechanism and the second-gear transmission mechanism. The first-gear transmission mechanism includes a meshing first-gear drive gear 13 and a first-gear driven gear 14, with the first-gear drive gear 13 loosely fitted on the input shaft 4. The second-gear transmission mechanism includes a meshing second-gear drive gear 15 and a second-gear driven gear 16, with the second-gear drive gear 15 loosely fitted on the input shaft 4. The first-gear drive gear 13 and the second-gear drive gear 15 are loosely fitted on the input shaft 4 on both sides of the first-to-second gear shifting mechanism 17 and via needle roller bearings and cylindrical bearings. The first-gear driven gear 14 and the second-gear driven gear 16 are rigidly connected to the intermediate shaft 5, with the first-gear driven gear 14 meshing with the first-gear drive gear 13 and the second-gear driven gear 16 meshing with the second-gear drive gear 15, forming a three-stage transmission system.

[0086] like Figure 7As shown, the second power transmission mechanism includes a third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft 5 and the output shaft 6, and the fourth transmission mechanism is connected to the differential assembly 7 and the output shaft 6. The third transmission mechanism includes a fifth gear 18 connected to the intermediate shaft 5 and a sixth gear 19 meshing with the fifth gear 18. The fourth transmission mechanism includes a seventh gear 21 and a large gear 22 meshing with the seventh gear 21. The large gear 22 is fixedly connected to the differential assembly 7. The sixth gear 19 and the seventh gear 21 are fixedly mounted on the output shaft 6. The fifth gear 18 is rigidly connected to the intermediate shaft 5. The fifth gear 18 and the sixth gear 19 mesh with each other to form a four-stage transmission of the shaft gear system. The fifth gear 18 is located between the first driven gear 14 and the second driven gear 16. The sixth gear 19 and the seventh gear 21 are integrally machined with the output shaft 6. At the same time, the seventh gear 21 meshes with the large gear 22 to form a five-stage transmission of the shaft gear system.

[0087] like Figure 7 As shown, the differential assembly 7 is connected to two hub units 27 via two half-shafts, which are located on both sides of the electric drive axle. One half-shaft passes through an intermediate shaft 5, which is a hollow shaft. The two half-shafts are coaxial with the intermediate shaft 5. A differential lock 23 is provided on the differential assembly 7. The differential assembly 7 includes a differential housing and half-shaft gears. The half-shaft gears are located inside the differential housing, and the large gear 22 is fixedly connected to the differential housing. The differential lock 23 is located on one side of the differential housing of the differential assembly 7. The differential lock 23 is a mechanism for locking the differential function of the differential. The differential lock 23 is configured to control the engagement and disengagement of the differential housing and the half-shaft (which does not pass through the intermediate shaft 5). When the differential lock 23 is engaged with both the half-shaft and the differential housing, it reaches the locked state, and the half-shaft and the differential housing rotate synchronously. When the differential lock 23 is disengaged from the differential housing, it reaches the unlocked state. By setting differential lock 23 to meet the needs of specific roads, differential lock 23 can force the unequal rotation of the two half shafts to become equal rotation, so that the vehicle can still maintain power output when one wheel slips.

[0088] like Figure 7As shown, in this embodiment, the first and second gear shifting mechanism 17 is a sliding sleeve type shifting mechanism. The first and second gear shifting mechanism 17 has three working states: the initial state, the first engagement state, and the second engagement state. When the first and second gear shifting mechanism 17 is in the first engagement state, it engages with the first gear drive gear 13, and the input shaft 4 can drive the first gear drive gear 13 to rotate. When the first and second gear shifting mechanism 17 is in the second engagement state, it engages with the second gear drive gear 15, and the input shaft 4 can drive the second gear drive gear 15 to rotate. When the first and second gear shifting mechanism 17 is in the initial state, it does not engage with either the first gear drive gear 13 or the second gear drive gear 15, and the input shaft 4 cannot drive the first gear drive gear 13 or the second gear drive gear 15 to rotate.

[0089] The gearbox in this embodiment has a two-speed, five-stage reduction output, combined with... Figure 7 The power transmission path of the gearbox is described.

[0090] To meet various driving conditions and ensure efficient motor output and overall vehicle power economy, the transmission is equipped with neutral, first gear, and second gear. Gear shifting is achieved by a shift actuator driving a sliding sleeve.

[0091] The shifting methods and power transmission routes for neutral, first gear, and second gear in the transmission are as follows:

[0092] When the first and second gear shift mechanism 17 is in the middle position, the transmission is in neutral.

[0093] When the gearbox shifts to first gear, the shift actuator controls the first-to-second gear shift mechanism 17 to switch from an intermediate state to the first engagement state. The shift actuator engages with the first-gear drive gear 13, at which point the gearbox is engaged in first gear, and the input shaft 4 drives the first-gear drive gear 13 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-to-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the first-gear drive gear 13. The first-gear drive gear 13 transmits power to the meshing first-gear driven gear 14, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. Power is transmitted through the output shaft 6 to the seventh gear 21. The seventh gear 21 transmits power to the meshing cog gear 22, and the cog gear 22 transmits power to the differential assembly 7. The differential then transmits power to the hub unit 27 through the power distribution.

[0094] Similarly, when the gearbox shifts to second gear, the shift actuator controls the first-to-second gear shift mechanism 17 to switch from the intermediate state to the second engagement state. The shift actuator engages with the second-gear drive gear 15, at which point the gearbox is engaged in second gear, and the input shaft 4 drives the second-gear drive gear 15 to rotate. The main motor 1 transmits power to the first gear 9 through the first shaft 2; the first gear 9 transmits power to the second shaft 3 through the meshing second gear 10; the second shaft 3 transmits power to the fourth gear 12 through the third gear 11; the fourth gear 12 transmits power to the first-to-second gear shift mechanism 17 through the input shaft 4, and the power is then transmitted to the second-gear drive gear 15. The second-gear drive gear 15 transmits power to the meshing second-gear driven gear 16, and then through the intermediate shaft 5 to the fifth gear 18. The fifth gear 18 transmits power to the meshing sixth gear 19. Power is transmitted through the output shaft 6 to the seventh gear 21. The seventh gear 21 transmits power to the meshing cog gear 22, and the cog gear 22 transmits power to the differential assembly 7. The differential then transmits power to the hub unit 27 through the power distribution.

[0095] like Figure 7 As shown, the gearbox for the electric drive axle in this embodiment also includes an auxiliary gearbox motor 29 and a third power transmission mechanism connected to the auxiliary gearbox motor 29 and the output shaft 6. The third power transmission mechanism is used to transmit power from the auxiliary gearbox motor 29 to the output shaft 6. The third power transmission mechanism includes an auxiliary gearbox coupling gear 28, an auxiliary gearbox first shaft assembly 30, and an auxiliary gearbox second shaft assembly 31. The auxiliary gearbox coupling gear 28 is fixedly mounted on the output shaft 6. The auxiliary gearbox first shaft assembly 30 is connected to the output end of the auxiliary gearbox motor 29. Power transmission is achieved between the auxiliary gearbox first shaft assembly 30 and the auxiliary gearbox second shaft assembly 31 through a gear transmission mechanism. The auxiliary gearbox coupling gear 28 meshes with the output gear of the auxiliary gearbox second shaft assembly 31.

[0096] The gearbox in this embodiment is adapted to single rear axle vehicles. When the vehicle starts and climbs, it requires a large torque output. The mechanical neutral gear hub sleeve assembly 20 is in the engaged state, and the main motor 1 and the auxiliary gearbox motor 29 work simultaneously to provide the maximum torque output. The driving force generated by the main motor 1 and the auxiliary gearbox motor 29 is coupled on the output shaft 6, and finally the power is transmitted to the differential assembly 7. The differential transmits the power to the wheel hub unit 27 through power distribution.

[0097] Once the vehicle enters cruise control, high torque is not required, and the mechanical neutral gear hub sleeve assembly 20 is disconnected, allowing only the main motor 1 to remain operational, thus improving fuel economy.

[0098] The gearbox in this embodiment has the following advantages:

[0099] 1. The gearbox has a smaller Y-axis dimension, which facilitates the overall vehicle layout and is beneficial for future motor power upgrades and airbag suspension layout.

[0100] 2. Equipped with a differential locking mechanism to meet the needs of specific road conditions.

[0101] 3. When the vehicle is cruising unloaded, the sub-axle can completely disconnect the gear system from the wheels, thereby improving fuel economy.

[0102] This embodiment also provides an electric drive axle, including the gearbox with the above-described structure, which is a dual-motor, two-speed electric drive axle structure. The specific structure of this gearbox can be found in [reference needed]. Figure 7 This will not be elaborated further here. Since the vehicle of this embodiment includes the gearbox of the above embodiments, it has all the advantages of the gearbox described above.

[0103] This embodiment also provides a vehicle including an electric drive axle with the above-described structure.

[0104] In this embodiment, the vehicle is a two-speed heavy-duty commercial vehicle.

[0105] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A gearbox for an electric drive axle, comprising a mechanical neutral gear hub sleeve assembly, characterized in that: It also includes a main motor, an input shaft, an intermediate shaft, an output shaft, a first power transmission mechanism for transmitting power from the future autonomous motor to the input shaft, a first-gear transmission mechanism and a second-gear transmission mechanism for transmitting power from the input shaft to the intermediate shaft, a first-gear shifting mechanism that can be selectively combined with the first-gear transmission mechanism or the second-gear transmission mechanism, and a second power transmission mechanism for transmitting power from the intermediate shaft to the output shaft and the differential assembly. The mechanical neutral gear hub sleeve assembly is configured to control the engagement and disengagement of the second power transmission mechanism from the output shaft.

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, the second transmission mechanism being 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 disposed 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 disposed on the second shaft, and a fourth gear meshing with the third gear. The fourth gear is disposed 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 third transmission mechanism and a fourth transmission mechanism. The third transmission mechanism is connected to the intermediate shaft and the output shaft, and the fourth transmission mechanism is connected to the differential assembly and the output shaft.

5. The gearbox for an electric drive axle according to claim 4, characterized in that: The third transmission mechanism includes a fifth gear connected to the intermediate shaft and a sixth gear meshing with the fifth gear. The fourth transmission mechanism includes a seventh gear and a large gear meshing with the seventh gear. The large gear is connected to the differential assembly. The sixth gear and the seventh gear are connected to the output shaft.

6. The gearbox for an electric drive axle according to claim 5, characterized in that: The sixth gear is loosely fitted on the output shaft, and the mechanical neutral gear hub sleeve assembly is configured to control the engagement and disengagement of the sixth gear from the output shaft.

7. The gearbox for an electric drive axle according to claim 6, characterized in that: The sixth gear meshes with the eighth gear, and the eighth gear is loosely fitted on the power take-off shaft. A power take-off neutral device is provided on the power take-off shaft, which is configured to control the engagement and disengagement of the eighth gear and the power take-off shaft.

8. The gearbox for an electric drive axle according to any one of claims 1 to 3, characterized in that: It also includes a secondary gearbox auxiliary motor and a third power transmission mechanism connected to the secondary gearbox auxiliary motor and the output shaft.

9. An electric drive bridge, characterized in that: Includes the gearbox as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: Includes the electric drive bridge as described in claim 9.

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