Electric drive axle assembly and vehicle

Abstract

The utility model provides an electric drive axle assembly and a vehicle, and relates to the technical field of vehicles. The electric drive axle assembly comprises a motor assembly, a first-stage speed reducing mechanism and a second-stage speed reducing mechanism, the input end of the first-stage speed reducing mechanism is in transmission connection with the output end of the motor assembly, the output end of the first-stage speed reducing mechanism is in transmission connection with the input end of the second-stage speed reducing mechanism, and the first-stage speed reducing mechanism is used for regulating and controlling power gears input to the second-stage speed reducing mechanism; and the output end of the second-stage speed reducing mechanism is in transmission connection with the target driving part, and the second-stage speed reducing mechanism is used for regulating and controlling the power gear input to the target driving part. The electric drive axle can be suitable for power output in multiple working condition scenes, the production cost of the electric drive axle can be reduced, the integration degree of the electric drive axle is improved, and therefore the vehicle cost is reduced, and the available space of a vehicle is enlarged.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field especially relates to a kind of electric drive axle assembly and vehicle. BACKGROUND

[0002] Drive axle is mainly used to transmit the driving force provided by vehicle-mounted internal combustion engine or electric motor to wheel to realize the effect of reducing speed and increasing torque and changing power transmission direction.

[0003] At present, the existing electric drive axle assembly mainly realizes the power output of multiple working conditions by increasing the number of motors. The above-mentioned mode has the problems of limited working condition scene applicable to electric drive axle, high production cost and large occupied space. INVENTION CONTENTS

[0004] The electric drive axle assembly and vehicle provided by the application can be applied to the power output of multiple working conditions. The application can reduce the production cost of electric drive axle, improve the integration of electric drive axle, thereby reducing the cost of vehicle and expanding the available space of vehicle.

[0005] In the first aspect, the application provides an electric drive axle assembly, comprising: a motor assembly, a first-stage reduction mechanism and a second-stage reduction mechanism; the input end of the first-stage reduction mechanism is in transmission connection with the output end of the motor assembly, and the output end is in transmission connection with the input end of the second-stage reduction mechanism, wherein the first-stage reduction mechanism is used to regulate and control the power gear position input to the second-stage reduction mechanism; the output end of the second-stage reduction mechanism is in transmission connection with a target driving member, and the second-stage reduction mechanism is used to regulate and control the power gear position input to the target driving member.

[0006] In some possible implementation manners, the first-stage reduction mechanism comprises: a first transmission shaft, a second transmission shaft, a transmission gear set and a first movable gear sleeve; the input end of the first transmission shaft is connected with the output end of the motor assembly; the second transmission shaft is arranged in parallel with the first transmission shaft, and the first transmission shaft and the second transmission shaft are provided with the transmission gear set; the first movable gear sleeve is arranged correspondingly with the transmission gear set, and is used to regulate and control the transmission state of the transmission gear set to regulate and control the power gear position input to the second-stage reduction mechanism.

[0007] In some possible implementation manners, the second-stage reduction mechanism comprises: a transmission gear, a planetary gear assembly, a differential assembly, a half shaft and a second movable gear sleeve; the transmission gear is arranged at the input end of the second transmission shaft, and is used to receive the power from the transmission gear set to input the power to the planetary gear assembly; the planetary gear assembly is arranged between the transmission gear and the differential assembly; the half shaft is arranged between the differential assembly and the target driving member; the second movable gear sleeve is arranged correspondingly with the transmission gear and the planetary gear assembly, and is used to regulate and control the transmission state between the transmission gear and the planetary gear assembly to regulate and control the power gear position input to the target driving member.

[0008] In some possible implementations, the differential assembly comprises: a differential, a third movable gear sleeve, and a lock gear; the third movable gear sleeve is configured to be connected with the differential and the lock gear, so that the differential and the half shaft are in a locked state.

[0009] In some possible implementations, the planetary gear assembly comprises: a carrier, a planet gear, and a ring gear; the second-stage reduction mechanism further comprises: a housing; the second movable gear sleeve is configured to change a connection state with the transmission gear, the gear sleeve, the ring gear, and / or the housing, so as to control a power gear state input to the target driving member.

[0010] In some possible implementations, when the first movable gear sleeve and the transmission gear are in the first transmission state, the second movable gear sleeve is connected with the ring gear and the housing to input a first gear power to the target driving member; or, when the first movable gear sleeve and the transmission gear are in the second transmission state, the second movable gear sleeve is connected with the ring gear and the housing to input a second gear power to the target driving member.

[0011] In some possible implementations, when the first movable gear sleeve and the transmission gear are in the third transmission state, the second movable gear sleeve is connected with the ring gear and the transmission gear to input a third gear power to the target driving member; or, when the first movable gear sleeve and the transmission gear are in the fourth transmission state, the second movable gear sleeve is connected with the ring gear and the transmission gear to input a fourth gear power to the target driving member.

[0012] In some possible implementations, when the second movable gear sleeve is not connected with the housing and / or the transmission gear, the electric drive axle assembly is in a neutral operation state.

[0013] In some possible implementations, the electric drive axle assembly of any of the above further comprises: a power take-off, the power take-off being arranged on a side of the second-stage reduction mechanism away from the first-stage reduction mechanism.

[0014] In a second aspect, the application provides a vehicle comprising: a chassis and the electric drive axle assembly as claimed in any of the above, the electric drive axle assembly being arranged on the chassis.

[0015] The application provides an electric drive axle assembly and a vehicle. The electric drive axle assembly comprises a motor assembly, a first-stage reduction mechanism and a second-stage reduction mechanism. The input end of the first-stage reduction mechanism is in transmission connection with the output end of the motor assembly, and the output end is in transmission connection with the input end of the second-stage reduction mechanism. The first-stage reduction mechanism is used for regulating the power gear position input to the second-stage reduction mechanism. The output end of the second-stage reduction mechanism is in transmission connection with a target driving member. The second-stage reduction mechanism is used for regulating the power gear position input to the target driving member. The application can be applied to the power output of multiple working conditions. The application can reduce the production cost of the electric drive axle, improve the integration of the electric drive axle, reduce the cost of the vehicle, and expand the available space of the vehicle.

[0016] Other advantages, objects, and features of the application will be apparent from the following detailed description, and will be appreciated by those skilled in the art. BRIEF DESCRIPTION OF DRAWINGS

[0017] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description. The accompanying drawings are included to provide a further understanding of the application and are incorporated into and constitute a part of this specification. Like reference numerals are used to designate like parts throughout the drawings. In the drawings:

[0018] Figure 1 A structural schematic diagram of an electric drive axle assembly in a locked state is provided for an embodiment of the application.

[0019] Figure 2 A structural schematic diagram of an electric drive axle assembly in a first gear position state is provided for an embodiment of the application.

[0020] Figure 3 A structural schematic diagram of an electric drive axle assembly in a second gear position state is provided for an embodiment of the application.

[0021] Figure 4 A structural schematic diagram of an electric drive axle assembly in a third gear position state is provided for an embodiment of the application.

[0022] Figure 5 A structural schematic diagram of an electric drive axle assembly in a fourth gear position state is provided for an embodiment of the application.

[0023] Figure 6 A structural schematic diagram of an electric drive axle assembly in a neutral gear position state is provided for an embodiment of the application.

[0024] Figure 7 A structural schematic diagram of another electric drive axle assembly is provided for an embodiment of the application.

[0025] In the electric drive axle assembly,Figures 1 to 7 The correspondence between the reference numerals in the attached figures and the structure names is as follows:

[0026] 10 Electric drive axle assemblies; 20 Target drive components;

[0027] 100 Motor assembly; 200 First-stage reduction gear; 300 Second-stage reduction gear; 400 Power take-off (PTO);

[0028] 210 First drive shaft; 220 Second drive shaft; 230 Drive gear set; 240 First moving gear sleeve; 310 Drive gear; 320 Planetary gear assembly; 330 Differential assembly; 340 Housing; 350 Second moving gear sleeve; 360 Half shaft;

[0029] 231 First gear; 232 Second gear; 233 Third gear; 234 Fourth gear; 235 Fifth gear; 236 Sixth gear;

[0030] 321 Planetary carrier; 322 Planetary gear; 323 Ring gear; 331 Differential; 332 Third moving gear sleeve; 333 Locking gear. Detailed Implementation

[0031] To better understand the technical solutions provided in the embodiments of this specification, the technical solutions of the embodiments of this specification will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.

[0032] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The term "two or more" includes two or more cases.

[0033] The drive axle is mainly used to transmit the driving force provided by the vehicle's internal combustion engine or electric motor to the wheels, so as to reduce speed, increase torque, and change the direction of power transmission.

[0034] At present, the existing electric drive axle assembly mainly realizes the power output of multiple working conditions by increasing the number of motors. The above-mentioned mode has problems such as limited working condition scenarios applicable to the electric drive axle, high production cost, and large occupied space.

[0035] Therefore, the electric drive axle assembly and the vehicle provided by the embodiments of the present application can be applicable to the power output of multiple working conditions by configuring the first-stage reduction mechanism and the second-stage reduction mechanism, and the production cost of the electric drive axle can be reduced, the integration of the electric drive axle can be improved, the vehicle cost can be reduced, and the available space of the vehicle can be expanded.

[0036] In a first aspect, the embodiments of the present application provide an electric drive axle assembly. Figures 1-7 The structural schematic diagram of the electric drive axle assembly 10 provided by the embodiments of the present application is shown in FIG. 1. As shown in FIG. 1, the electric drive axle assembly 10 can include a motor assembly 100, a first-stage reduction mechanism 200, and a second-stage reduction mechanism 300. Figures 1-7

[0037] In some possible embodiments, the motor can include a single motor assembly and a multiple motor assembly. It can be understood that the power of the motor assembly 100 can be converted into rotary power. The first-stage reduction mechanism 200 can be arranged on one side of the second-stage reduction mechanism 300. The input end of the first-stage reduction mechanism 200 is in transmission connection with the output end of the single motor assembly 100 or the multiple motor assembly 100, and the output end is in transmission connection with the input end of the second-stage reduction mechanism 300. The first-stage reduction mechanism 200 is used to regulate the power gear position input to the second-stage reduction mechanism 300. The output end of the second-stage reduction mechanism 300 is in transmission connection with a target driving member 20, and the second-stage reduction mechanism 300 is used to regulate the power gear position input to the target driving member 20. It can be understood that the target driving member 20 can include a wheel. The output end of the second-stage reduction mechanism 300 is in transmission connection with the wheel end, and the second-stage reduction mechanism 300 can regulate the power gear position input to the wheel end.

[0038] Based on this, the electric drive axle assembly 10 in the present application can regulate the power input to the target driving member 20 by multiple gears to improve the applicability of the electric drive axle to the speed reduction and torque increase requirements and power input requirements of multiple working conditions by configuring the motor assembly 100, the first-stage reduction mechanism 200, and the second-stage reduction mechanism 300, while reducing the cost of the electric drive axle.

[0039] ​In some possible implementation manners, the first-stage speed reduction mechanism 200 includes a first transmission shaft 210, a second transmission shaft 220, a transmission gear set 230, and a first movable gear sleeve 240. An input end of the first transmission shaft 210 is connected with an output end of the motor assembly 100. The second transmission shaft 220 is arranged in parallel with the first transmission shaft 210, and the first transmission shaft 210 and the second transmission shaft 220 are provided with the transmission gear set 230. The first movable gear sleeve 240 is arranged in correspondence with the transmission gear set 230, and is configured to control the transmission state of the transmission gear set 230 to control the power gear position input to the second-stage speed reduction mechanism 300.

[0040] Exemplarily, the transmission gear set 230 can include a first gear 231, a second gear 232, a third gear 233, a fourth gear 234, a fifth gear 235, and a sixth gear 236. Specifically, the first gear 231 and the second gear 232 can be fixedly arranged on the first transmission shaft 210, so as to ensure that power can be transmitted from the motor assembly 100 to the second transmission shaft 220 through the first transmission shaft 210. The third gear 233 and the fourth gear 234 are arranged on the second transmission shaft 220, and the third gear 233 and the fourth gear 234 can rotate along the outer wall. The outer wall of the third gear 233 can be engaged with the first gear 231, and the outer wall of the fourth gear 234 can be engaged with the second gear 232, so as to realize power transmission between the first transmission shaft 210 and the second transmission shaft 220. The fifth gear 235 and the sixth gear 236 can be fixedly connected to the second transmission shaft 220.

[0041] The first movable gear sleeve 240 can be used to connect the third gear 233 and the fifth gear 235, or be used to connect the fourth gear 234 and the fifth gear 235, so as to control the transmission state of the transmission gear set 230 to control the power gear position input to the second-stage speed reduction mechanism 300.

[0042] Based on this, the electric drive axle can control the power input from the first transmission shaft 210 to the second transmission shaft 220, the power input from the transmission gear set 230 to the second-stage speed reduction mechanism 300, and the power input from the second-stage speed reduction mechanism 300 to the target driving member 20 through the first transmission shaft 210, the second transmission shaft 220, the transmission gear set 230, and the first movable gear sleeve 240, thereby improving the matching degree of the electric drive axle for different working conditions.

[0043] In some possible embodiments, the second-stage deceleration mechanism 300 comprises a transmission gear 310, a planetary gear assembly 320, a differential assembly 330, a half shaft 360, and a second movable gear sleeve 350; the transmission gear 310 is arranged at an input end of the second transmission shaft 220, configured to receive power from the transmission gear set 230 to input power to the planetary gear assembly 320; the planetary gear assembly 320 is arranged between the transmission gear 310 and the differential assembly 330; the half shaft 360 is arranged between the differential assembly 330 and the target driving member 20; and the second movable gear sleeve 350 is arranged corresponding to the transmission gear 310 and the planetary gear assembly 320, configured to control the transmission state between the transmission gear 310 and the planetary gear assembly 320 to control the power gear position input to the target driving member 20.

[0044] For example, after the transmission gear 310 receives the power transmitted by the sixth gear 236, the power is transmitted to the differential assembly 330 through all or part of the components in the planetary gear assembly 320, and then input to the target driving member 20 through the half shaft 360.

[0045] Based on this, the electric drive axle described above can control the power input to the target driving member 20 by the half shaft 360 through the transmission gear 310, the planetary gear assembly 320, the differential assembly 330, the half shaft 360, and the second movable gear sleeve 350, thereby improving the matching degree of the electric drive axle for different working condition scenarios.

[0046] In some possible embodiments, Figure 1 Another structural schematic diagram of the electric drive axle assembly 10 is provided for the embodiments of the present application, as shown in Figure 1 The differential assembly 330 can comprise a differential 331, a third movable gear sleeve 332, and a lock gear 333; the third movable gear sleeve 332 is configured to be connected with the differential 331 and the lock gear 333, so that the differential 331 and the half shaft 360 are in a locked state.

[0047] For example, the differential 331 can be axially connected with the half shaft 360 on each side, the half shaft 360 can be fixedly connected with the lock gear 333, the outer wall of the lock gear 333 can be connected with the third movable gear sleeve 332, and the lock gear 333 and the third movable gear sleeve 332 can jointly constitute a differential lock, so that the differential 331 and the half shaft 360 are in a locked state.

[0048] It should be noted that, when power is transmitted to the differential 331, and then through the differential 331 to the wheel end of the vehicle through the half shaft 360, the vehicle can be driven to move. Among them, based on the cooperation of the differential 331 and the half shaft 360, on the one hand, the power can be transmitted to the wheel end of the vehicle, and on the other hand, the wheel end connected with the two half shafts 360 can also be kept different in rotational speed to adapt to different driving conditions. Specifically, when the vehicle is in a turning condition, the inner and outer wheels have different rotational speeds, and the differential lock composed of the third movable gear sleeve 332 and the locking gear 333 can lock the differential 331 to realize the self-rescue of the vehicle in harsh conditions.

[0049] In some possible embodiments, the planetary gear assembly 320 includes a carrier 321, a planet gear 322, and a ring gear 323; the second-stage reduction mechanism 300 further includes a housing 340; and the second movable gear sleeve 350 can be used to change the connection state with the transmission gear 310, the gear sleeve, the ring gear 323, and / or the housing 340, so as to control the power gear position state input to the target driving member 20.

[0050] Exemplarily, the differential 331 can be radially connected with the carrier 321 described above, the carrier 321 can be connected with the planet gear 322, the outer wall of the planet gear 322 can be connected with the ring gear 323, and the transmission gear 310 that can rotate along the outer wall can be arranged on the half shaft 360.

[0051] In some possible embodiments, when the first movable gear sleeve 240 and the transmission gear set 230 are in the first transmission state, the second movable gear sleeve 350 is connected with the ring gear 323 and the housing 340 to input the first gear power to the target driving member 20.

[0052] Exemplarily, Figure 2 A structural schematic diagram of an electric drive axle assembly 10 in a first gear state provided by the embodiment of the present application is shown in FIG. 2. Figure 2As shown, in some possible embodiments, when the first movable gear sleeve 240 and the transmission gear set 230 are in the first transmission state, the first movable gear sleeve 240 is connected with the third gear 233 and the fifth gear 235, so that the inner side of the first movable gear sleeve 240 is engaged with the third gear 233 and the fifth gear 235, the second movable gear sleeve 350 is connected with the ring gear 323 and the housing 340, the power generated by the motor assembly 100 is transmitted to the first gear 231 through the first transmission shaft 210, then to the third gear 233, the third gear 233 drives the fifth gear 235 to rotate through the first movable gear sleeve 240, then the power is transmitted to the transmission gear 310 through the second transmission shaft 220 and the sixth gear 236, and then the power is transmitted to the differential 331 through the planetary gear 322 and the planet carrier 321, and the differential 331 outputs the power to the wheel end of the vehicle through the half shaft 360, so as to input the first gear power to the wheel end of the vehicle.

[0053] In some possible embodiments, when the first movable gear sleeve 240 and the transmission gear set 230 are in the second transmission state, the second movable gear sleeve 350 is connected with the ring gear 323 and the housing 340, so as to input the second gear power to the target driving member 20.

[0054] Exemplarily, Figure 3 A structural schematic diagram of the electric drive axle assembly 10 in the second gear state is provided for the embodiments of the present application, as shown in Figure 3 As shown, in some possible embodiments, when the first movable gear sleeve 240 and the transmission gear set 230 are in the second transmission state, the first movable gear sleeve 240 is connected with the fourth gear 234 and the fifth gear 235, so that the inner side of the first movable gear sleeve 240 is engaged with the fourth gear 234 and the fifth gear 235, the second movable gear sleeve 350 is connected with the ring gear 323 and the housing, the power generated by the motor assembly 100 is transmitted to the second gear 232 through the first transmission shaft 210, then to the fourth gear 234, the fourth gear 234 drives the fifth gear 235 to rotate through the first movable gear sleeve 240, then the power is transmitted to the transmission gear 310 through the second transmission shaft 220 and the sixth gear 236, and then the power is transmitted to the differential 331 through the planetary gear 322 and the planet carrier 321, and the differential 331 outputs the power to the wheel end of the vehicle through the half shaft 360; so as to input the second gear power to the wheel end of the vehicle.

[0055] In some possible embodiments, when the first movable gear sleeve 240 and the transmission gear set 230 are in the third transmission state, the second movable gear sleeve 350 is connected with the ring gear 323 and the transmission gear 310, so as to input the third gear power to the target driving member 20.

[0056] Exemplarily, Figure 4A structural schematic diagram of the electric drive axle assembly 10 in a third gear state is provided for the embodiment of the present application, as shown in Figure 4 In the case where the first movable gear sleeve 240 and the transmission gear set 230 are in the third transmission state, the first movable gear sleeve 240 is connected with the third gear 233 and the fifth gear 235, so that the inner side of the first movable gear sleeve 240 is engaged with the third gear 233 and the fifth gear 235, and the second movable gear sleeve 350 is connected with the gear ring 323 and the transmission gear 310. It should be noted that the transmission gear 310, the second movable gear sleeve 350, the gear ring 323, and the planetary gear 322 are in a locked state at this time. The power generated by the motor assembly 100 is transmitted to the first transmission shaft 210, and then to the first gear 231, and then to the third gear 233, and then the third gear 233 drives the fifth gear 235 to rotate through the first movable gear sleeve 240, and then the power is transmitted to the transmission gear 310 through the second transmission shaft 220 and the sixth gear 236, and then the power is transmitted to the differential 331 through the carrier 321, and then the power is output to the wheel end of the vehicle through the half shaft 360, so as to input the third gear power to the wheel end of the vehicle.

[0057] In the case where the first movable gear sleeve 240 and the transmission gear set 230 are in the third transmission state, the second movable gear sleeve 350 is connected with the gear ring 323 and the transmission gear 310 to input the fourth gear power to the target drive 20.

[0058] Exemplarily, Figure 5 A structural schematic diagram of the electric drive axle assembly 10 in a fourth gear state is provided for the embodiment of the present application, as shown in Figure 5 In the case where the first movable gear sleeve 240 and the transmission gear set 230 are in the fourth transmission state, the first movable gear sleeve 240 is connected with the fourth gear 234 and the fifth gear 235, so that the inner side of the first movable gear sleeve 240 is engaged with the fourth gear 234 and the fifth gear 235, and the second movable gear sleeve 350 is connected with the gear ring 323 and the transmission gear 310. It should be noted that the transmission gear 310, the second movable gear sleeve 350, the gear ring 323, and the planetary gear 322 are in a locked state at this time. The power generated by the motor assembly 100 is transmitted to the first transmission shaft 210, and then to the second gear 232, and then to the fourth gear 234, and then the fourth gear 234 drives the fifth gear 235 to rotate through the first movable gear sleeve 240, and then the power is transmitted to the transmission gear 310 through the second transmission shaft 220 and the sixth gear 236, and then the power is transmitted to the differential 331 through the carrier 321, and then the power is output to the wheel end of the vehicle through the half shaft 360, so as to input the fourth gear power to the wheel end of the vehicle.

[0059] It should be noted that, Figure 6A structural schematic diagram of the electric drive axle assembly 10 in the neutral gear state is shown in FIG. 1. As shown in FIG. 1, the power of the motor assembly 100 cannot be transmitted to the wheel end of the vehicle when the second movable gear sleeve 350 is not connected to the housing 340 and / or the transmission gear 310, and the electric drive axle assembly 10 is in the neutral gear state. Figure 6

[0060] Based on the above, the electric drive axle assembly 10 can realize five-gear power adjustment of the first gear, the second gear, the third gear, the fourth gear, and the neutral gear of the electric drive axle assembly 10 by changing the transmission state of the first movable gear sleeve 240 and the transmission gear set 230 and the connection state of the second movable gear sleeve 350 and the housing 340 and the transmission gear 310, thereby realizing gear shifting of the vehicle in different road conditions, improving the applicability of the electric drive axle assembly 10 to various working conditions, reducing the number of components of the electric drive axle assembly 10, reducing the production cost of the electric drive axle assembly 10, reducing the overall volume of the electric drive axle assembly 10, improving the integration of the electric drive axle assembly 10, reducing the space occupancy of the electric drive axle assembly 10, and thereby expanding the available space of the vehicle.

[0061] In some possible embodiments, Figure 7 A structural schematic diagram of another electric drive axle assembly 10 is provided in FIG. 2. As shown in FIG. 2, the electric drive axle assembly 10 can further include a power takeoff 400. Figure 7

[0062] It should be noted that when the second movable gear sleeve is not connected to the housing 340 and / or the transmission gear 310, the electric drive axle assembly is in the neutral gear state, that is, the vehicle is in a parking state, and the power takeoff 400 can extract power from the engine or the transmission system to drive various additional equipment.

[0063] Based on the above, by configuring the power takeoff 400, the electric drive axle assembly can be applicable to the parking condition, and the adaptability of the electric drive axle assembly to the parking condition is improved.

[0064] In a second aspect, the present application provides a vehicle. The vehicle can include a chassis and the electric drive axle assembly as described above, and the electric drive axle assembly is arranged on the chassis.

[0065] For example, the vehicle can be a commercial vehicle. Specifically, the commercial vehicle can include a vehicle configured with one or more electric drive axle assemblies.

[0066] ​​In some possible embodiments, the electric drive axle described above can be arranged on the chassis of a single electric drive axle commercial vehicle such as a 4x2 or 6x2 vehicle. The electric drive axle described above can also be arranged on the chassis of a double electric drive axle commercial vehicle such as a 6x4 or 8x4 vehicle, which is not limited herein.

[0067] Based on this, the vehicle described above can achieve that the electric motor is in a high-efficiency operation state under various working conditions such as starting, accelerating, climbing, uniform speed driving, and high-speed driving, thereby reducing energy consumption of the vehicle.

[0068] Those skilled in the art can understand the specific details and beneficial effects of the vehicle by reading the above description of the electric drive axle assembly. For brevity, the details are not described herein.

[0069] It should be noted that in the above embodiments, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0070] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit the same. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to some technical features. Such modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

[0071] Although the preferred embodiments of the present application have been described, those skilled in the art can make further changes and modifications to the embodiments once they understand the basic creative concept. Therefore, the appended claims are intended to include the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0072] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application also intends to include these modifications and variations.

Claims

1. An electric drive axle assembly, characterized by, The application relates to a motor assembly, a first-stage speed reduction mechanism and a second-stage speed reduction mechanism. The input end of the first-stage speed reduction mechanism is in transmission connection with the output end of the motor assembly, and the output end is in transmission connection with the input end of the second-stage speed reduction mechanism, wherein the first-stage speed reduction mechanism is used for regulating the power gear position input to the second-stage speed reduction mechanism. The output end of the second-stage speed reduction mechanism is in transmission connection with a target driving member, and the second-stage speed reduction mechanism is used for regulating the power gear position input to the target driving member. The first-stage speed reduction mechanism comprises a first transmission shaft, a second transmission shaft, a transmission gear set and a first movable gear sleeve.

2. The electric drive axle assembly of claim 1, wherein, The input end of the first transmission shaft is connected with the output end of the motor assembly. The second transmission shaft is arranged in parallel with the first transmission shaft, and the first transmission shaft and the second transmission shaft are provided with the transmission gear set. The first movable gear sleeve is arranged in correspondence with the transmission gear set and is used for regulating the transmission state of the transmission gear set to regulate the power gear position input to the second-stage speed reduction mechanism. The second-stage speed reduction mechanism comprises a transmission gear, a planetary gear assembly, a differential assembly, a half shaft and a second movable gear sleeve. The transmission gear is arranged at the input end of the second transmission shaft and is used for receiving power from the transmission gear set to input power to the planetary gear assembly.

3. The electric drive axle assembly of claim 2, wherein, The planetary gear assembly is arranged between the transmission gear and the differential assembly. The half shaft is arranged between the differential assembly and the target driving member. The second movable gear sleeve is arranged in correspondence with the transmission gear and the planetary gear assembly and is used for regulating the transmission state between the transmission gear and the planetary gear assembly to regulate the power gear position input to the target driving member. The differential assembly comprises a differential, a third movable gear sleeve and a locking gear. The third movable gear sleeve is used for connecting the differential and the locking gear, so that the differential and the half shaft are in a locked state. The planetary gear assembly comprises a planet carrier, a planet wheel and a ring gear, and the second-stage speed reduction mechanism further comprises a housing.

4. The electric drive axle assembly of claim 3, wherein, The second movable gear sleeve is used for changing the connection state of the transmission gear, the gear sleeve, the ring gear and / or the housing to regulate the power gear position state input to the target driving member. In the case that the first movable gear sleeve and the transmission gear set are in a first transmission state, the second movable gear sleeve is connected with the ring gear and the housing to input first gear power to the target driving member.

5. The electric drive axle assembly of claim 3, wherein, Or, in the case that the first movable gear sleeve and the transmission gear set are in a second transmission state, the second movable gear sleeve is connected with the ring gear and the housing to input second gear power to the target driving member. In the case that the first movable gear sleeve and the transmission gear set are in a third transmission state, the second movable gear sleeve is connected with the ring gear and the transmission gear to input third gear power to the target driving member.

6. The electric drive axle assembly of claim 5, wherein, Or, in the case that the first movable gear sleeve and the transmission gear set are in a fourth transmission state, the second movable gear sleeve is connected with the ring gear and the transmission gear to input fourth gear power to the target driving member. ​ 7. The electric drive axle assembly of claim 5, wherein, ​ ​ 8. The electric drive axle assembly of claim 5, wherein, In the case that the second mobile gear sleeve is not connected with the shell and / or the transmission gear, the electric drive axle assembly is in the neutral operation state.

9. The electric drive axle assembly of any of claims 1-8, wherein, Further comprising: A power take-off, which is arranged on the side of the second-stage reduction mechanism away from the first-stage reduction mechanism.

10. A vehicle comprising: Chassis, characterized in that the vehicle further comprises the electric drive axle assembly according to any one of claims 1 to 9, which is arranged on the chassis.

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