New energy commercial vehicle speed reducer and electric drive axle assembly

Abstract

The utility model relates to a new energy commercial vehicle speed reducer and an electric drive axle assembly, and belongs to the technical field of new energy vehicle transmission. The first transmission shaft is used for being connected with a motor, the first transmission shaft is rotationally installed on the main reducer assembly through a first bearing, and the first transmission shaft is provided with a first driving gear; the second transmission shaft is rotationally installed on the main reduction assembly through a second bearing, the second transmission shaft is provided with a first driven gear and a second driving gear, and the first driven gear is meshed with the first driving gear; the third transmission shaft is provided with a differential mechanism, the third transmission shaft is rotationally installed on the main reduction assembly through a third bearing, the differential mechanism is connected with a second driven gear, and the second driven gear is meshed with the second driving gear; the plane washers are arranged between the first bearing and the main reducer assembly, between the second bearing and the main reducer assembly and between the third bearing and the main reducer assembly. The speed reducer is higher in use stability and more convenient to disassemble and assemble.

Description

TECHNICAL FIELD

[0001] The utility model belongs to new energy vehicle transmission technical field, especially relate to a new energy commercial vehicle speed reducer and electric drive axle assembly. BACKGROUND

[0002] At present, the new energy commercial vehicle rear axle main speed reducer is part of the electric drive axle assembly, which adopts gear transmission pair for transmission, for example, the two-stage speed reducer includes a first gear shaft connected with the motor, an intermediate gear shaft and a third gear shaft provided with a differential, in order to adjust the axial gap and carry out the axial pre-tightening, the main reduction assembly is provided with a wire coil, and the wire coil is arranged between the bearing of the transmission shaft and the main reduction assembly.

[0003] The wire coil is a metal ring with external threads, which is installed on the main reduction assembly through threaded connection, under normal circumstances, the wire coil can withstand various forces generated from the transmission shaft, road bumps and the like, maintain the correct position and gap of the internal parts of the speed reducer, and will not easily loosen. However, under the conditions of improper installation, long-term high-load use, lack of maintenance and the like, the wire coil will also loosen, and the loosened wire coil cannot maintain the correct position and gap of the internal parts of the speed reducer.

[0004] Furthermore, the wire coil is connected to the main reduction assembly through threads, and the wire coil needs to be screwed during disassembly and assembly, which is relatively troublesome to operate. CONTENT OF THE UTILITY MODEL

[0005] The utility model provides a new energy commercial vehicle speed reducer, which is used for solving the technical problems of the loosening risk and the disassembly and assembly trouble of the wire coil caused by the arrangement of the wire coil between the transmission shaft bearing outer ring and the main reduction assembly in the prior art.

[0006] The utility model realizes the following technical scheme: a new energy commercial vehicle speed reducer, comprising:

[0007] A main reduction assembly;

[0008] A first transmission shaft connected with the motor, the first transmission shaft is rotatably installed on the main reduction assembly through a first bearing, and the first transmission shaft is provided with a first driving gear;

[0009] A second transmission shaft rotatably installed on the main reduction assembly through a second bearing, the second transmission shaft is provided with a first driven gear and a second driving gear, and the first driven gear is engaged with the first driving gear;

[0010] A third transmission shaft provided with a differential, the third transmission shaft is rotatably installed on the main reduction assembly through a third bearing, the differential is connected with a second driven gear, and the second driven gear is engaged with the second driving gear;

[0011] A flat washer is provided between the first bearing and the main reduction assembly, between the second bearing and the main reduction assembly, and between the third bearing and the main reduction assembly.

[0012] Further, in order to better realize the utility model, the main reduction assembly comprises:

[0013] A reduction shell with an inner cavity, the first transmission shaft and the second transmission shaft are rotatably installed in the reduction shell through the first bearing and the second bearing respectively, and the first driving gear, the first driven gear and the second driving gear are rotatably arranged in the inner cavity of the reduction shell.

[0014] Two bearing pressing covers are arranged on the outer wall of the reduction shell, an installation space is formed between the two bearing pressing covers, the third transmission shaft is rotatably installed between the two bearing pressing covers through the third bearing, and the differential mechanism and the second driven gear are rotatably arranged in the installation space.

[0015] An oil baffle is further arranged on the outer wall of the reduction shell between the two bearing pressing covers, the oil baffle is arranged above the differential mechanism, the differential mechanism has an oil inlet, and the oil baffle is used for collecting part of the lubricating oil thrown up by the second driven gear and guiding the collected lubricating oil to the oil inlet of the differential mechanism.

[0016] Further, in order to better realize the utility model, the reduction shell comprises:

[0017] A main shell, an installation opening is formed in one side of the main shell, and one end of the first transmission shaft is rotatably installed in the main shell through a first bearing.

[0018] An end cover is bolted to the main shell and covers the installation opening, the other end of the first transmission shaft penetrates through the end cover and extends out of the main shell, the middle part of the first transmission shaft is rotatably installed in the end cover through another first bearing, and a flat washer is arranged between the outer ring of the other first bearing and the end cover.

[0019] Further, in order to better realize the utility model, the reduction shell comprises:

[0020] A main shell, an installation opening is formed in one side of the main shell, and one end of the second transmission shaft is rotatably installed in the main shell through a second bearing.

[0021] An end cover is bolted to the main shell and covers the installation opening, the other end of the second transmission shaft is rotatably installed in the end cover through another second bearing, and another flat washer is arranged between the outer ring of the other second bearing and the end cover.

[0022] Further, in order to better realize the utility model, the two ends of the third transmission shaft are rotatably installed on the two bearing pressure covers through the two third bearings respectively;

[0023] Another flat washer is arranged between the outer ring of one of the third bearings and the corresponding bearing pressure cover.

[0024] Further, in order to better realize the utility model, the oil baffle comprises:

[0025] The connecting portion is fixed on the outer wall of the differential housing through a bolt;

[0026] The oil baffle portion is arranged above the side of the differential, and is used for collecting part of the lubricating oil thrown by the second driven gear and guiding the collected lubricating oil to the oil inlet of the differential.

[0027] Further, in order to better realize the utility model, the oil baffle portion comprises a first sheet body and a second sheet body, the first sheet body is connected between the second sheet body and the connecting portion, an oil guiding chute inclined towards the oil inlet of the differential is formed between the first sheet body, the second sheet body and the connecting portion, and a notch is formed in the bottom of the oil guiding chute, and an oil outlet is formed in the side of the oil guiding chute close to the oil inlet of the differential.

[0028] Further, in order to better realize the utility model, the side of the oil guiding chute away from the oil inlet of the differential is formed with a through hole.

[0029] The width of the oil guiding chute gradually increases from the through hole to the oil outlet.

[0030] Further, in order to better realize the utility model, the central axis of the first transmission shaft and the central axis of the third transmission shaft are located on the same plane, the central axis of the second transmission shaft is located on the side of the plane, and the central axes of the first transmission shaft, the second transmission shaft and the third transmission shaft are parallel.

[0031] The electric drive axle assembly comprises the new energy commercial vehicle differential provided in the utility model.

[0032] Compared with the prior art, the utility model has the following beneficial effects:

[0033] The new energy commercial vehicle reducer provided by this utility model uses a first bearing to mount the first drive shaft to the main reduction assembly, a second bearing to mount the second drive shaft to the main reduction assembly, and a third bearing to mount the third drive shaft to the main reduction assembly. Flat washers are installed between the first bearing and the main reduction assembly, between the second bearing and the main reduction assembly, and between the third bearing and the main reduction assembly. In this way, flat washers replace the threaded rings used in existing new energy commercial vehicle reducers to adjust the axial positions of the first, second, and third drive shafts and provide axial preload to them. During installation, the flat washers only need to be placed into specific positions within the main reduction assembly; no tightening is required. Furthermore, once installed, the flat washers are firmly locked in place and will not loosen. With this structure, the first, second, and third drive shafts in the new energy commercial vehicle reducer provided by this utility model are less prone to loosening, have higher stability, and are easier to install and remove without tightening the threaded rings. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the structure of the new energy commercial vehicle reducer provided in this embodiment of the utility model;

[0036] Figure 2 yes Figure 1 Another perspective view of the reducer in a new energy commercial vehicle;

[0037] Figure 3 This is a schematic diagram of the installation structure of the oil baffle on the main reducer assembly in an embodiment of this utility model;

[0038] Figure 4 This is a schematic diagram of the structure of the oil baffle in an embodiment of this utility model;

[0039] Figure 5 yes Figure 1 The diagram shown is a structural schematic of a new energy commercial vehicle reducer under an explosive state.

[0040] Figure 6 yes Figure 1 The diagram shown is a structural schematic of a new energy commercial vehicle reducer under another explosive state.

[0041] Figure 7 yes Figure 1The explosion view of the new energy commercial vehicle speed reducer shown in the figure is when the main reduction assembly is not assembled;

[0042] Figure 8 It is the distribution schematic view of the first transmission shaft, the second transmission shaft and the third transmission shaft in the main reduction assembly in the embodiment of the utility model;

[0043] Figure 9 It is the position relation view of the first transmission shaft, the second transmission shaft and the third transmission shaft in the embodiment of the utility model.

[0044] In the figure,

[0045] 100-main reduction assembly, 110-reduction shell, 111-main shell, 112-end cover, 120-bearing gland;

[0046] 200-first transmission shaft, 210-first bearing, 220-first driving gear;

[0047] 300-second transmission shaft, 310-second bearing, 320-first driven gear, 330-second driving gear;

[0048] 400-third transmission shaft, 410-differential, 420-third bearing, 430-second driven gear;

[0049] 500-flat washer;

[0050] 600-oil baffle, 610-connection part, 620-oil baffle part, 621-first sheet body, 622-second sheet body;

[0051] 700-bolt. DETAILED DESCRIPTION

[0052] In order to make the purpose, technical scheme and advantages of the utility model more clear, the technical scheme of the utility model will be described in detail below. Obviously, the described embodiments are only some of the embodiments of the utility model, not all. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor belong to the scope protected by the utility model.

[0053] Embodiment:

[0054] As Figures 1-9 The new energy commercial vehicle speed reducer provided by the embodiment comprises a main reduction assembly 100, a first transmission shaft 200, a second transmission shaft 300, a third transmission shaft 400 and a flat washer 500, wherein:

[0055] The first transmission shaft 200 is used for being connected with the motor, the first transmission shaft 200 is rotatably installed on the main reduction assembly 100 through the first bearing 210, and the first transmission shaft 200 is provided with the first driving gear 220. Specifically, one end of the first transmission shaft 200 is provided with a connecting tooth outside the main reduction assembly 100, and the connecting tooth is used for being connected with the motor. The second transmission shaft 300 is an intermediate shaft, the second transmission shaft 300 is rotatably installed on the main reduction assembly 100 through the second bearing 310, the first driven gear 320 and the second driving gear 330 are arranged on the second transmission shaft 300, and the first driven gear 320 and the first driving gear 220 are engaged to form a speed reduction transmission pair. The third transmission shaft 400 is provided with the differential 410, and the entire third transmission shaft 400 can also be understood as the differential 410. The third transmission shaft 400 is rotatably installed on the main reduction assembly 100 through the third bearing 420, the second driven gear 430 is connected with the differential 410, the second driven gear 430 is engaged with the second driving gear 330, and the second driven gear 430 and the second driving gear 330 form another speed reduction transmission pair. Thus, the new energy commercial vehicle reduction device provided by the embodiment is actually a two-stage reduction device.

[0056] The flat washer 500 is arranged between the first bearing 210 and the main reduction assembly 100, between the second bearing 310 and the main reduction assembly 100, and between the third bearing 420 and the main reduction assembly 100. Thus, the flat washer 500 is used to replace the wire ring in the existing new energy commercial vehicle reduction device to adjust the axial positions of the first transmission shaft 200, the second transmission shaft 300 and the third transmission shaft 400 and provide axial pre-tightening force for the first transmission shaft 200, the second transmission shaft 300 and the third transmission shaft 400. When the flat washer 500 is installed, it only needs to be placed in a specific position in the main reduction assembly 100, and does not need to be screwed. After installation, the flat washer 500 is clamped in the installation position and cannot be loosened. Through the above structure, the first transmission shaft 200, the second transmission shaft 300 and the third transmission shaft 400 in the new energy commercial vehicle reduction device provided by the utility model are less likely to loosen, have higher stability, and do not need to be screwed when disassembled, so that disassembly is more convenient.

[0057] Optionally, the main reduction assembly 100 in the embodiment comprises a reduction shell 110 with an inner cavity and two bearing press covers 120. The reduction shell 110 comprises a main shell 111 with a mounting hole formed on one side and an end cover 112 bolted to the main shell 111 and covering the mounting hole. The main shell 111 and the end cover 112 are provided with bearing mounting chambers. The bearing press covers 120 are fixed to the outer wall of the main shell 111 of the reduction shell 110. The two bearing press covers 120 are arranged opposite to each other and form a mounting space therebetween. Each of the bearing press covers 120 is also provided with a bearing mounting chamber.

[0058] One end of the first transmission shaft 200 is rotatably mounted to the main shell 111 through a first bearing 210. The other end of the first transmission shaft 200 penetrates the end cover 112 and extends out of the main shell 111. The middle part of the first transmission shaft 200 is rotatably mounted to the end cover 112 through another first bearing 210. Thus, the first transmission shaft 200 is rotatably mounted to the main reduction assembly 100 by two bearings. A flat washer 500 is arranged between the outer ring of the other first bearing 210 and the end cover 112. One end of the second transmission shaft 300 is rotatably mounted to the main reduction assembly 100 through a second bearing 310. The other end of the second bearing 310 is rotatably mounted to the end cover 112 through another second bearing 310. Thus, the second transmission shaft 300 is rotatably mounted to the main reduction assembly 100 by two second bearings 310. Another flat washer 500 is arranged between the outer ring of the other second bearing 310 and the end cover 112.

[0059] In the installation, the first driving gear 220 is first installed on the first transmission shaft 200, then two first bearings 210 are installed on the first transmission shaft 200, and then the first transmission shaft 200 is inserted into the main housing 111, so that the first bearing 210 at one end of the first transmission shaft 200 is installed in one bearing installation chamber in the main housing 111, then the second driving gear 330 and the first driven gear 320 are installed on the second transmission shaft 300, then two second bearings 310 are installed on the second transmission shaft 300, and then the second bearing 310 at one end of the second transmission shaft 300 is installed in another bearing installation chamber in the main housing 111, then two flat washers 500 are installed in the two bearing installation chambers in the end cover 112, then the end cover 112 is buckled at the installation opening of the main housing 111, the other end of the first transmission shaft 200 passes through the end cover 112, the first bearing 210 in the middle of the first transmission shaft 200 is arranged in one bearing installation chamber in the end cover 112, the second bearing 310 at the other end of the second transmission shaft 300 is arranged in another bearing installation chamber in the end cover 112, and the outer ring of the first bearing 210 in the middle of the first transmission shaft 200 abuts against the flat washer 500 in the corresponding bearing installation chamber, and the outer ring of the second bearing 310 at the other end of the second transmission shaft 300 abuts against the flat washer 500 in the corresponding bearing installation chamber. Finally, the end cover 112 is locked on the main housing 111 by using locking screws, and when the locking is performed, the two flat washers 500 are respectively arranged between the corresponding first bearing 210 and the end cover 112 and between the corresponding second bearing 310 and the end cover 112. In this way, the first driving gear 220, the first driven gear 320, and the second driving gear 330 are all arranged in the inner cavity of the main housing 111.

[0060] The two ends of the transmission shaft are rotatably installed on the two bearing pressing covers 120 by two third bearings 420, so that the differential 410 and the second driven gear 430 are rotatably arranged in the installation space, and another flat washer 500 is arranged between the outer ring of one of the third bearings 420 and the corresponding bearing pressing cover 120.

[0061] An optional embodiment of the present embodiment is as follows: an oil baffle 600 is further installed on the outer wall of the main housing 111 (i.e., the outer wall of the main housing 111), the oil baffle 600 is located between the two bearing pressing covers 120, and the oil baffle 600 is arranged above the differential 410 and on the side of the second driven gear 430. Like the prior art, the differential 410 has an oil inlet, and the oil baffle 600 is used to collect part of the lubricating oil thrown by the second driven gear 430 and guide the collected lubricating oil to the oil inlet of the differential 410. It should be noted that the main housing 111 is provided with a connecting flange for connecting with an electric drive axle housing, and after the connection is completed, the bearing pressing cover 120, the differential 410, and the second driven gear 430 are all arranged in the electric drive axle housing.

[0062] Thus, when the reducer is running, the second driven gear 430 will rotate, thereby rolling up the lubricating oil at the bottom of the electric drive axle housing upwards, and the rolled-up lubricating oil will hit the top inner wall of the electric drive axle main reducer assembly 100 due to centrifugal force, part of the lubricating oil hitting the top inner wall of the electric drive axle main reducer assembly 100 will rotate along the inner wall inside the electric drive axle housing, and the other part of the lubricating oil hitting the top inner wall of the electric drive axle main reducer assembly 100 will fall down. The arrangement of the oil baffle 600 can catch part of the lubricating oil falling down and block part of the lubricating oil circulating inside the electric drive axle housing, thereby collecting more lubricating oil on the oil baffle 600. Since the lubricating oil has a certain kinetic energy, the lubricating oil collected on the oil baffle 600 will be guided by the oil baffle 600 to the oil inlet of the differential 410 and enter the inside of the differential 410. Thus, when the vehicle is running, more lubricating oil enters the inside of the differential 410, thereby better lubricating the components inside the differential 410, reducing the probability of the differential 410 from burning and other problems, making the use stability of the electric drive axle assembly better and the service life longer.

[0063] Optionally, the oil baffle 600 includes a connecting portion 610 and an oil blocking portion 620, wherein:

[0064] The connecting portion 610 is a flat plate, and the connecting portion 610 is fixed on the outer wall of the reducer housing 110 by bolts 700. The oil blocking portion 620 is fixedly connected with the connecting portion 610, and the oil blocking portion 620 is arranged above the side of the differential 410. The oil blocking portion 620 is used to collect part of the lubricating oil thrown up by the second driven gear 430 and guide the collected lubricating oil to the oil inlet of the differential 410. Thus, the oil baffle 600 can be conveniently disassembled and assembled on the main reducer assembly 100.

[0065] Specifically, the oil blocking portion 620 includes a first sheet 621 and a second sheet 622, the first sheet 621 is fixed between the second sheet 622 and the connecting portion 610, the oil blocking portion 620 is arranged along the horizontal direction, the first sheet 621 is inclined toward the lower side, and the bottom end of the first sheet 621 near the oil inlet of the differential 410 (i.e. near the second driven gear 430) is lower than the bottom end far from the oil inlet of the differential 410, and the second sheet 622 is located at the bottom end of the first sheet 621. An oil guiding chute is formed between the first sheet 621, the second sheet 622 and the connecting portion 610, the oil guiding chute is inclined toward the oil inlet of the differential 410, and the bottom of the oil guiding chute is formed with a notch, when the lubricating oil is thrown upward, it enters the oil guiding chute through the notch, and the side of the oil guiding chute near the oil inlet of the differential 410 is formed with an oil outlet, because the lubricating oil entering the oil guiding chute has kinetic energy, and the oil guiding chute is arranged inclined, so that the lubricating oil entering the oil guiding chute will flow out of the oil outlet, the oil outlet is opposite to the oil inlet of the differential 410, so that the lubricating oil flowing out of the oil outlet of the oil guiding chute will flow directly into the oil inlet of the differential 410.

[0066] The first sheet 621 and the second sheet 622 and the connecting portion 620 are integrally formed, of course, the first sheet 621 and the second sheet 622 and the connecting portion 620 can also be fixed by welding.

[0067] More preferably, the side of the oil guiding chute away from the oil inlet of the differential 410 is formed with a through hole, the width of the oil guiding chute gradually increases from the through hole to the oil outlet, so that, as shown in the figure, the position of the through hole is higher than the oil outlet and lower than the outer wall of the reduction housing 110, therefore, when the part of the lubricating oil thrown upward to the outer wall of the reduction housing 110 (i.e. the bottom wall of the reduction housing 110) falls, part of it will enter the through hole, thereby collecting more lubricating oil in the oil guiding chute, so as to further increase the amount of lubricating oil entering the oil inlet of the differential 410.

[0068] An optional embodiment of the embodiment is as follows: the central axis of the first transmission shaft 200 and the central axis of the third transmission shaft 400 are located on the same plane, the central axis of the second transmission shaft 300 is located on the side of the plane, and the central axis of the first transmission shaft 200, the central axis of the second transmission shaft 300 and the central axis of the third transmission shaft 400 are parallel. In this way, the first transmission shaft 200, the second transmission shaft 300 and the third transmission shaft 400 are arranged in a "v" shape on the main reduction assembly 100, rather than a "I" shape, so that the structure is more compact, and the length of the main reduction assembly 100 can be made shorter, and when the reducer is installed on the drive axle housing, the distance between the end of the reducer main reduction assembly 100 away from the drive axle housing and the drive axle housing is smaller.

[0069] Embodiment 2:

[0070] The embodiment provides an electric drive axle assembly, which comprises the new energy commercial vehicle reducer provided in the embodiment 1, so that the use stability of the electric drive axle assembly is higher, and the electric drive axle assembly is more convenient to disassemble and maintain, and the overall structure is more compact, and the probability of the differential 410 ablation is lower during use.

[0071] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, any skilled person in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A new energy commercial vehicle decelerator, characterized in that, The main reduction assembly (100) comprises: a first transmission shaft (200) connected with the motor, the first transmission shaft (200) is rotatably installed on the main reduction assembly (100) through a first bearing (210), and the first transmission shaft (200) is provided with a first driving gear (220); a second transmission shaft (300) rotatably installed on the main reduction assembly (100) through a second bearing (310), the second transmission shaft (300) is provided with a first driven gear (320) and a second driving gear (330), and the first driven gear (320) is engaged with the first driving gear (220); a third transmission shaft (400) provided with a differential (410), the third transmission shaft (400) is rotatably installed on the main reduction assembly (100) through a third bearing (420), the differential (410) is connected with a second driven gear (430), and the second driven gear (430) is engaged with the second driving gear (330); a flat washer (500) is arranged between the first bearing (210) and the main reduction assembly (100), between the second bearing (310) and the main reduction assembly (100), and between the third bearing (420) and the main reduction assembly (100). The main reduction assembly (100) comprises:

2. The new energy commercial vehicle decelerator according to claim 1, characterized in that, a reduction shell (110) with an inner cavity, the first transmission shaft (200) and the second transmission shaft (300) are rotatably installed on the reduction shell (110) through the first bearing (210) and the second bearing (310) respectively, and the first driving gear (220), the first driven gear (320) and the second driving gear (330) are rotatably arranged in the inner cavity of the reduction shell (110); two bearing covers (120) arranged on the outer wall of the reduction shell (110), an installation space is formed between the two bearing covers (120), the third transmission shaft (400) is rotatably installed between the two bearing covers (120) through the third bearing (420), and the differential (410) and the second driven gear (430) are rotatably arranged in the installation space; an oil baffle (600) is further arranged on the outer wall of the reduction shell (110) between the two bearing covers (120), the oil baffle (600) is arranged above the differential (410), the differential (410) has an oil inlet, and the oil baffle (600) is used for collecting part of the lubricating oil thrown up by the second driven gear (430) and guiding the collected lubricating oil to the oil inlet of the differential (410). The reduction shell (110) comprises:

3. The new energy commercial vehicle decelerator according to claim 2, characterized in that, a main shell (111), one side of the main shell (111) is provided with a mounting opening, and one end of the first transmission shaft (200) is rotatably installed on the main shell (111) through the first bearing (210); ​ an end cover (112) bolted to the main shell (111) and covering the mounting port, the other end of the first transmission shaft (200) penetrating the end cover (112) and extending out of the main shell (111), the middle part of the first transmission shaft (200) being rotatably mounted to the end cover (112) through another first bearing (210), and a flat washer (500) being disposed between the outer ring of the other first bearing (210) and the end cover (112).

4. The new energy commercial vehicle decelerator according to claim 2, characterized in that, The reduced shell (110) comprises: a main shell (111), one side of the main shell (111) being formed with a mounting port, and one end of the second transmission shaft (300) being rotatably mounted to the main shell (111) through a second bearing (310); an end cover (112) bolted to the main shell (111) and covering the mounting port, the other end of the second transmission shaft (300) penetrating the end cover (112) and extending out of the main shell (111), the middle part of the first transmission shaft (200) being rotatably mounted to the end cover (112) through another first bearing (210), and a flat washer (500) being disposed between the outer ring of the other first bearing (210) and the end cover (112).

5. The new energy commercial vehicle speed reducer according to claim 2, characterized in that: both ends of the third transmission shaft (400) are rotatably mounted to the two bearing pressure covers (120) through two third bearings (420) respectively; another flat washer (500) is disposed between the outer ring of one of the third bearings (420) and the corresponding bearing pressure cover (120).

6. The new energy commercial vehicle decelerator according to any one of claims 2-5, characterized in that, The oil baffle (600) comprises: a connecting part (610) bolted and fixed to the outer wall of the reduced shell (110) through a bolt (700); an oil baffle part (620) fixedly connected with the connecting part (610), the oil baffle part (620) being disposed above the side of the differential (410), and the oil baffle part (620) being used for collecting part of the lubricating oil thrown up by the second driven gear (430) and guiding the collected lubricating oil to the oil inlet of the differential (410).

7. The new energy commercial vehicle speed reducer according to claim 6, characterized in that: the oil baffle part (620) comprises a first sheet body (621) and a second sheet body (622), the first sheet body (621) being connected between the second sheet body (622) and the connecting part (610), an oil guiding chute inclined towards the oil inlet of the differential (410) being formed between the first sheet body (621), the second sheet body (622) and the connecting part (610), the bottom of the oil guiding chute being formed with a notch, and the side of the oil guiding chute close to the oil inlet of the differential (410) being formed with an oil outlet.

8. The new energy commercial vehicle speed reducer according to claim 7, characterized in that: the side of the oil guiding chute away from the oil inlet of the differential (410) is formed with a through hole; the width of the oil guiding chute gradually increases from the through hole to the oil outlet.

9. The new energy commercial vehicle speed reducer according to claim 1, characterized in that: The central axis of the first transmission shaft (200) and the central axis of the third transmission shaft (400) are located in the same plane, the central axis of the second transmission shaft (300) is located on the side of the plane, and the central axis of the first transmission shaft (200), the central axis of the second transmission shaft (300), and the central axis of the third transmission shaft (400) are parallel.

10. An electric drive axle assembly, characterized by: The new energy commercial vehicle decelerator comprises the new energy commercial vehicle decelerator according to any one of claims 1-9.

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