Electric drive axle and electric truck

Abstract

The utility model relates to an electric drive bridge, it has main drive motor module, speed reducer assembly and differential assembly, speed reducer assembly has intermediate shaft assembly, output shaft assembly and first gear shift mechanism, second gear shift mechanism, the torque of main drive motor module can pass through intermediate shaft assembly and output shaft assembly and transmit to differential, main drive motor module includes main drive motor, main drive first driving gear, main drive second driving gear and main drive module gear shift mechanism, main drive module gear shift mechanism can realize the transmission torque's connection of the output shaft of main drive motor and main drive first driving gear or main drive second driving gear, output shaft assembly includes planetary gear reduction device, output shaft driven gear and differential input gear, the planet carrier of planetary gear reduction device is connected in transmission torque with differential housing, differential input gear is connected in transmission torque with differential housing through differential input shaft and differential housing. The utility model relates to an electric truck with the electric drive bridge.

Description

Technical Field

[0001] This utility model relates to an electric drive axle and an electric truck having such an electric drive axle. Background Technology

[0002] For electric drive axles of heavy-duty electric trucks, the existing dual-motor drive solutions often have too few gear settings. The driving torque and driving power required by the vehicle under different conditions such as no-load, full-load climbing, and cruising are different. At low speeds, the torque of the electric drive axle is insufficient, resulting in the vehicle not having enough climbing ability. At high speeds, the motor cannot work in the high-efficiency range, which has an adverse effect on energy saving and range. Utility Model Content

[0003] Based on the above background technology, the technical problem to be solved by this utility model is to provide an electric drive axle for electric trucks, which can improve the low-speed climbing ability of electric trucks and improve the energy consumption of electric trucks when running at high speeds.

[0004] The electric drive axle according to this utility model includes a main drive motor module, a reducer assembly, and a differential assembly. The reducer assembly includes an intermediate shaft assembly, an output shaft assembly, a first shifting mechanism, and a second shifting mechanism. The torque of the main drive motor module can be transmitted to the differential through the intermediate shaft assembly and the output shaft assembly. The main drive motor module includes a main drive motor, a first main drive gear, a second main drive gear, and a main drive module shifting mechanism. The main drive module shifting mechanism enables the output shaft of the main drive motor to engage with the first main drive gear. The connection and disconnection of torque transmission between the main drive gear or the second driving gear of the main drive is described. The output shaft assembly includes a planetary gear reducer, an output shaft driven gear, and a differential input gear. The planet carrier of the planetary gear reducer is torque-transmittingly connected to the differential housing, and the differential input gear is torque-transmittingly connected to the differential housing via the differential input shaft. A first shifting mechanism enables the coupling and disconnection of the sun gear of the planetary gear reducer with the output shaft driven gear, and a second shifting mechanism enables the coupling and disconnection of the differential input gear with the output shaft driven gear. According to this invention, a motor module with two gears can provide greater torque under conditions such as full vehicle load, starting, or climbing by using the high gear ratio of the motor module in conjunction with the low gear of the reducer assembly. Conversely, during high-speed cruising, the motor module's gear can be increased to correspondingly reduce the motor speed and increase torque, shifting the motor's operating point towards its high-efficiency range. Furthermore, the arrangement of the reducer assembly according to this utility model enables transmission through the planetary gear reducer during low-gear operation, while disconnecting the planetary gear reducer from the transmission path during high-gear operation. This achieves a high transmission ratio through the planetary gear reducer during low-gear operation, providing sufficient torque for high-load vehicle operation. On the other hand, since the planetary gear reducer is not connected to the high-gear transmission path, the transmission path for high-gear operation is shortened, improving transmission efficiency. It also avoids the complex mechanical connections caused by selectively fixing the ring gear and sun gear when shifting gears through the planetary gear reducer, thus improving reliability.

[0005] According to an advantageous design, the first and second main drive gears are supported on the output shaft of the main drive motor by bearings. The main drive shifting mechanism has a main drive intermediate gear fixedly mounted on the output shaft of the main drive motor, and a main drive shifting component capable of transmitting torque between the main drive intermediate gear and either the first or second main drive gear. This arrangement allows for simple gear switching of the main drive motor module.

[0006] According to an advantageous design, the intermediate shaft assembly includes a first driven gear, a second driven gear, and an intermediate shaft drive gear. The first driven gear meshes with the main drive first drive gear, and the second driven gear meshes with the main drive second drive gear. The first driven gear, second driven gear, and intermediate shaft drive gear are fixedly connected to a common intermediate shaft. The intermediate shaft drive gear meshes with the output shaft driven gear. This arrangement simplifies the structure and reliably transmits power from the two gear positions of the motor module to the output shaft assembly via the common intermediate shaft assembly, improving compactness.

[0007] According to a preferred design, the differential input shaft is designed as a hollow shaft that transmits torque to the differential housing. The hollow shaft is coaxially supported on the left and right half-shafts of the vehicle, circumferentially outside the shafts. The differential input gear is fixedly mounted on the hollow shaft. The output shaft driven gear and the sun gear of the planetary gear reducer are supported on the hollow shaft via bearings. The output shaft driven gear is arranged between the planetary gear reducer and the differential input gear. This coaxial arrangement allows for a more compact electric drive axle and provides favorable space for the connection of the first shift mechanism, the second shift mechanism, and corresponding components.

[0008] According to an advantageous design, the electric drive axle has an auxiliary drive motor module, which includes an auxiliary drive motor, a first auxiliary drive gear, a second auxiliary drive gear, and an auxiliary drive module shifting mechanism. The shifting mechanism enables the connection and disconnection of the torque transmission between the output shaft of the auxiliary drive motor and either the first or second auxiliary drive gear. The torque of the auxiliary drive motor module can be transmitted to the differential through the intermediate shaft assembly and the output shaft assembly. By incorporating the auxiliary drive motor module, more sufficient power output can be provided in operating conditions requiring high power output, such as during starting, climbing, and overtaking. Furthermore, depending on the specific operating condition, the torque required for vehicle operation can be distributed to the main drive by activating or deactivating the auxiliary drive motor, with the auxiliary drive motor concentrated in the main drive motor, and the appropriate motor module gear selected to ensure the corresponding motor operates in its high-efficiency range.

[0009] According to a preferred design, the first shifting mechanism comprises a first gear sleeve, a first gear hub mounted on the driven gear on the output shaft, and a sun gear hub mounted on the sun gear. The first gear sleeve coaxially and fixedly connects the first gear hub and the sun gear hub. The second shifting mechanism comprises a second gear sleeve, a second gear hub mounted on the driven gear on the output shaft, and a differential input gear. The second gear sleeve coaxially and fixedly connects the second gear hub and the differential input gear. This allows for a simple and reliable method to switch the transmission paths of the first and second shifting mechanisms on and off to their respective transmission mechanisms.

[0010] According to a preferred design, the transmission ratio between the first driving gear and the first driven gear of the main drive is 2 to 4, the transmission ratio between the second driving gear and the second driven gear of the main drive is 1 to 2, the transmission ratio between the intermediate shaft driving gear and the output shaft driven gear is 2 to 4, and the overall transmission ratio achieved by the planetary gear reduction device is 3 to 4. The four gears of the electric drive axle are achieved through the main drive module shifting mechanism, the first shifting mechanism, and the second shifting mechanism. Specifically, in first gear operation, a 3-speed transmission ratio is achieved between the main drive motor and the differential assembly. The gear ratios range from 0 to 50. In second gear, this translates to a 20-30 ratio; in third gear, a 12-15 ratio; and in fourth gear, a 6-8 ratio. Specifically, with a dual-motor module design (main and auxiliary motors), the reducer assembly achieves a 30-40 ratio in first gear. With a single-motor module design (main motor only), the reducer assembly achieves a 40-50 ratio in first gear. By rationally allocating the gear ratios of the motor modules, the driving experience is improved, better meeting the speed and torque requirements of different transportation conditions. Furthermore, by switching the motor module gears for common operating conditions, the motor's operation is optimized, improving its efficiency.

[0011] According to a preferred design, a power take-off (PTO) is provided, which is torque-transmittingly connected to the output shaft driven gear via a PTO coupling device and a PTO transmission device. In neutral operation, the output shaft of the main drive motor is connected to either the first or second main drive gear via a main drive module shifting mechanism. The first shifting mechanism disconnects the coupling between the sun gear of the planetary gear reducer and the output shaft driven gear, and the second shifting mechanism disconnects the coupling between the differential input gear and the output shaft driven gear. This design ensures power transmission to the output shaft driven gear during neutral operation, thus providing power to the PTO coupled to the output shaft driven gear when the vehicle is in neutral or parked.

[0012] According to a preferred design, the main drive motor, auxiliary drive motor, reducer assembly, and differential assembly are arranged in a common housing. This makes the electric drive axle more compact and is particularly beneficial for the design of the lubrication system, thereby lubricating the components inside the entire housing.

[0013] This utility model also relates to an electric truck, particularly an electric heavy truck, which has an electric drive axle according to this utility model. Attached Figure Description

[0014] The above-mentioned features and advantages of this utility model, as well as the ways in which they are implemented, are described in detail below with reference to specific embodiments and the accompanying drawings. However, this utility model is not limited to the features of the specific embodiments. In the accompanying drawings:

[0015] Figure 1 The electric drive bridge according to this utility model is schematically shown, with no gear engaged.

[0016] Figure 2 The schematic diagram illustrates the power transmission path of the electric drive axle during first gear operation.

[0017] Figure 3 The diagram schematically illustrates the power transmission path of the electric drive axle when the vehicle is operating in second gear.

[0018] Figure 4 The diagram schematically illustrates the power transmission path of the electric drive axle during vehicle operation in third gear.

[0019] Figure 5 The diagram schematically illustrates the power transmission path of the electric drive axle when the vehicle is in fourth gear.

[0020] The attached diagram shows the power transmission path for each gear, using only the power transmission of the main drive motor as an example. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the described embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0022] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar words used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "front," "back," "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0023] The accompanying drawings in this utility model are not drawn to scale. They are only considered to be part of this utility model when the dimensions and positional relationships are clearly explained. The specific dimensions and quantity of each structure can be determined according to actual needs.

[0024] Reference Figure 1 In summary, the electric drive axle comprises: a main drive motor 1, a first main drive gear 1.1, a second main drive gear 1.2, and a main drive shifting mechanism 1.3; an auxiliary drive motor 2, a first auxiliary drive gear 2.1, a second auxiliary drive gear 2.2, and an auxiliary drive shifting mechanism 2.3; an intermediate shaft assembly 3, a first driven gear 3.1, a second driven gear 3.2, and an intermediate shaft drive gear 3.3; an output shaft driven gear 4, a first gear hub 4.1, a second gear hub 4.2, a first shifting mechanism 7, a first gear sleeve 7.1, a second shifting mechanism 8, a second gear sleeve 8.1, and a differential input gear 26; a planetary gear reduction device 5, which includes a sun gear 5.1, a sun gear hub 6, planet gears 5.2, and a ring gear 5.3; and a differential assembly, which includes a differential housing 18 and a differential input shaft 27.

[0025] Reference Figure 1 It can be seen that the electric drive axle has a main drive motor module, an auxiliary drive motor module, a reducer assembly, and a differential assembly.

[0026] The main drive motor module includes a main drive motor 1, a first main drive gear 1.1 and a second main drive gear 1.2 supported by bearings on the output shaft of the main drive motor, and a main drive shifting mechanism 1.3. The main drive shifting mechanism includes a main drive intermediate gear fixedly mounted on the output shaft of the main drive motor and a main drive shifting component for transmitting torque between the main drive intermediate gear and the first main drive gear 1.1 or the second main drive gear 1.2. The auxiliary drive motor module includes an auxiliary drive motor 2, a first auxiliary drive gear 2.1 and a second auxiliary drive gear 2.2 also supported by bearings on the output shaft of the auxiliary drive motor, and an auxiliary drive shifting mechanism 2.3. The auxiliary drive shifting mechanism includes an auxiliary drive intermediate gear fixedly mounted on the output shaft of the auxiliary drive motor and a main drive shifting component for transmitting torque between the first main drive gear 1.1 and the second main drive gear 1.2. An auxiliary drive shifting component is used to transmit torque between an auxiliary drive intermediate gear and an auxiliary drive first drive gear 2.1 or an auxiliary drive second drive gear 2.2. The main drive first drive gear 1.1 and the auxiliary drive first drive gear 2.1 are engaged with a first driven gear 3.1, and the main drive second drive gear 1.2 and the auxiliary drive second drive gear 2.2 are engaged with a second driven gear 3.2. In this embodiment, the transmission ratio between the main drive first drive gear and the first driven gear is 2 to 4, and the transmission ratio between the auxiliary drive first drive gear and the first driven gear is preferably also 2 to 4. The transmission ratio between the main drive second drive gear and the second driven gear is 1 to 2, and the transmission ratio between the auxiliary drive second drive gear and the second driven gear is preferably also 1 to 2.

[0027] The reducer assembly includes an intermediate shaft assembly 3, an output shaft assembly, a first shifting mechanism 7, and a second shifting mechanism 8. The intermediate shaft assembly includes a first driven gear 3.1, an intermediate shaft driving gear 3.3, and a second driven gear 3.2 fixedly mounted on a common intermediate shaft. The second driven gear 3.2 meshes with the main drive second driving gear 1.2 and, if necessary, the auxiliary drive second driving gear 2.2. The first driven gear 3.1 meshes with the main drive first driving gear 1.1 and, if necessary, the auxiliary drive first driving gear 2.1.

[0028] The output shaft assembly includes a planetary gear reducer 5, an output shaft driven gear 4, and a differential input gear 26. The planet carrier of the planetary gear reducer is connected to the differential housing in a torque-transmitting manner, and the differential input gear is connected to the differential housing in a torque-transmitting manner through the differential input shaft. The first shifting mechanism 7 can realize the coupling and disconnection of the sun gear 5.1 of the planetary gear reducer and the output shaft driven gear 4, and the second shifting mechanism 8 can realize the coupling and disconnection of the differential input gear 26 and the output shaft driven gear 4.

[0029] The differential input shaft is designed as a hollow shaft and is connected to the differential housing to transmit torque. The hollow shaft is coaxially supported on the left and right half shafts of the vehicle in the circumferential direction. The differential housing is connected to the axle to transmit torque through a bevel gear transmission structure.

[0030] The output shaft driven gear 4 is supported on the differential input shaft by bearings and meshes with the intermediate shaft driving gear. In this embodiment, the transmission ratio between the intermediate shaft driving gear and the output shaft driven gear is preferably 2 to 4, and the planetary gear reducer preferably achieves a transmission ratio of 3 to 4. The planet carrier of the planetary gear reducer is connected to the differential housing 16 to transmit torque. The planetary gear reducer, the output shaft driven gear 4, and the differential input gear 26 are arranged coaxially with the right half-shaft 12 of the vehicle. The output shaft driven gear 4 is supported on the differential input shaft 27 by bearings, the differential input gear 26 is fixedly connected to the differential input shaft, and the sun gear of the planetary gear reducer is supported on the differential input shaft by bearings.

[0031] In the embodiment, the first shifting mechanism 7 can connect the sun gear 5.1 to the output shaft driven gear 4 in a torque-transmitting manner, thereby transmitting torque via the sun gear to the planetary gear reduction device, and then via the planet carrier to the differential housing. The second shifting mechanism 8 can connect the output shaft driven gear to the differential input gear 26 in a torque-transmitting manner, thereby transmitting torque to the differential input shaft, and then to the differential housing.

[0032] In the embodiment, the sun gear has a sun gear hub 6, and the output shaft driven gear 4 has a first hub 4.1 and a second hub 4.2. The first shifting mechanism 7 is composed of a first gear sleeve 7.1, the sun gear hub 6, and the first hub 4.1 of the output shaft driven gear 4. In low gear operation, the first hub and the sun gear hub are coaxially fixedly connected by the first gear sleeve, so that the torque is transmitted to the planetary gear reduction device through the sun gear hub via the sun gear 5.1, and then output to the differential housing through the planet carrier, driving the differential housing to rotate, and transmitting the torque to the left half shaft 19 and the right half shaft 12 through the bevel gear transmission structure connected to the differential housing. In the embodiment, the second shifting mechanism 8 is composed of a second gear sleeve 8.1, the second hub 4.2 of the output shaft driven gear, and the differential input gear 26. In high gear operation, the first gear sleeve disconnects the first hub 4.1 of the driven gear 4 on the output shaft from the sun gear hub 6, and the second gear sleeve 8.1 coaxially and fixedly connects the second hub 4.2 of the driven gear on the output shaft to the differential input gear 26, thereby transmitting torque to the differential housing via the differential input shaft, and then driving the wheels to rotate through the left half shaft 19 and the right half shaft 12 in the same manner as in low gear operation.

[0033] In the described embodiment, the coupling between the main drive intermediate gear of the main drive motor drive module and the first and second main drive gears can also be achieved through corresponding gear sleeves and gear hubs respectively mounted on the first and second main drive gears. This also applies to the auxiliary drive motor drive module.

[0034] In this embodiment, a power take-off (PTO) is also provided, which is used to use the power of the electric motor to drive other energy-consuming devices in the truck, such as the mixing drum in the case of a concrete mixer truck. In this embodiment, the input end of the PTO can be coupled to the PTO drive gear 13, for example, via a PTO coupling device 15. The PTO drive gear meshes with the driven gear 4 on the output shaft. The PTO drive gear is supported on the input shaft of the PTO by bearings. The input end of the PTO is designed here as a gear fixedly connected to the input shaft. The connection between the PTO drive gear and the input end of the PTO is also achieved through the engagement of the gear sleeve and gear hub described above.

[0035] By combining the two gears of the electric motor module with the low and high gears of the reducer assembly, a total of four gears are achieved for the vehicle. In the dual-motor implementation, the auxiliary drive electric motor module can be selectively connected to the electric drive axle according to operating conditions, thereby enabling various different operating modes for the vehicle as a whole.

[0036] For example, in situations where the vehicle is fully loaded and in the process of starting / climbing, the required torque is high and the vehicle speed is low. In this condition, power performance must be prioritized, but efficiency should also be considered to avoid excessive current and overheating. In this scenario, a dual-motor drive mode with a main drive motor and an auxiliary drive motor is activated. Both motor modules are switched to high gear ratios, while the reducer assembly is engaged in a low gear. At this point, the required high torque is shared by both motors, preventing a single motor from operating in a high-current region and generating excessive heat. Furthermore, the high gear ratio of the motor modules allows the motors to operate at higher speeds and lower loads while maintaining a constant output speed, thus avoiding the high-torque, low-speed operation of the motors and bringing their operating point closer to their high-efficiency region. This allows the two motors to collaboratively output torque within their respective relatively efficient ranges.

[0037] For example, when the vehicle is unloaded or under low load and is in a starting / climbing condition, the torque requirement is relatively low. In this case, it is preferable to provide power only through the main drive motor to achieve a reasonable load rate. Under this condition, the motor module switches to a high transmission ratio gear to ensure that the motor is in an efficient speed range, while the reducer assembly is engaged in a low gear, thereby obtaining high wheel end torque through the planetary gear reduction device.

[0038] For example, when a vehicle is cruising at high speed, the torque requirement is relatively low. In this case, it is preferable to provide power only through the main drive motor and switch the motor module to a low gear ratio. While keeping the output speed of the motor module unchanged, the speed of the motor is reduced, thereby increasing the load on the motor and increasing the output torque, thus moving the operating point of the motor towards the high-efficiency range.

[0039] In this application, "low gear" is understood as a gear with a higher transmission ratio, and "high gear" is understood as a gear with a lower transmission ratio.

[0040] Figure 2The power transmission path of the electric drive axle during first gear operation is schematically illustrated using bold lines. During first gear operation, if necessary, the first gear sleeve 7.1 moves to connect the first hub 4.1 of the output shaft driven gear 4 with the sun gear hub 6 for torque transmission. The second gear sleeve 8.1 moves to disconnect the second hub 4.2 of the output shaft driven gear from the differential input gear 26. The main drive shifting component of the main drive motor drive module moves to connect the first main drive gear 1.1 with the main drive intermediate gear for torque transmission. At this time, the vehicle is engaged in first gear, thus transmitting power from the main drive motor to the wheels along the transmission path: the first main drive gear 1.1, the first driven gear 3.1, the intermediate shaft drive gear 3.3, the output shaft driven gear 4, the first hub 4.1, the first gear sleeve 7.1, the sun gear hub 6, the sun gear 5.1, the planetary gears 5.2, the planetary carrier, the differential housing 18, the left half-shaft, and the right half-shaft. In the embodiment described, a speed ratio of 30 to 50 is preferably achieved between the main drive motor, the auxiliary drive motor, and the differential assembly during first gear operation.

[0041] Figure 3 The power transmission path of the electric drive axle in second gear is schematically shown by bold lines. In second gear, if necessary, the first gear sleeve 7.1 is moved to connect the first gear hub 4.1 with the sun gear hub 6 for torque transmission. The second gear sleeve 8.1 is moved to disconnect the coupling between the second gear hub 4.2 of the output shaft driven gear and the differential input gear 26. The main drive shifting component is moved to connect the main drive second drive gear 1.2 with the main drive intermediate gear for torque transmission, so that the main drive motor module switches to a low gear ratio position. At this time, the vehicle is engaged in second gear, and the power of the main drive motor is transmitted to the wheels along the transmission path of the main drive second drive gear 1.2, second driven gear 3.2, intermediate shaft drive gear 3.3, output shaft driven gear 4, first gear hub 4.1, first gear sleeve 7.1, sun gear hub 6, sun gear 5.1, planet gear 5.2, planet carrier, differential housing 18, left half shaft and right half shaft. In the embodiment described, a speed ratio of 20 to 30 is preferably achieved between the main drive motor, the auxiliary drive motor, and the differential assembly during second-gear operation.

[0042] Figure 4The power transmission path of the electric drive axle in third gear operation is schematically illustrated by bold lines. In third gear operation, if necessary, the first gear sleeve 7.1 is moved to disconnect the coupling between the first gear hub 4.1 and the sun gear hub 6. The second gear sleeve 8.1 is moved to connect the second gear hub 4.2 of the output shaft driven gear with the differential input gear 26 for torque transmission. If necessary, the main drive shifting component is moved to connect the main drive first driving gear 1.1 with the main drive intermediate gear for torque transmission. At this time, the vehicle is engaged in third gear, thereby transmitting power from the main drive motor to the wheels along the transmission path of the main drive first driving gear 1.1, first driven gear 3.1, intermediate shaft driving gear 3.3, output shaft driven gear 4, second gear hub 4.2, second gear sleeve 8.1, differential input gear 26, differential housing 48, left half-shaft, and right half-shaft. In this embodiment, a speed ratio of 12 to 15 is preferably achieved between the main drive motor, auxiliary drive motor, and differential assembly in third gear operation.

[0043] Figure 5 The power transmission path of the electric drive axle in fourth gear operation is schematically illustrated by bold lines. In fourth gear operation, if necessary, the first gear sleeve 7.1 is moved to disconnect the coupling between the first gear hub 4.1 and the sun gear hub 6; the second gear sleeve 8.1 is moved to connect the second gear hub 4.2 to the differential input gear 26 for torque transmission; and if necessary, the main drive shifting component is moved to connect the main drive second drive gear 1.2 to the main drive intermediate gear for torque transmission. At this time, the vehicle is engaged in fourth gear, thereby transmitting power from the main drive motor to the wheels along the transmission path of the main drive second drive gear 1.2, the second driven gear 3.2, the intermediate shaft drive gear 3.3, the output shaft driven gear 4, the second gear hub 4.2, the second gear sleeve 8.1, the differential input gear 26, the differential housing 48, the left half-shaft, and the right half-shaft. In this embodiment, a speed ratio of 6 to 8 is preferably achieved between the main drive motor, the auxiliary drive motor, and the differential assembly in fourth gear operation.

[0044] Depending on the specific working conditions, the auxiliary drive motor can be connected to the electric drive bridge by connecting the first auxiliary drive gear 2.1 or the second auxiliary drive gear 2.2 to the auxiliary drive intermediate gear through the auxiliary drive shifting component to transmit torque.

[0045] Figure 1The diagram also schematically illustrates the power transmission path of the electric drive axle during neutral gear operation. In neutral gear operation, both the first and second gear sleeves are in the disengaged position, thus disconnecting the output shaft driven gear from the sun gear or differential input gear. At this time, no power is transmitted to the differential input shaft, allowing the vehicle to coast in neutral. The torque of the main drive motor is then transmitted to the intermediate shaft drive gear 3.3 via the first driven gear 3.1 or the second driven gear 3.2, and subsequently to the output shaft driven gear. In this embodiment, the power take-off (PTO) can obtain power through the output shaft driven gear in all gears and in neutral gear operation.

[0046] The gear shifting of the electric drive axle in this application is preferably achieved electronically through an electronic control unit.

[0047] Those skilled in the art should understand that the specific embodiments described above are merely examples and not limitations. Various modifications, combinations, partial combinations, and substitutions can be made to the embodiments of this utility model according to design requirements and other factors, as long as they are within the scope of the appended claims or their equivalents, and thus fall within the scope of the rights to be protected by this utility model.

Claims

1. An electric drive axle for use in an electric truck, the electric drive axle comprising a main drive motor module, a reducer assembly, and a differential assembly, wherein, The reducer assembly includes an intermediate shaft assembly, an output shaft assembly, a first shifting mechanism, and a second shifting mechanism. Its characteristic is that the torque of the main drive motor module can be transmitted to the differential through the intermediate shaft assembly and the output shaft assembly. The main drive motor module includes a main drive motor, a first main drive gear, a second main drive gear, and a main drive module shifting mechanism. The main drive module shifting mechanism can connect and disconnect the torque transmission between the output shaft of the main drive motor and the first or second main drive gear. The output shaft assembly includes a planetary gear reducer, an output shaft driven gear, and a differential input gear. The planet carrier of the planetary gear reducer is connected to the differential housing for torque transmission, and the differential input gear is connected to the differential housing for torque transmission through the differential input shaft. The first shifting mechanism can couple and disconnect the sun gear of the planetary gear reducer from the output shaft driven gear, and the second shifting mechanism can couple and disconnect the differential input gear from the output shaft driven gear.

2. The electric drive bridge according to claim 1, characterized in that, The first and second main drive gears are supported on the output shaft of the main drive motor by bearings. The main drive shifting mechanism has a main drive intermediate gear fixedly mounted on the output shaft of the main drive motor, and a main drive shifting component that can transmit torque between the main drive intermediate gear and the first or second main drive gear.

3. The electric drive bridge according to claim 1, characterized in that, The intermediate shaft assembly includes a first driven gear, a second driven gear, and an intermediate shaft drive gear. The first driven gear meshes with the main drive first drive gear, and the second driven gear meshes with the main drive second drive gear. The first driven gear, the second driven gear, and the intermediate shaft drive gear are fixedly connected on a common intermediate shaft. The intermediate shaft drive gear meshes with the output shaft driven gear.

4. The electric drive bridge according to claim 1, characterized in that, The differential input shaft is designed as a hollow shaft that is connected to the differential housing to transmit torque. The hollow shaft is coaxially supported on the left and right half shafts of the vehicle and on their circumferential outer sides. The differential input gear is fixedly mounted on the hollow shaft. The output shaft driven gear and the sun gear of the planetary gear reducer are supported on the hollow shaft by bearings. The output shaft driven gear is arranged between the planetary gear reducer and the differential input gear.

5. The electric drive bridge according to claim 1, characterized in that, The electric drive axle has an auxiliary drive motor module, which includes an auxiliary drive motor, an auxiliary drive first drive gear, an auxiliary drive second drive gear, and an auxiliary drive module shifting mechanism. The auxiliary drive module shifting mechanism can connect and disconnect the torque transmission between the output shaft of the auxiliary drive motor and the auxiliary drive first drive gear or the auxiliary drive second drive gear. The torque of the auxiliary drive motor module can be transmitted to the differential through the intermediate shaft assembly and the output shaft assembly.

6. The electric drive bridge according to claim 1, characterized in that, The first shifting mechanism consists of a first gear sleeve, a first gear hub mounted on the driven gear of the output shaft, and a sun gear hub mounted on the sun gear. The first gear sleeve can coaxially and fixedly connect the first gear hub and the sun gear hub. The second shifting mechanism consists of a second gear sleeve, a second gear hub mounted on the driven gear of the output shaft, and a differential input gear. The second gear sleeve can coaxially and fixedly connect the second gear hub and the differential input gear.

7. The electric drive bridge according to claim 1, characterized in that, The transmission ratio between the first driving gear and the first driven gear of the main drive is 2 to 4, the transmission ratio between the second driving gear and the second driven gear of the main drive is 1 to 2, the transmission ratio between the intermediate shaft driving gear and the output shaft driven gear is 2 to 4, and the overall transmission ratio achieved by the planetary gear reduction device is 3 to 4. The four gears of the electric drive axle are realized through the main drive module shifting mechanism, the first shifting mechanism, and the second shifting mechanism. Specifically, between the main drive motor and the differential assembly, a speed ratio of 30 to 50 is achieved in first gear, a speed ratio of 20 to 30 is achieved in second gear, a speed ratio of 12 to 15 is achieved in third gear, and a speed ratio of 6 to 8 is achieved in fourth gear.

8. The electric drive bridge according to claim 1, characterized in that, A power take-off (PTO) is provided, which is connected to the driven gear of the output shaft to transmit torque via a PTO coupling device and a PTO transmission device.

9. The electric drive bridge according to claim 5, characterized in that, The main drive motor module, auxiliary drive motor module, reducer assembly, and differential assembly are arranged in a common housing.

10. An electric truck, characterized in that, The electric truck has an electric drive axle according to any one of claims 1 to 9.

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