An electric drive axle structure

Abstract

The utility model provides a kind of electric drive axle structure, comprising: differential, including differential main reduction gear, first output end and second output end, the first output end is connected with first output half shaft, the differential main reduction gear is set on the first output half shaft, the second output end is connected with second output half shaft;The first output half shaft and the second output half shaft are all provided with wheel;Power module is connected on the differential main reduction gear.This electric drive axle in power module adopts two-stop parallel shaft structure transmission route, i.e. power module one stop adopts large speed ratio, mainly realizes wheel end torque amplification, provides considerable wheel end torque for whole car;Power module two stops adopt small speed ratio, realize the promotion of transmission efficiency, reduce transmission energy loss, to improve the energy economy of whole car, realize the effective compatibility of the energy economy of commercial vehicle electric drive axle and whole car power performance, improve the operating performance of commercial vehicle.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle drive technology, specifically to an electric drive axle structure. Background Technology

[0002] With the development of pure electric vehicles and the continuous enrichment of drive forms, the application ratio of electric drive axles in the electrification market is getting higher and higher. Compared with traditional drive axle solutions, electric drive axle systems have advantages such as shorter power transmission routes, faster response speeds, more precise wheel-end torque control, higher overall system efficiency, and regenerative braking function.

[0003] Currently, in the use of electric drive axles in commercial vehicles, energy economy is prioritized due to the high speeds required for cruising, while overall vehicle power is prioritized during heavy-load starts or hill climbs when high torque is needed at the wheel ends. To improve energy economy, a common measure is to control the high-efficiency range of the motor's operation under target conditions. However, when the motor reaches its high-efficiency range, the number of transmission stages needs to be reduced to minimize transmission energy loss. On the other hand, to improve overall vehicle power, the number of transmission stages needs to be increased to amplify the wheel-end output torque and increase the motor's output torque. In actual use, the compatibility between energy economy and overall vehicle power is poor, and conflicts often occur during the adjustment of energy economy and overall vehicle power, leading to drive axle jamming, control failure, and the drive axle bearing an extremely high load. In severe cases, this can damage the components within the drive axle. Utility Model Content

[0004] To address the problem of poor compatibility between energy consumption and overall vehicle power in existing commercial vehicle electric drive axles, which often leads to conflicts and drive axle jamming during adjustment, resulting in poor vehicle handling performance, this utility model provides an electric drive axle structure.

[0005] To achieve the above objectives, this utility model provides the following technical solution: This utility model proposes an electric drive bridge structure, including: A differential includes a differential main reduction gear, a first output end and a second output end, the first output end being connected to a first output half-shaft, the differential main reduction gear being sleeved on the first output half-shaft, and the second output end being connected to a second output half-shaft. Both the first output half-shaft and the second output half-shaft are equipped with wheels; A power module is connected to the main reduction gear of the differential.

[0006] Preferably, the power module is a first power module or a second power module connected to the main reduction gear of the differential.

[0007] Preferably, the power module includes two first power modules respectively connected to the differential main reduction gear.

[0008] Preferably, the power module includes two second power modules respectively connected to the differential main reduction gear.

[0009] Preferably, the power module includes a second power module and a first power module, and the second power module and the first power module are respectively connected to the differential main reduction gear.

[0010] Preferably, the first power module includes an input shaft connected to a first motor, a first-stage driving gear mounted on the input shaft; a first-stage driven gear meshing with the first-stage driving gear; a first transmission shaft connected to the first-stage driven gear; a first-stage driving gear, a first-stage driven gear, and a first-stage driving gear sleeved on the first transmission shaft, the first-stage driven gear and the first-stage driving gear being synchronously connected; a first-stage driven gear meshing with the first-stage driving gear; and a first-stage driving gear meshing with the first-stage driven gear, the first-stage driven gear and the first-stage driving gear being synchronously connected. A gear hub is provided on the first drive shaft, and a sliding sleeve is fitted on the gear hub, the sliding sleeve being connected to the shifting actuator; The first fourth-stage drive gear meshes with the differential main reduction gear.

[0011] Preferably, the first third-stage driven gear and the first fourth-stage driving gear are fixedly mounted on the first connecting sleeve, and the first connecting sleeve is rotatably sleeved on the first transmission shaft.

[0012] Preferably, a first connecting shaft is fixedly connected between the first secondary driven gear and the first tertiary driving gear.

[0013] Preferably, the second module includes an input shaft and a second transmission shaft, the input shaft being connected to a second motor; a second primary drive gear is mounted on the input shaft; A second-stage driven gear is connected to the second transmission shaft, and the second-stage driven gear meshes with the second-stage driving gear. A second-stage driving gear and an intermediate gear are also sleeved on the second transmission shaft. The second power module also includes a second-second driven gear meshing with the second-second driven gear, and a second-third driven gear meshing with the intermediate wheel, wherein the second-second driven gear and the second-third driven gear are synchronously connected; The intermediate gear meshes with the main reduction gear of the differential.

[0014] Preferably, a second connecting shaft is fixedly connected between the second-stage driven gear and the second-stage driving gear.

[0015] Compared with the prior art, the present invention has the following beneficial technical effects: This utility model proposes an electric drive axle structure. The power module in this electric drive axle adopts a two-speed parallel shaft transmission route. The first speed of the power module adopts a high speed ratio, which mainly amplifies the wheel-end torque and provides stable wheel-end torque for the whole vehicle. The second speed of the power module adopts a low speed ratio, which improves the transmission efficiency and reduces transmission energy loss, thereby improving the energy economy of the whole vehicle. This invention achieves effective compatibility between the energy economy of the electric drive axle and the power performance of the whole vehicle, and improves the handling performance of the commercial vehicle.

[0016] Furthermore, the power module in this electric drive axle adopts a two-speed parallel shaft structure transmission route, without planetary gears or other complex transmission routes, making the entire power system more compact in axial space, which is beneficial for the overall vehicle space layout.

[0017] Furthermore, the first gear of the first power module in this electric drive axle adopts a four-stage reduction transmission, and the first gear of the second module adopts a three-stage transmission, which respectively amplifies the wheel-end torque and provides stable wheel-end torque for the whole vehicle; while the second gear of both the first power module and the second module adopt a small speed ratio of two-stage transmission to improve transmission efficiency, reduce transmission energy loss, and thus improve the energy economy of the whole vehicle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of an electric drive bridge structure according to the first preferred embodiment of the present invention; Figure 2 This is a schematic diagram of the neutral power route of an electric drive axle structure according to the first preferred embodiment of the present invention. Figure 3 This is a schematic diagram of the first gear power route of an electric drive axle structure according to the first preferred embodiment of the present invention; Figure 4 This is a schematic diagram of the second-speed power route of an electric drive axle structure according to the first preferred embodiment of the present invention; Figure 5 This is a schematic diagram of an electric drive bridge structure according to a second preferred embodiment of the present invention; Figure 6 This is a schematic diagram of the neutral power route in an electric drive axle structure according to a second preferred embodiment of the present invention; Figure 7 This is a schematic diagram of the first gear power route in an electric drive axle structure according to a second preferred embodiment of the present invention; Figure 8This is a schematic diagram of the second-gear power route in an electric drive axle structure according to a second preferred embodiment of the present invention; Figure 9 This is a schematic diagram of an electric drive bridge structure according to the third preferred embodiment of the present invention; Figure 10 This is a schematic diagram of an electric drive bridge structure according to the fourth preferred embodiment of the present invention; Figure 11 This is a schematic diagram of an electric drive bridge structure according to the fifth preferred embodiment of the present invention; In the attached diagram: 1. First motor; 2. First stage drive gear; 3. First stage driven gear; 301. First drive shaft; 4. Gear hub; 5. Sliding sleeve; 6. First and second stage drive gears; 7. First and second stage driven gears; 8. First and third stage drive gears; 9. First and third stage driven gears; 10. First and fourth stage drive gears; 11. Differential main reduction gear; 12. Differential; 13. First output half shaft; 14. Second output half shaft; 15. Wheel; 16. Second motor; 17. Second stage drive gear; 18. Second stage driven gear; 181. Second drive shaft; 19. Second and second stage drive gear; 20. Second and second stage driven gear; 21. Second and third stage drive gear; 22. Intermediate wheel. Detailed Implementation

[0019] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this invention. Therefore, the drawings and description are considered exemplary in nature and not restrictive.

[0020] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0025] This utility model proposes an electric drive axle structure, including: a differential 12, which includes a differential main reduction gear 11, a first output end, and a second output end. The first output end of the differential 12 is connected to a first output half-shaft 13, and the differential main reduction gear 11 is sleeved on the first output half-shaft 13. The second output end is connected to a second output half-shaft 14. Wheels 15 are mounted on both the first and second output half-shafts 13 and 14. A power module is connected to the differential main reduction gear 11. This electric drive axle structure balances power and efficiency, reduces transmission energy loss, and improves the overall vehicle energy economy.

[0026] Example 1: In one aspect, this utility model proposes an electric drive bridge structure, such as... Figure 1As shown, it includes: a differential 12, which includes a differential main reduction gear 11, a first output end, and a second output end. The first output end of the differential 12 is connected to a first output half-shaft 13, and the differential main reduction gear 11 is sleeved on the first output half-shaft 13. The second output end is connected to a second output half-shaft 14. Wheels 15 are provided on both the first output half-shaft 13 and the second output half-shaft 14. A power module is connected to the differential main reduction gear 11. The power module is a first power module, which includes an input shaft connected to a first motor 1, a first-stage driving gear 2 mounted on the input shaft, a first-stage driven gear 3 meshing with the first-stage driving gear 2, a first transmission shaft 301 connected to the first-stage driven gear 3, and a first-stage driving gear 6, a first-stage driven gear 9, and a first-stage driving gear 10 sleeved on the first transmission shaft 301. The first-stage driven gear 9 and the first-stage driving gear 10 are synchronously connected, that is, the first-stage driven gear 9 and the first-stage driving gear 10 are fixedly mounted on a first connecting sleeve. The first connecting sleeve is rotatably mounted on the first transmission shaft 301; the first second-stage driven gear 7 meshes with the first second-stage driving gear 6, and the first third-stage driving gear 8 meshes with the first third-stage driven gear 9. The first second-stage driven gear 7 and the first third-stage driving gear 8 are synchronously connected, that is, the first second-stage driven gear 7 and the first third-stage driving gear 8 are fixedly connected by a first connecting shaft, which is parallel to the input shaft; a gear hub 4 is provided on the first transmission shaft 301, and a sliding sleeve 5 is sleeved on the gear hub 4. The sliding sleeve 5 is connected to the shifting actuator; the first fourth-stage driving gear 10 meshes with the differential main reduction gear 11.

[0027] In this embodiment, the neutral power route of the first power module is as follows: Figure 2 As shown, the sliding sleeve 5 is located in the middle position of the gear hub 4. At this time, the power is input through the first motor 1 and transmitted to the first stage driving gear 2, the first stage driven gear 3, the gear hub 4 and the sliding sleeve 5. The power transmission ends and does not drive the first output half shaft 13 and the second output half shaft 14 to rotate.

[0028] The first power module's first gear power route, such as... Figure 3As shown, the sliding sleeve 5 is located on the left side of the gear hub 4. At this time, the power is input through the first motor 1 and transmitted sequentially to the first stage driving gear 2, the first stage driven gear 3, the gear hub 4, and the sliding sleeve 5. The power is then transmitted sequentially through the sliding sleeve 5 to the first and second stage driving gear 6, the first and second stage driven gear 7, the first and third stage driving gear 8, the first and third stage driven gear 9, and the first and fourth stage driving gear 10. The power is then transmitted through the first and fourth stage driving gear 10 to the differential main reduction gear 11. The differential main reduction gear 11 transmits the power to the differential 12, and through the differential 12, it is transmitted to the first output half-shaft 13 and the second output half-shaft 14. The first output half-shaft 13 and the second output half-shaft 14 finally transmit the power to the wheel 15. In the process of power transmission, there are four stages of reduction transmission. The reduction ratio is large, and the wheel end torque amplification effect is obvious. It is suitable for heavy-load start-up, hill climbing, overtaking and other working conditions with high wheel end torque requirements.

[0029] The first power module's second-gear power route, such as... Figure 4 As shown, the sliding sleeve 5 is located on the right side of the gear hub 4. At this time, power is input through the first motor 1 and sequentially transmitted to the first stage drive gear 2, the first stage driven gear 3, the gear hub 4, and the sliding sleeve 5. Power is then transmitted through the sliding sleeve 5 to the first fourth stage drive gear 10, and then to the differential main reduction gear 11. The differential main reduction gear 11 transmits power to the differential 12, and then to the first output half-shaft 13 and the second output half-shaft 14. Finally, the first output half-shaft 13 and the second output half-shaft 14 transmit power to the wheels 15. During the power transmission process, two stages of reduction gears are used, resulting in a short power transmission path, high transmission efficiency, and good economy, making it suitable for high-speed cruising conditions. In this embodiment, the electric drive sedan achieves an effective combination of economy and overall vehicle power performance through optimization of the drive axle path, improving the operational performance of the commercial vehicle.

[0030] Example 2: In one aspect, this utility model also proposes an electric drive bridge structure, such as... Figure 5 As shown, it includes: a differential 12, which includes a differential main reduction gear 11, a first output end, and a second output end. The first output end of the differential 12 is connected to a first output half-shaft 13, and the differential main reduction gear 11 is sleeved on the first output half-shaft 13. The second output end is connected to a second output half-shaft 14. Wheels 15 are provided on both the first output half-shaft 13 and the second output half-shaft 14. A power module is connected to the differential main reduction gear 11. The power module is a second power module, which includes an input shaft connected to a second motor 16; a second-stage drive gear 17 mounted on the input shaft; a second-stage driven gear 18 meshing with the second-stage drive gear 17; a second transmission shaft 181 connected to the second-stage driven gear 18; a second-stage drive gear 19 and an intermediate wheel 22 sleeved on the second transmission shaft 181; a second-stage driven gear 20 meshing with the second-stage drive gear 19; and a second-stage drive gear 21 meshing with the intermediate wheel 22. The second-stage driven gear 20 and the second-stage drive gear 21 are synchronously connected, that is, a second connecting shaft is fixedly connected between the second-stage driven gear 20 and the second-stage drive gear 21. The intermediate wheel 22 meshes with the differential main reduction gear 11.

[0031] In this embodiment, the neutral power route of the second power module is as follows: Figure 6 As shown, the sliding sleeve 5 is located in the middle position of the gear hub 4. At this time, the power is input through the second motor 16 and transmitted sequentially to the second stage driving gear 17, the second stage driven gear 18, the gear hub 4 and the sliding sleeve 5. The power transmission ends and does not drive the first output half shaft 13 and the second output half shaft 14 to rotate.

[0032] The second power module's first gear power route, such as... Figure 7 As shown, the sliding sleeve 5 is located on the left side of the gear hub 4. At this time, the power is input through the second motor 16 and transmitted sequentially to the second-stage driving gear 17, the second-stage driven gear 18, the gear hub 4, and the sliding sleeve 5. The power is then transmitted sequentially through the sliding sleeve 5 to the second-stage driving gear 19, the second-stage driven gear 20, the second-stage driving gear 21, and the intermediate wheel 22. Through the intermediate wheel 22, the power is transmitted to the differential main reduction gear 11. The differential main reduction gear 11 transmits the power to the differential 12, and through the differential 12, it is transmitted to the first output half-shaft 13 and the second output half-shaft 14. The first output half-shaft 13 and the second output half-shaft 14 finally transmit the power to the wheel 15. In the process of power transmission, there are three stages of effective reduction transmission. Compared with the power module, the reduction ratio is slightly smaller, but the axial dimension of this scheme is smaller, which is convenient for layout and is suitable for heavy-load start-up, hill climbing, overtaking and other conditions with high wheel end torque requirements.

[0033] The second power module has a second-gear power route, such as... Figure 8As shown, the sliding sleeve 5 is located on the right side of the gear hub 4. At this time, power is input through the second motor 16 and sequentially transmitted to the second-stage driving gear 17, the second-stage driven gear 18, the gear hub 4, and the sliding sleeve 5. The power is then transmitted through the sliding sleeve 5 to the intermediate gear 22, and through the intermediate gear 22 to the differential main reduction gear 11. The differential main reduction gear 11 transmits the power to the differential 12, and through the differential 12 to the first output half-shaft 13 and the second output half-shaft 14. The first output half-shaft 13 and the second output half-shaft 14 finally transmit the power to the wheels 15. This process involves two stages of reduction transmission, resulting in a short power transmission path, high transmission efficiency, and good economy, making it suitable for high-speed cruising conditions. In this embodiment, the electric drive sedan achieves an effective combination of economy and overall vehicle power performance through optimization of the drive axle path, improving the operational performance of the commercial vehicle.

[0034] Example 3: In one aspect, this utility model also proposes an electric drive bridge structure, such as... Figure 9 As shown, the differential includes a differential 12, and two first power modules as described in Embodiment 1 are connected to the differential main reduction gear 11 of the differential 12. That is, the first fourth stage drive gear 10 in the two first power modules meshes with the differential main reduction gear 11.

[0035] Example 4 In one aspect, this utility model also proposes an electric drive bridge structure, such as... Figure 10 As shown, the differential includes a differential 12, and two second power modules as described in Embodiment 2 are connected to the differential main reduction gear 11 of the differential 12. That is, the intermediate gears 22 in the two second power modules are engaged with the differential main reduction gear 11.

[0036] Example 5 In one aspect, this utility model also proposes an electric drive bridge structure, such as... Figure 11 As shown, the differential includes a differential 12, on which a first power module as described in Embodiment 1 and a second power module as described in Embodiment 2 are connected, namely, the first fourth-stage drive gear 10 in the first power module and the intermediate gear 22 in the second power module are both meshed with the differential main reduction gear 11.

[0037] The electric drive axle structures proposed in Examples 3 to 5 all employ two power modules. These two power modules utilize a two-speed parallel shaft transmission route. The first gear employs a three- or four-stage transmission with a high speed ratio primarily amplifying wheel-end torque, providing considerable wheel-end torque for the entire vehicle. The second gear employs a two-stage transmission with a low speed ratio, improving transmission efficiency and reducing transmission energy loss, thereby enhancing the vehicle's energy economy. This allows the electric drive axle to adapt to the different operating conditions of vehicles, providing commercial vehicles with a wider range of power combinations. Furthermore, in the dual-motor operating mode, the shifting mechanism of the two power modules is located before power coupling, thus enabling uninterrupted power shifting and effectively improving driving safety and comfort. In the electric drive axle structures proposed in Examples 3 to 5, the shifting mechanism is positioned at the front, and power coupling occurs after shifting, allowing both power sources to be independently disconnected. During high-speed cruising, the system can switch to single-side power operation based on the vehicle's torque and power requirements, while disconnecting the other side's power. This reduces energy loss from gear churning and system drag resistance, and avoids adverse factors such as back EMF and current leakage caused by the non-working side motor, further improving the vehicle's energy economy and safety. In addition, both power sources can be disconnected independently, providing high safety redundancy. If one power source or transmission mechanism fails, the faulty power module can be disconnected, and the other power module can be used for driving, reducing the risk of vehicle downtime.

[0038] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It will be apparent to those skilled in the art that this utility model is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and thus all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this utility model. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0039] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can be appropriately combined to form other embodiments that can be understood by those skilled in the art. The above content is only for illustrating the technical concept of this utility model and should not be used to limit the scope of protection of this utility model. Any modifications made to the technical solutions based on the technical concept proposed by this utility model shall fall within the scope of protection of the claims of this utility model.

Claims

1. An electric drive bridge structure, characterized in that, include: The differential (12) includes a differential main reduction gear (11), a first output end and a second output end. The first output end is connected to a first output half shaft (13). The differential main reduction gear (11) is sleeved on the first output half shaft (13). The second output end is connected to a second output half shaft (14). Both the first output half-shaft (13) and the second output half-shaft (14) are provided with wheels (15). A power module is connected to the main reduction gear (11) of the differential.

2. The electric drive bridge structure according to claim 1, characterized in that, The power module is either a first power module or a second power module connected to the differential main reduction gear (11).

3. The electric drive bridge structure according to claim 1, characterized in that, The power module includes two first power modules that are respectively connected to the differential main reduction gear (11).

4. The electric drive bridge structure according to claim 1, characterized in that, The power module includes two second power modules that are respectively connected to the differential main reduction gear (11).

5. The electric drive bridge structure according to claim 1, characterized in that, The power module includes a second power module and a first power module, which are respectively connected to the differential main reduction gear (11).

6. The electric drive bridge structure according to any one of claims 2, 3, and 5, characterized in that, The first power module includes an input shaft connected to a first motor (1), a first stage drive gear (2) mounted on the input shaft; a first stage driven gear (3) meshing with the first stage drive gear (2); a first transmission shaft (301) connected to the first stage driven gear (3); a first stage drive gear (6), a first stage driven gear (9), and a first stage drive gear (10) sleeved on the first transmission shaft (301), the first stage driven gear (9) and the first stage drive gear (10) being synchronously connected; a first stage driven gear (7) meshing with the first stage drive gear (6); and a first stage drive gear (8) meshing with the first stage driven gear (9), the first stage driven gear (7) and the first stage drive gear (8) being synchronously connected; A gear hub is provided on the first transmission shaft (301), and a sliding sleeve is fitted on the gear hub. The sliding sleeve is connected to the gear shifting actuator. The first fourth-stage drive gear (10) meshes with the differential main reduction gear (11).

7. The electric drive bridge structure according to claim 6, characterized in that, The first third-stage passive gear (9) and the first fourth-stage active gear (10) are fixedly installed on the first connecting sleeve, and the first connecting sleeve is rotatably sleeved on the first transmission shaft (301).

8. The electric drive bridge structure according to claim 6, characterized in that, A first connecting shaft is fixedly connected between the first secondary passive gear (7) and the first tertiary active gear (8).

9. The electric drive bridge structure according to any one of claims 2, 4 and 5, characterized in that, The second power module includes an input shaft and a second transmission shaft (181), the input shaft being connected to a second motor (16); a second stage drive gear (17) is mounted on the input shaft. A second-stage driven gear (18) is connected to the second transmission shaft (181). The second-stage driven gear (18) meshes with the second-stage driving gear (17). A second-stage driving gear (19) and a median (22) are also sleeved on the second transmission shaft (181). The second power module also includes a second second-stage driven gear (20) meshing with the second second-stage driving gear (19), and a second third-stage driving gear (21) meshing with the intermediate wheel (22), wherein the second second-stage driven gear (20) and the second third-stage driving gear (21) are synchronously connected; The intermediate wheel (22) meshes with the differential main reduction gear (11).

10. The electric drive bridge structure according to claim 9, characterized in that, A second connecting shaft is fixedly connected between the second and second stage passive gear (20) and the second and third stage active gear (21).

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