CN119189663A

CN119189663A - Commercial vehicle electric drive axle and vehicle

Info

Publication number: CN119189663A
Application number: CN202411569186.2A
Authority: CN
Inventors: 施春轩; 姜雷; 许可
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2024-11-05
Filing date: 2024-11-05
Publication date: 2024-12-27

Abstract

The invention relates to an electric drive axle of a commercial vehicle and a vehicle, and relates to the technical field of vehicle power systems. The electric drive bridge for the commercial vehicle comprises a main speed reducer assembly connected with the output end of a motor assembly, wherein one output end of the main speed reducer assembly is connected with the input end of a power takeoff assembly, and the motor assembly drives the power takeoff assembly to output power through the main speed reducer assembly. The power takeoff assembly is integrated on the main speed reducer assembly, so that the functions of stopping power taking and driving power taking can be realized, the power takeoff assembly is particularly suitable for a 6x4 tractor for pulling coal, the cost of an electric power taking system can be greatly reduced, meanwhile, the electric drive bridge is compact in integral structure, small in occupied chassis space and low in design and manufacturing cost, and development of a new energy tractor is facilitated.

Description

Commercial vehicle electric drive bridge and vehicle

Technical Field

The invention relates to the technical field of vehicle power systems, in particular to an electric drive axle of a commercial vehicle and the vehicle.

Background

With the rapid development of new energy commercial vehicle technology, an electric drive bridge technology matched with a driving motor appears, and the technology has the advantages of small occupied space, increased chassis arrangement space, greatly reduced whole vehicle weight, high transmission efficiency, low power consumption and the like.

In the related art, an electric drive axle structure adopted by a new energy traction vehicle type mainly comprises a speed reducer, a differential mechanism and a transmission gear, wherein a driving half shaft in the speed reducer is connected with the output end of a driving motor, and the driving half shaft transmits torque output by the driving motor to the differential mechanism through a gear component and drives an automobile hub to rotate through the differential mechanism.

However, the electric drive bridge technology requires structures such as a driving motor, a differential mechanism, a speed reducer and the like to be integrated, so that the electric drive bridge occupies a larger chassis space as a whole, and is not beneficial to arrangement of a power takeoff, and if a set of electric power take-off system suitable for the motor is additionally designed and manufactured, the cost of the whole vehicle is greatly increased, and particularly for a tractor for pulling coal, the cost problem is particularly remarkable, and development of a new energy tractor is hindered.

Disclosure of Invention

Based on the problems that the traditional electric drive bridge occupies large space of a chassis, is high in development and design cost and is difficult to be applied to a coal pulling tractor, the electric drive bridge for the commercial vehicle and the vehicle are necessary to be provided.

The electric drive bridge for the commercial vehicle comprises a main speed reducer assembly connected with the output end of a motor assembly, wherein one output end of the main speed reducer assembly is connected with the input end of a power takeoff assembly, and the motor assembly drives the power takeoff assembly to output power through the main speed reducer assembly.

In one embodiment, the main speed reducer assembly comprises a first driving shaft, a first input gear is mounted on the outer circumferential surface of the first driving shaft in a matched mode, the first driving shaft is mounted on the outer circumferential surface of the second driving shaft in a matched mode through a gear pair, a second input gear is mounted on the outer circumferential surface of the second driving shaft in a matched mode, the end head of the first driving shaft is connected with the output end of the motor assembly, the motor assembly drives the first driving shaft to rotate, the first driving shaft drives the second driving shaft to rotate through the gear pair, torque output is conducted through the first input gear when the first driving shaft rotates, and torque output is conducted through the second input gear when the second driving shaft rotates.

In one embodiment, the first input gear is a spur gear, and the first input gear is press-fitted to the first drive shaft.

In one embodiment, the final drive assembly further includes a differential having an input end in meshed connection with the second input gear.

In one embodiment, a gear shifting sleeve is mounted on the outer circumferential surface of the second driving shaft in a matched mode, and gear shifting is achieved through the gear shifting sleeve.

In one embodiment, the power takeoff assembly comprises a first transmission shaft, wherein a first-stage driven wheel is matched and installed on the outer circumferential surface of the first transmission shaft, a second-stage driving wheel is also matched and installed on the outer circumferential surface of the first transmission shaft, the second-stage driving wheel is meshed with an output gear matched and installed on the outer circumferential surface of a second transmission shaft, an output shaft is matched and installed at the end of the second transmission shaft, a sliding tooth sleeve is also matched and installed on the outer circumferential surface of the second transmission shaft, and a shifting fork is matched and installed on the outer side wall surface of the sliding tooth sleeve;

The main speed reducer assembly drives the first transmission shaft to rotate through the primary driven wheel, the first transmission shaft drives the second driving wheel to rotate, so that the output gear is driven to rotate, the sliding gear sleeve moves linearly along the axial direction of the second transmission shaft under the pushing action of the shifting fork, so that the sliding gear sleeve is combined with the combined teeth of the output gear, the output gear is further enabled to drive the second transmission shaft to rotate, and the second transmission shaft drives the output shaft to rotate, so that power output is performed.

In one embodiment, the primary driven wheel is mounted in cooperation with the first drive shaft by a first tapered roller bearing.

In one embodiment, the secondary driving wheel is mounted in a matched manner with the first transmission shaft through a second tapered roller bearing.

In one embodiment, an axle housing assembly is also included that supports the final drive assembly.

A vehicle comprises the electric drive axle.

According to the electric drive bridge and the vehicle for the commercial vehicle, the power takeoff assembly is integrated on the main speed reducer assembly, so that the functions of stopping power taking and driving power taking can be realized, the electric drive bridge is particularly suitable for a 6x4 tractor for pulling coal, the cost of an applied electric power taking system can be greatly reduced, meanwhile, the electric drive bridge is compact in integral structure, small in occupied chassis space and low in design and manufacturing cost, and development of a new energy tractor is facilitated.

Drawings

Fig. 1 is a schematic structural diagram of an electrically driven bridge according to an embodiment of the present application.

Fig. 2 is a side view of an electrically driven bridge in an embodiment of the application.

FIG. 3 is a schematic diagram of an internal structure of a power take-off assembly according to an embodiment of the application.

Fig. 4 is a front view of a power take-off assembly according to an embodiment of the application.

FIG. 5 is a side view of a power take-off assembly according to an embodiment of the application.

Fig. 6 is a schematic configuration diagram of an electrically driven bridge according to an embodiment of the present application.

The drawings are marked with the following description:

1. A final drive assembly; 2, a motor assembly, 3, a power takeoff assembly, 4, an axle housing assembly, 5, a differential mechanism, 6, a wheel-side speed reducer;

101. 102, second drive shaft, 103, gear shifting gear sleeve, 104, gear pair, 105, first input gear, 106, second input gear;

301. the device comprises a first transmission shaft, 302, a second transmission shaft, 303, a primary driven wheel, 304, a secondary driving wheel, 305, an output gear, 306, a sliding gear sleeve, 307, a first tapered roller bearing, 308, a second tapered roller bearing, 309, a shifting fork, 310, an output shaft, 311, a first oil injection pipe, 312, a second oil injection pipe, 313, a third oil injection pipe, 314, a fourth oil injection pipe, 315, a power takeoff housing, 316 and an input oil pipe joint.

Detailed Description

In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the invention, whereby the invention is not limited to the specific embodiments disclosed below.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed, mechanically connected, electrically connected, directly connected, indirectly connected through an intervening medium, or in communication between two elements or in an interaction relationship between two elements, unless otherwise explicitly specified. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.

Referring to fig. 1, fig. 1 shows a schematic structural diagram of an electric drive axle of a commercial vehicle according to an embodiment of the present application, and the electric drive axle provided by an embodiment of the present application includes a main speed reducer assembly 1 connected to an output end of a motor assembly 2, wherein an output end of the main speed reducer assembly 1 is connected to an input end of a power take-off assembly 3, and the motor assembly 2 drives the power take-off assembly 3 to perform power output through the main speed reducer assembly 1.

In the electric drive axle, the power takeoff assembly 3 is integrated on the main speed reducer assembly 1, so that the structure of a driving system of a commercial vehicle can be compact, excessive chassis space is avoided, meanwhile, the power takeoff assembly 3 can stably realize the functions of stopping power taking and driving power taking, and is particularly suitable for a 6x4 tractor in the traditional coal pulling market, and the cost for applying the power takeoff system to the tractor can be greatly reduced.

Referring to fig. 2, fig. 2 shows a side view of an electric drive axle according to an embodiment of the present application, in some embodiments, the power take-off assembly 3 may be disposed above the main reducer assembly 1, so that an output end of the power take-off assembly 3 is convenient to connect with external power take-off equipment, and meanwhile, in this embodiment, a center distance from the center of the power take-off assembly 3 to the center of the axle housing assembly 4 is 296mm, and due to the relatively small size, a biasing moment generated to the axle housing assembly 4 can be reduced, and oil leakage at a joint surface of the axle housing assembly 4 and the main reducer assembly 1 is avoided.

Referring to fig. 1,2 and 6, the main reducer assembly 1 comprises a first driving shaft 101, a first input gear 105 is mounted on the outer circumferential surface of the first driving shaft 101 in a matched manner, the first driving shaft 101 is mounted on the second driving shaft 102 in a matched manner through a gear pair 104, a second input gear 106 is mounted on the outer circumferential surface of the second driving shaft 102 in a matched manner, the end of the first driving shaft 101 is connected with the output end of the motor assembly 2, the motor assembly 2 drives the first driving shaft 101 to rotate, the first driving shaft 101 drives the second driving shaft 102 to rotate through the gear pair 104, torque output is performed through the first input gear 105 when the first driving shaft 101 rotates, and torque output is performed through the second input gear 106 when the second driving shaft 102 rotates.

The main speed reducer assembly 1 is used as a core component of an electric drive bridge, and the two-stage speed reduction configuration wheel-side speed reducer 6 is adopted, so that the structure of the main speed reducer assembly 1 is simpler and more compact, and the problems of complex structure, low supporting rigidity, poor lubrication and the like possibly caused by a traditional planetary speed reduction mechanism are avoided.

In this embodiment, the first input gear 105 provides torque input for the power take-off assembly 3, the first input gear 105 is a cylindrical gear, and the first input gear 105 is press-fitted on the first driving shaft 101. Through adopting the pressure equipment mode, can be fixed in first input gear 105 on the outer periphery of first drive shaft 101, through the fixed cylindrical gear power take-off on a shaft assembly, can make first input gear 105 follow first drive shaft 101 whole rotation when power takeoff assembly 3 works, eliminate the relative friction between first input gear 105 and the first drive shaft 101 to avoid the wearing and tearing problem of first input gear 105 and one-level driven wheel 303 terminal surface, prolonged the life of gear part.

The main speed reducer assembly 1 further comprises a differential mechanism 5, wherein the input end of the differential mechanism 5 is in meshed connection with a second input gear 106, the second input gear 106 provides torque input for the differential mechanism 5, and the differential mechanism 5 drives two half shafts of the commercial vehicle to rotate respectively, so that torque is transmitted to wheels and the wheels can rotate;

The torque output by the motor assembly 2 is transmitted to the input end of the differential mechanism 5 through the second input gear 106 so as to meet the requirement of wheel driving, and the torque distribution of the left wheel and the right wheel of the commercial vehicle is reasonably regulated through the differential mechanism 5, so that the commercial vehicle stably and efficiently runs.

And a main speed reducer housing surrounding the gear components inside the main speed reducer assembly 1, wherein the first driving shaft 101 and the second driving shaft 102 are respectively rotatably installed with the main speed reducer housing through a plurality of groups of bearing assemblies.

In the embodiment, a first driving shaft 101 is connected with the output end of a motor assembly 2, a second driving shaft 102 is matched and installed with the first driving shaft 101 through at least two pairs of gear pairs 104, a gear shifting gear sleeve 103 is matched and installed on the outer circumferential surface of the second driving shaft 102, and gear shifting is realized through the gear shifting gear sleeve 103,

In the two pairs of gear pairs 104, two driving gears are all installed on the outer circumferential surface of the first driving shaft 101, two driven gears are respectively installed on the outer circumferential surface of the second driving shaft 102, the two driving gears are meshed with the two driven gears in a one-to-one correspondence manner, a gear shifting sleeve 103 is installed between the two driven gears, and the gear shifting sleeve 103 is driven by a hydraulic driving part, so that reciprocating linear motion can be performed along the axial direction of the second driving shaft 102, and further the gear shifting sleeve can be engaged with different driven gears to hang in different gears, and thus a gear shifting function is realized.

The novel automobile main speed reducer further comprises an axle housing assembly 4, the axle housing assembly 4 supports the main speed reducer assembly 1, and a main speed reducer shell is fixed on the axle housing assembly 4. The axle housing assembly 4 is used as a base for installing the main speed reducer assembly 1, the differential mechanism 5, the half axle and the wheel assembly, can play a role in stabilizing and supporting, ensures that related parts can work stably, and can also prevent the damage (such as invasion of muddy water, sand and stone and other impurities) to key transmission parts such as the main speed reducer assembly 1, the differential mechanism 5 and the like caused by the external environment in the running process of the commercial vehicle;

In addition, the axle housing assembly 4 is used as a bridge for transmitting the road surface reaction force and moment in the working process of the commercial vehicle, and can effectively transmit the road surface reaction force and moment transmitted by the wheels to the frame or the vehicle body through the independent suspension, so that the overall structural stability of the commercial vehicle is improved.

Referring to fig. 3, fig. 3 shows a schematic internal structure of a power takeoff assembly 3 in an embodiment of the present application, where the power takeoff assembly 3 includes a first transmission shaft 301, a first driven wheel 303 is cooperatively installed on an outer circumferential surface of the first transmission shaft 301, a second driving wheel 304 is cooperatively installed on an outer circumferential surface of the first transmission shaft 301, the second driving wheel 304 is meshed with an output gear 305 cooperatively installed on an outer circumferential surface of a second transmission shaft 302, an output shaft 310 is cooperatively installed at an end of the second transmission shaft 302, a sliding tooth sleeve 306 is cooperatively installed on an outer circumferential surface of the second transmission shaft 302, a shifting fork 309 is cooperatively installed on an outer side wall surface of the sliding tooth sleeve 306, the main reducer assembly 1 drives the first transmission shaft 301 to rotate through the first driven wheel 303, the first transmission shaft 301 drives the second driving wheel 304 to rotate, thereby driving the output gear 305 to rotate, the sliding tooth sleeve 306 moves linearly along an axial direction of the second transmission shaft 302 under a pushing action of the shifting fork 309, thereby driving the second transmission shaft 302 to rotate with a combination gear 305, and the second transmission shaft 302 drives the output shaft 310 to rotate, thereby outputting power.

The power takeoff assembly 3 adopts a two-stage speed reduction structure, and smooth power transmission and speed reduction are realized through the first transmission shaft 301, the second transmission shaft 302, the primary driven wheel 303, the secondary driving wheel 304 and the output gear 305, wherein the primary driven wheel 303 is meshed with the first input gear 105, the secondary driving wheel 304 is meshed with the output gear 305, and when the power takeoff assembly 3 works, the power takeoff assembly only performs two-stage speed reduction transmission, and has high transmission efficiency.

In this embodiment, as shown in fig. 3, the shift fork 309 is connected to the output end of the hydraulic piston component, and the shift fork 309 is driven by the hydraulic piston component to reciprocate in the axial direction of the piston rod, so that the shift fork 309 drives the sliding tooth sleeve 306 to reciprocate in the axial direction of the second transmission shaft 302, and further, the sliding tooth sleeve 306 and the second transmission shaft 302 are connected by adopting a spline, so that the sliding tooth sleeve 306 can reciprocate in the axial direction of the second transmission shaft 302 while eliminating the circumferential degree of freedom between the sliding tooth sleeve 306 and the second transmission shaft 302.

In this embodiment, the gear precision levels of the primary driven wheel 303, the secondary driving wheel 304 and the output gear 305 are all 6 levels, so that the NVH problem of the electric drive bridge system under the high-speed working condition, namely the Noise (Noise), vibration (Vibration) and sound Vibration roughness (HARSHNESS) problem, can be avoided, thereby improving the driving comfort of the commercial vehicle and the overall performance and quality of the vehicle.

The primary driven wheel 303 is matched with the first transmission shaft 301 through the first tapered roller bearing 307, and the first tapered roller bearing 307 is used for bearing part of axial force (the other part of axial force is borne by a bearing on the first driving shaft 101) generated by meshing transmission between the primary driven wheel 303 and the first input gear 105, so that the stability of the gear transmission process is improved, the problems of abrasion and ablation of the end surfaces of the first input gear 105 and the primary driven wheel 303 are avoided, and the service life of gear parts is prolonged.

The secondary driving wheel 304 is mounted in cooperation with the first transmission shaft 301 through a second tapered roller bearing 308.

In this embodiment, the first tapered roller bearing 307 and the second tapered roller bearing 308 are both special bearings with high rotation speed and low friction, so that on one hand, the high rotation speed requirement of the power takeoff assembly 3 can be ensured, on the other hand, the friction of the system can be reduced, the efficiency is improved, and the service life is prolonged.

The power takeoff assembly 3 further comprises a power takeoff housing 315, the power takeoff housing 315 is fixed on the main speed reducer housing and used for supporting and protecting internal components of the power takeoff assembly 3, and the first transmission shaft 301 and the second transmission shaft 302 are rotatably installed with the power takeoff housing 315 through bearing assemblies respectively.

Referring to fig. 4-5, in the present embodiment, the power takeoff assembly 3 adopts a forced lubrication mode, the lubrication system includes an input oil pipe joint 316 disposed on a power takeoff housing 315, the input oil pipe joint 316 is connected with a first oil injection pipe 311, a second oil injection pipe 312, a third oil injection pipe 313, and a fourth oil injection pipe 314, respectively, and the lubrication working process is as follows:

Lubricating oil flows from the final drive assembly 1 into the input oil pipe joint 316, thereby forcibly lubricating the internal components of the power take-off assembly 3 via the first oil injection pipe 311, the second oil injection pipe 312, the third oil injection pipe 313, and the fourth oil injection pipe 314, respectively,

The bearings on the first transmission shaft 301 are lubricated by the first oil injection pipe 311, the secondary driving wheel 304 and the output gear 305 are lubricated by the second oil injection pipe 312, the left bearing on the second transmission shaft 302 is lubricated by the third oil injection pipe 313, and the right gear on the second drive shaft 102 is lubricated by the fourth oil injection pipe 314. Through setting up lubricating system, guarantee that power takeoff assembly 3 can all obtain abundant lubrication at its internal part under each operating mode based on forced lubrication mode, improve power takeoff assembly 3's working property and reliability.

The working process of the electrically driven bridge of this embodiment is as follows:

Referring to fig. 6, when the electric drive axle is in a neutral gear condition, the motor assembly 2 drives the first drive shaft 101 to rotate, so that the first drive shaft 101 drives the driving gear assembly and the first input gear 105 in the gear pair 104 thereon to rotate simultaneously;

at this time, the shift sleeve 103 is not engaged with any driven gear in the gear pair 104, and the differential 5 does not operate, and the wheels of the commercial vehicle do not rotate;

The first input gear 105 drives the primary driven wheel 303 to rotate, so that the primary driven wheel 303 drives the first transmission shaft 301 to rotate, the first transmission shaft 301 drives the secondary driving wheel 304 to rotate, and the secondary driving wheel 304 drives the output gear 305 to rotate;

when the power takeoff assembly 3 is required to take out power, the shifting fork 309 is driven to do linear motion through the hydraulic piston component, so that the sliding tooth sleeve 306 is driven to do linear motion close to the output gear 305 along the axial direction of the second transmission shaft 302 through the shifting fork 309 until the sliding tooth sleeve 306 is combined with the combined teeth of the output gear 305;

At this time, the output gear 305 and the sliding tooth sleeve 306 are relatively fixed, the output gear 305 drives the sliding tooth sleeve 306 to rotate, the sliding tooth sleeve 306 drives the second transmission shaft 302 to rotate, and the second transmission shaft 302 drives the output shaft 310 inside the second transmission shaft to rotate, so that power output is performed, and the working condition requirement of parking power taking is met;

to facilitate engagement with external force-taking devices, and to improve force-taking efficiency, the output shaft 310 may employ a spline shaft.

Referring to fig. 6, when the electric drive axle is in a first gear or a second gear working condition, the motor assembly 2 drives the first driving shaft 101 to rotate, so that the first driving shaft 101 drives the driving gear assembly in the gear pair 104 thereon and the first input gear 105 to rotate simultaneously;

At this time, the gear shifting sleeve 103 is engaged with one of the driven gears in the gear pair 104, so that the electric drive axle is in a corresponding gear position, and the driving gear corresponding to the driven gear drives the driven gear to rotate, so that the gear shifting sleeve 103 drives the second driving shaft 102 to rotate, and further drives the second input gear 106 to rotate, and the second input gear 106 inputs torque to the differential 5, so that the wheels of the commercial vehicle rotate;

under the working condition of first gear or second gear, the working process of the power takeoff assembly 3 is similar to that of neutral gear, and the description is omitted here.

The embodiment of the application also provides a vehicle (not shown), which is applied to the electric drive axle, can abandon the traditional planetary frame transmission structure based on a two-stage reduction configuration wheel side reduction mode, so as to realize compact layout and high transmission stability and reliability, and meanwhile, the first input gear 105 pressed on the first driving axle 101 is adopted as the input torque of the power takeoff assembly 3, and the bearing on the first driving axle 101 and the first tapered roller bearing 307 share the axial force of the first input gear 105 meshed with the primary driven wheel 303, so that the problems of end face abrasion and ablation between the first input gear 105 and the primary driven wheel 303 can be avoided, the service life of the gear is effectively prolonged, and meanwhile, the vehicle can realize parking power taking (corresponding to the neutral power taking working condition of the electric drive axle) and driving power taking (corresponding to the first or second power taking working condition of the electric drive axle), and is particularly suitable for a 6x4 tractor under the coal pulling working condition.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.

Claims

1. The electric drive bridge for the commercial vehicle is characterized by comprising a main speed reducer assembly connected with the output end of a motor assembly, wherein one output end of the main speed reducer assembly is connected with the input end of a power takeoff assembly, and the motor assembly drives the power takeoff assembly to output power through the main speed reducer assembly.

2. The electric drive axle for a commercial vehicle according to claim 1, wherein the main reducer assembly comprises a first drive shaft, a second drive shaft and a first input gear, wherein the first input gear is matched and installed on the outer circumferential surface of the first drive shaft, the first drive shaft is matched and installed with the second drive shaft through a gear pair, and the second input gear is matched and installed on the outer circumferential surface of the second drive shaft;

The end of the first driving shaft is connected with the output end of the motor assembly, the motor assembly drives the first driving shaft to rotate, and the first driving shaft drives the second driving shaft to rotate through the gear pair;

when the first driving shaft rotates, torque is output through a first input gear;

When the second driving shaft rotates, torque output is performed through the second input gear.

3. The commercial vehicle electric drive axle of claim 2, wherein the first input gear is a spur gear, and the first input gear is press-fit onto the first drive shaft.

4. The utility vehicle electric drive axle of claim 2, wherein the final drive assembly further comprises a differential having an input end in meshed connection with the second input gear.

5. The electric drive axle for a commercial vehicle according to claim 2, characterized in that a gear shifting sleeve is mounted on the outer circumferential surface of the second drive shaft in a matched manner, and the gear change is realized through the gear shifting sleeve.

6. The electric drive axle for a commercial vehicle according to claim 1, wherein the power takeoff assembly comprises a first transmission shaft, a first driven wheel is cooperatively arranged on the outer circumferential surface of the first transmission shaft, a second driving wheel is cooperatively arranged on the outer circumferential surface of the first transmission shaft, the second driving wheel is meshed with an output gear cooperatively arranged on the outer circumferential surface of a second transmission shaft, an output shaft is cooperatively arranged at the end of the second transmission shaft, a sliding tooth sleeve is cooperatively arranged on the outer circumferential surface of the second transmission shaft, and a shifting fork is cooperatively arranged on the outer side wall surface of the sliding tooth sleeve;

7. The utility vehicle electric drive axle of claim 6, wherein the primary driven wheel is mounted in cooperation with the first drive shaft by a first tapered roller bearing.

8. The commercial vehicle electric drive axle of claim 6, wherein the secondary drive wheel is mounted in cooperation with the first drive shaft by a second tapered roller bearing.

9. The utility vehicle electric drive axle of claim 1, further comprising an axle housing assembly supporting the final drive assembly.

10. A vehicle comprising an electrically driven bridge according to any one of claims 1-9.