A dual-motor multi-gear electric drive system

Abstract

The application provides a double-motor multi-gear electric drive system, adopts a three-coaxial arrangement electric drive bridge scheme, through more coaxial arrangements, space utilization can be improved, the volume and occupied space of the electric drive system are reduced, internal structures are reduced, and the vehicle body mass is reduced; through changing the positions of first and second clutch devices, three gear positions in which double motors work simultaneously can be combined, when each adjacent gear position is switched, it is ensured that one motor continuously outputs power, interrupt conditions during gear shifting are avoided, and the comfort of gear shifting is ensured; through corresponding engagement of the third clutch device arranged on the intermediate shaft and the three-gear output gear which is not sleeved, the effect that one gear position is increased by adding one gear is realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motor drive vehicle transmission system, and particularly relates to a dual-motor multi-gear electric drive system. BACKGROUND

[0002] At present, the drive form of the motor drive system is mostly the combination of the motor and the reducer or the combination of the motor and the two-gear transmission, and the motor drive system capable of realizing more than two gears is relatively rare.

[0003] The motor is divided into a low-speed motor and a high-speed motor, and generally, the low-speed motor can be made into a hollow motor shaft so as to be coaxially arranged with the differential half shaft, thereby reducing the volume of the electric drive axle. The motor shaft of the high-speed motor is mostly thin, and if the motor shaft cannot be coaxially arranged with the differential half shaft, the motor shaft needs to be offset and the number of shafts needs to be reduced as much as possible, thereby reducing the volume of the electric drive axle.

[0004] Generally, one or two motors are designed in the motor drive system, and the motor drive system with two or more than two gears needs to be shifted. The motor drive system with a single motor has the problem of power interruption during shifting, and the motor drive system with dual motors can solve the problem of power interruption during shifting by alternately shifting two powers.

[0005] The defects in the prior art are that: in the existing electric drive axle scheme, the drive motor is generally connected to the differential through two or three gear reductions. If the drive motor is a low-speed motor, two or three gear reductions are sufficient, but the volume and weight of the low-speed motor are relatively large, so in actual application, a high-speed motor is more inclined to be selected. In order to achieve the same torque output, the gear transmission ratio matched with the high-speed motor needs to be larger. The way to increase the transmission ratio is to set a planetary gear pair or to increase the number of parallel shafts.

[0006] However, the use of the planetary gear pair undoubtedly increases the complexity and manufacturing difficulty of the motor drive system, and the increase in the number of parallel shafts increases the volume and weight of the motor drive system, which may not meet the use requirements.

[0007] At the same time, the more gears of the motor drive system, the more gear pairs and shifting elements need to be increased, which will lead to a mismatch between the effect and the cost. SUMMARY

[0008] In order to solve the defects and deficiencies in the prior art, the present application provides a dual-motor multi-gear electric drive system.

[0009] The specific scheme provided by the present application is:

[0010] A dual-motor multi-gear electric drive system, the system comprising:

[0011] The first motor has an output shaft connected to a first motor input shaft, and the first motor input shaft is connected to the first input shaft through a first input gear pair;

[0012] The second motor has an output shaft connected to a second motor input shaft, and the second motor input shaft is connected to the second input shaft through a second input gear pair;

[0013] The first clutch device is fixedly arranged on the first input shaft and can be selectively engaged with or located in the neutral position of a one-gear or two-gear first driving gear corresponding to the one-gear or two-gear gear pair on both sides;

[0014] The second clutch device is fixedly arranged on the second input shaft and can be selectively engaged with or located in the neutral position of a one-gear or two-gear second driving gear corresponding to the one-gear or two-gear gear pair on both sides;

[0015] The intermediate shaft is connected to the first motor and the second motor through the one-gear gear pair and the two-gear gear pair, and is connected to the first output shaft and the second output shaft through an output gear pair;

[0016] The first output shaft and the second output shaft are connected to the differential through a main reduction gear pair;

[0017] The differential is connected to the wheels through the first half shaft and the second half shaft on both sides, respectively; characterized in that:

[0018] The first motor and the second motor are located on both sides of the differential, and the axis center lines of the first motor input shaft, the second motor input shaft, and the first half shaft and the second half shaft form a spatial triangle arrangement; and

[0019] The first output shaft is sleeved on the outer periphery of the first input shaft;

[0020] The second output shaft is sleeved on the outer periphery of the second input shaft;

[0021] Further comprising a third clutch device fixedly arranged on the intermediate shaft and selectively engaged or not engaged with a three-gear output gear, the three-gear output gear is sleeved on the intermediate shaft and engaged with a first input driven gear of the first input gear pair.

[0022] As a further preferred embodiment of the present application, the intermediate shaft is sleeved on the outer periphery of the first half shaft.

[0023] As a further preferred embodiment of the present application, the first input gear pair comprises a first input driving gear and a first input driven gear in corresponding engagement, the first input driving gear is fixedly arranged on the first motor input shaft, and the first input driven gear is fixedly arranged on the first input shaft.

[0024] As a further preferred embodiment of the present application, the second input gear pair comprises a second input driving gear and a second input driven gear in corresponding engagement, the second input driving gear is fixedly arranged on the second motor input shaft, and the second input driven gear is fixedly arranged on the second input shaft.

[0025] As a further preferred embodiment of the present application, the one-gear gear pair comprises a one-gear first driving gear, a one-gear second driving gear, and a one-gear driven gear, the one-gear first driving gear and the one-gear second driving gear are in engagement with the one-gear driven gear at the same time; the one-gear first driving gear is movably sleeved on the first input shaft, the one-gear second driving gear is movably sleeved on the second input shaft, and the one-gear driven gear is fixedly arranged on the intermediate shaft.

[0026] As a further preferred embodiment of the present application, the two-gear gear pair comprises a two-gear first driving gear, a two-gear second driving gear, and a two-gear driven gear, the two-gear first driving gear and the two-gear second driving gear are in engagement with the two-gear driven gear at the same time; the two-gear first driving gear is movably sleeved on the first input shaft, the two-gear second driving gear is movably sleeved on the second input shaft, and the two-gear driven gear is fixedly arranged on the intermediate shaft.

[0027] As a further preferred embodiment of the present application, the output gear pair comprises an output driving gear, an output first driven gear, and an output second driven gear, the output driving gear is in engagement with the output first driven gear and the output second driven gear at the same time; the output driving gear is fixedly arranged on the intermediate shaft, the output first driven gear is fixedly arranged on the first output shaft, and the output second driven gear is fixedly arranged on the second output shaft.

[0028] As a further preferred embodiment of the present application, the main reduction gear pair comprises a main reduction first driving gear, a main reduction second driving gear, and a main reduction driven gear in corresponding engagement, the main reduction first driving gear and the main reduction second driving gear are in engagement with the main reduction driven gear at the same time; the main reduction first driving gear is fixedly arranged on the first output shaft, the main reduction second driving gear is fixedly arranged on the second output shaft, and the main reduction driven gear is fixedly arranged on the differential housing of the differential.

[0029] As a further preferred embodiment of the present application, the differential includes a differential housing, a differential bevel gear fixedly connected with the differential housing, and half shaft gears corresponding to the first half shaft and the second half shaft respectively arranged on both sides of the differential bevel gear.

[0030] As a further preferred embodiment of the present application, the system includes the following operating modes:

[0031] Mode N: the first clutch device is in the neutral position, the second clutch device is in the neutral position, and the third clutch device is not engaged, at this time it is the neutral mode;

[0032] Mode 1: the first clutch device is engaged with the one-gear first driving gear of the one-gear gear pair on one side, the second clutch device is engaged with the one-gear second driving gear of the one-gear gear pair on one side, and the third clutch device is not engaged, at this time it is the first forward gear;

[0033] Mode 2: the first clutch device is engaged with the one-gear first driving gear of the one-gear gear pair on one side, the second clutch device is engaged with the two-gear second driving gear of the two-gear gear pair on the other side, and the third clutch device is not engaged, at this time it is the second forward gear;

[0034] Mode 3: the first clutch device is engaged with the two-gear first driving gear of the two-gear gear pair on the other side, the second clutch device is engaged with the two-gear second driving gear of the two-gear gear pair on the other side, and the third clutch device is not engaged, at this time it is the third forward gear;

[0035] Mode 4: the first clutch device is in the neutral position, the second clutch device is engaged with the two-gear second driving gear of the two-gear gear pair on the other side, and the third clutch device is engaged with the three-gear output gear on one side, at this time it is the fourth forward gear.

[0036] Compared with the prior art, the present application can achieve the following technical effects:

[0037] 1) The present application provides a double-motor multi-gear electric drive system, which adopts a three-coaxial arrangement electric drive bridge scheme. By arranging more coaxially, the space utilization can be improved, the volume and occupied space of the electric drive system can be reduced, the internal structure can be reduced, the vehicle body mass can be reduced, and by the corresponding engagement of the third clutch device arranged on the intermediate shaft and the three-gear output gear, the effect of increasing one gear to increase one gear is achieved.

[0038] 2) The present application provides a double-motor multi-gear electric drive system, by changing the positions of the first and second clutch devices, three gear positions can be combined with the double-motor working at the same time, and when each adjacent gear position is switched, it is ensured that one motor is continuously outputting power, avoiding the occurrence of interrupting conditions during gear shifting, and ensuring the comfort of gear shifting.

[0039] 3) The application provides a double-motor multi-gear electric drive system, which is symmetrically arranged by using the nested structure of two output shafts and two input shafts, realizes double-shaft output, and can further reduce the volume and weight of the gear shaft system. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 It is a structural schematic diagram of the first embodiment of the application.

[0041] Figure 2 It is a power route diagram of the first forward gear of the first embodiment of the application.

[0042] Figure 3 It is a power route diagram of the second forward gear of the first embodiment of the application.

[0043] Figure 4 It is a power route diagram of the third forward gear of the first embodiment of the application.

[0044] Figure 5 It is a power route diagram of the fourth forward gear of the first embodiment of the application. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the application will be clearly and completely described in the description of the application with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the application.

[0046] In the description of the application, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "two ends", "one end", "the other end" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the application. In addition, the terms "first" and "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0047] In the description of the application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "provided with", "connection" and the like should be understood broadly, for example, "connection" can be fixed connection, can also be detachable connection, or integral connection; can be mechanical connection, can also be electrical connection; can be direct connection, can also be indirect connection through an intermediate medium, can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

[0048] [First embodiment]

[0049] The present application provides a kind of double motor multi-gear electric drive system, such as Figure 1 As shown in the first embodiment of the application, in this embodiment, comprising:

[0050] First motor EM1, the output shaft of the first motor is connected first motor input shaft 1, first motor input shaft 1 is connected to first input shaft 7 by first input gear pair;As Figure 1 As shown in the embodiment, the first input gear pair includes corresponding engagement first input driving gear 2 and first input driven gear 3, the first input driving gear 2 is fixedly arranged on the first motor input shaft 1, the first input driven gear 3 is fixedly arranged on the first input shaft 7;Through first input gear pair, the output power of first motor EM1 can be transmitted to first input shaft 7.

[0051] Second motor EM2, the output shaft of the second motor is connected second motor input shaft 11, second motor input shaft 11 is connected to second input shaft 17 by second input gear pair;As Figure 1 As shown in the embodiment, the second input gear pair includes corresponding engagement second input driving gear 12 and second input driven gear 13, the second input driving gear 12 is fixedly arranged on the second motor input shaft 11, the second input driven gear 13 is fixedly arranged on the second input shaft 17;Through second input gear pair, the output power of second motor EM2 can be transmitted to second input shaft 17.

[0052] The embodiment further comprises first clutch device A, the first clutch device A is fixedly arranged on first input shaft 7 and can be selectively engaged with one or two gear pairs on both sides or one or two first driving gears of two gear pairs or in neutral position;As Figure 1 As shown, first clutch device A includes first tooth hub 5, by first tooth hub 5 and one or two first driving gears of two gear pairs on both sides or one or two gear pairs are engaged or disconnected to realize the engagement or disconnection of power transmission route.

[0053] The embodiment further comprises second clutch device B, the second clutch device B is fixedly arranged on second input shaft 17 and can be selectively engaged with one or two gear pairs on both sides or one or two second driving gears of two gear pairs or in neutral position;As Figure 1 As shown, second clutch device B includes second tooth hub 15, by second tooth hub 15 and one or two second driving gears of two gear pairs on both sides or one or two gear pairs are engaged or disconnected to realize the engagement or disconnection of power transmission route.

[0054] AsFigure 1 As shown in the embodiment, the first gear pair includes a first driving gear 6, a second driving gear 16, and a driven gear 8, the first driving gear 6 and the second driving gear 16 are engaged with the driven gear 8 at the same time; the first driving gear 6 is movably sleeved on the first input shaft 7, the second driving gear 16 is movably sleeved on the second input shaft 17, and the driven gear 8 is fixedly arranged on the intermediate shaft 20.

[0055] As shown in the embodiment, the second gear pair includes a second first driving gear 4, a second second driving gear 14, and a second driven gear 9, the second first driving gear 4 and the second second driving gear 14 are engaged with the second driven gear 9 at the same time; the second first driving gear 4 is movably sleeved on the first input shaft 7, the second second driving gear 14 is movably sleeved on the second input shaft 17, and the second driven gear 9 is fixedly arranged on the intermediate shaft 20. Figure 1 The first gear pair and the second gear pair can transmit power from the first input shaft 7 and the second input shaft 17 to the intermediate shaft 20.

[0056] The intermediate shaft 20, the first motor EM1 and the second motor EM2 are connected to the intermediate shaft 20 through the first gear pair and the second gear pair, and the intermediate shaft 20 is connected to the first output shaft 23 and the second output shaft 27 through the output gear pair; as shown in the embodiment, the output gear pair includes an output driving gear 21, an output first driven gear 22, and an output second driven gear 26, the output driving gear 21 is engaged with the output first driven gear 22 and the output second driven gear 26 at the same time; the output driving gear 21 is fixedly arranged on the intermediate shaft 20, the output first driven gear 22 is fixedly arranged on the first output shaft 23, and the output second driven gear 26 is fixedly arranged on the second output shaft 27; the output gear pair can transmit power from the intermediate shaft 20 to the first output shaft 23 and the second output shaft 27.

[0057] Figure 1 The first output shaft 23 and the second output shaft 27 are connected to the differential 29 through the main reduction gear pair; as shown in the embodiment, the main reduction gear pair includes a main reduction driving gear 24 and a main reduction driven gear 25, the main reduction driving gear 24 is engaged with the main reduction driven gear 25 at the same time; the main reduction driving gear 24 is fixedly arranged on the intermediate shaft 20, and the main reduction driven gear 25 is fixedly arranged on the differential 29.

[0058] The first output shaft 23 and the second output shaft 27 are connected to the differential 29 through the main reduction gear pair; as shown in the embodiment, the main reduction gear pair includes a main reduction driving gear 24 and a main reduction driven gear 25, the main reduction driving gear 24 is engaged with the main reduction driven gear 25 at the same time; the main reduction driving gear 24 is fixedly arranged on the intermediate shaft 20, and the main reduction driven gear 25 is fixedly arranged on the differential 29. Figure 1 ​As shown in the embodiment, the main reduction gear pair includes a corresponding meshing main reduction first driving gear 24, a main reduction second driving gear 28, and a main reduction driven gear 25, the main reduction first driving gear 24 and the main reduction second driving gear 28 are simultaneously meshed with the main reduction driven gear 25; the main reduction first driving gear 24 is fixedly arranged on the first output shaft 23, the main reduction second driving gear 28 is fixedly arranged on the second output shaft 27, and the main reduction driven gear 25 is fixedly arranged on the differential housing of the differential 29, so that power is transmitted to the differential through the first output shaft 23 and the second output shaft 27 via the main reduction gear pair.

[0059] The differential 29 is connected with the wheels through the first half shaft 31 and the second half shaft 30 on both sides, respectively; in the embodiment, as shown in the figure, Figure 1 The differential 29 includes a differential housing, a differential bevel gear fixedly connected with the differential housing is arranged in the differential housing, and a half shaft gear corresponding to the first half shaft 31 and the second half shaft 30 is arranged on both sides of the differential bevel gear, respectively; the power transmitted by the first output shaft 23 and the second output shaft 27 is transmitted to the wheels on both sides through the differential.

[0060] The outstanding contribution of the embodiment relative to the prior art is that:

[0061] The first motor and the second motor are respectively located on both sides of the differential, and the first motor input shaft 1, the second motor input shaft 11, and the first half shaft 31 and the second half shaft 30 are arranged in a spatial triangle; and

[0062] The first output shaft 23 is sleeved on the outer periphery of the first input shaft 7;

[0063] The second output shaft 27 is sleeved on the outer periphery of the second input shaft 17. The coaxial arrangement of the electric drive bridge scheme can improve the space utilization rate, reduce the volume and occupied space of the electric drive system, reduce the internal structure, and reduce the weight of the vehicle body; the nested structure of the two output shafts and the two input shafts is symmetrically arranged, realizes double-shaft output, and can further reduce the volume and weight of the gear shaft system.

[0064] As a preferred, the intermediate shaft 20 is sleeved on the outer periphery of the first half shaft 31, and further through the 3-group coaxial arrangement of the electric drive bridge scheme, more coaxial arrangements can improve the space utilization rate.

[0065] Another outstanding contribution of the embodiment relative to the prior art is that:

[0066] It also includes a third clutch device C, which is fixedly mounted on the intermediate shaft 20 and can selectively engage or disengage with a third-speed output gear 33 on one side. The third-speed output gear 33 is loosely fitted on the intermediate shaft 20 and meshes with the first input driven gear of the first input gear pair. In this embodiment, when the third clutch device C is facing to one side... Figure 1 When the right side is engaged, the power of the first motor EM1 is transmitted to the intermediate shaft 20 via the first input drive gear 2 → the first input driven gear 3 → the third-gear output gear 33. By changing the positions of the three clutches A, B, and C, four gears with simultaneous operation of the two motors can be created. Figure 1 As shown, the third clutch device C includes a third gear hub 32, which engages or disengages with the third gear output gear 33 on one side to achieve the engagement or disengagement of the power transmission route.

[0067] Meanwhile, by changing the positions of the first and second clutch devices, this embodiment can create three gears where the dual motors work simultaneously. When switching between adjacent gears, it ensures that one motor is always continuously outputting power, avoiding gear shifting interruptions and ensuring smooth gear shifting.

[0068] As shown in Table 1, the system includes the following operating modes:

[0069] Mode N: The first clutch device A is in the neutral position, the second clutch device B is in the neutral position, and the third clutch device C is not engaged. This is the neutral mode.

[0070] Mode 1: The first clutch device A engages with the first drive gear of the first gear pair on one side; the second clutch device B engages with the second drive gear of the first gear pair on one side; the third clutch device C is not engaged. This is the first forward gear D1. The power transmission route is as follows: Figure 2 As shown;

[0071] Mode 2: The first clutch device A engages with the first drive gear of the first gear pair on one side; the second clutch device B engages with the second drive gear of the second gear pair on the other side; the third clutch device C is not engaged. This is the second forward gear, D2. The power transmission route is as follows: Figure 3 As shown;

[0072] Mode 3: The first clutch device A engages with the second gear, first drive gear of the second gear pair on the other side; the second clutch device B engages with the second gear, second drive gear of the second gear pair on the other side; the third clutch device C is not engaged. This is the third forward gear, D3. The power transmission route at this time is as follows: Figure 4 As shown;

[0073] Mode 4: the first clutch device A is in neutral position, the second clutch device B is engaged with the second driving gear of the second gear pair on the other side, and the third clutch device C is engaged with the third output gear 33 on the one side, at this time it is the fourth forward gear D4; at this time the power transmission route is as shown in Figure 5

[0074] Table 1: the corresponding working positions of each clutch device in each working mode of the first embodiment

[0075]

[0076]

[0077] Note: indicates the current engagement position of the corresponding clutch device.

[0078] The power transmission path of each speed ratio is as shown in Figures 2-4 D1, D2, D3, D4 here refer to different gears, not the actual gear sequence.

[0079] As can be seen in this embodiment, mode 4, i.e. the fourth forward gear D4, is a special four-stage transmission. In the power transmission route of this gear, the first input driven gear 3 acts as an idler.

[0080] It is apparent for a person skilled in the art that the present application is not limited to the details of the above exemplary embodiments, but rather that it can be implemented in other concrete forms without departing from the spirit or essential characteristics of the present application. The embodiments should therefore be considered in all respects as exemplary and not restrictive, the scope of the application being defined by the appended claims rather than that of the above description, and it is therefore intended that all changes and modifications that come within the meaning and range of equivalency of the claims are to be embraced by the application. Any reference signs in the claims should not be construed as limiting the claims concerned.​

Claims

1. A dual-motor multi-gear electric drive system, comprising: a first electric motor (EM1), the output shaft of which is connected to a first electric motor input shaft (1), the first electric motor input shaft (1) being connected to a first input shaft (7) through a first input gear pair; a second electric motor (EM2), the output shaft of which is connected to a second electric motor input shaft (11), the second electric motor input shaft (11) being connected to a second input shaft (17) through a second input gear pair; a first clutch device (A), which is fixedly arranged on the first input shaft (7) and can be selectively engaged with or located in the neutral position of a one-gear or two-gear first driving gear corresponding to a one-gear or two-gear gear pair on both sides; a second clutch device (B), which is fixedly arranged on the second input shaft (17) and can be selectively engaged with or located in the neutral position of a one-gear or two-gear second driving gear corresponding to a one-gear or two-gear gear pair on both sides; an intermediate shaft (20), the first electric motor (EM1) and the second electric motor (EM2) being connected to the intermediate shaft (20) through a one-gear gear pair and a two-gear gear pair, the intermediate shaft (20) being connected to a first output shaft (23) and a second output shaft (27) through an output gear pair; the first output shaft (23) and the second output shaft (27), which are connected to a differential (29) through a main reduction gear pair; the differential (29), which is connected to wheels through a first half shaft (31) and a second half shaft (30) on both sides respectively; the first electric motor and the second electric motor being located on both sides of the differential, and the first electric motor input shaft (1), the second electric motor input shaft (11), and the first half shaft (31) and the second half shaft (30) being arranged in a spatial triangle; characterized in that: the first output shaft (23) is sleeved on the outer periphery of the first input shaft (7) ; the second output shaft (27) is sleeved on the outer periphery of the second input shaft (17) ; and further comprising a third clutch device (C), which is fixedly arranged on the intermediate shaft (20) and can be selectively engaged with or not engaged with a one-side three-gear output gear (33), the three-gear output gear (33) being sleeved on the intermediate shaft (20) and being engaged with a first input driven gear of the first input gear pair; the system comprising the following working modes: mode N: the first clutch device (A) is located in the neutral position, the second clutch device (B) is located in the neutral position, and the third clutch device (C) is not engaged, at this time it is the neutral mode; mode 1: the first clutch device (A) is engaged with a one-gear first driving gear corresponding to a one-gear gear pair on one side, the second clutch device (B) is engaged with a one-gear second driving gear corresponding to a one-gear gear pair on one side, and the third clutch device (C) is not engaged, at this time it is the first forward gear; mode 2: the first clutch device (A) is engaged with a one-gear first driving gear corresponding to a one-gear gear pair on one side, the second clutch device (B) is engaged with a two-gear second driving gear corresponding to a two-gear gear pair on the other side, and the third clutch device (C) is not engaged, at this time it is the second forward gear. Mode 3: the first clutch device (A) is engaged with the first driving gear of the two-gear gear pair on the other side, the second clutch device (B) is engaged with the second driving gear of the two-gear gear pair on the other side, and the third clutch device (C) is not engaged, at this time it is the third forward gear; Mode 4: the first clutch device (A) is in the neutral position, the second clutch device (B) is engaged with the second driving gear of the two-gear gear pair on the other side, and the third clutch device (C) is engaged with the three-gear output gear (33) on one side, at this time it is the fourth forward gear; the power of the first motor (EM1) is transmitted to the intermediate shaft (20) through the first input driving gear→the first input driven gear→the three-gear output gear (33).

2. The dual-motor multi-gear electric drive system according to claim 1, wherein: The intermediate shaft (20) is sleeved on the outer periphery of the first half shaft (31).

3. The dual-motor multi-gear electric drive system of claim 1, wherein: The first input gear pair includes a first input driving gear (2) and a first input driven gear (3) engaged with each other, the first input driving gear (2) is fixedly arranged on the first motor input shaft (1), and the first input driven gear (3) is fixedly arranged on the first input shaft (7).

4. The dual-motor multi-gear electric drive system of claim 1, wherein: The second input gear pair includes a second input driving gear (12) and a second input driven gear (13) engaged with each other, the second input driving gear (12) is fixedly arranged on the second motor input shaft (11), and the second input driven gear (13) is fixedly arranged on the second input shaft (17).

5. The dual-motor multi-gear electric drive system of claim 1, wherein: The one-gear gear pair includes a one-gear first driving gear (6), a one-gear second driving gear (16), and a one-gear driven gear (8), the one-gear first driving gear (6) and the one-gear second driving gear (16) are engaged with the one-gear driven gear (8) at the same time; the one-gear first driving gear (6) is movably sleeved on the first input shaft (7), the one-gear second driving gear (16) is movably sleeved on the second input shaft (17), and the one-gear driven gear (8) is fixedly arranged on the intermediate shaft (20).

6. The dual-motor multi-gear electric drive system of claim 1, wherein: The two-gear gear pair includes a two-gear first driving gear (4), a two-gear second driving gear (14), and a two-gear driven gear (9), the two-gear first driving gear (4) and the two-gear second driving gear (14) are engaged with the two-gear driven gear (9) at the same time; the two-gear first driving gear (4) is movably sleeved on the first input shaft (7), the two-gear second driving gear (14) is movably sleeved on the second input shaft (17), and the two-gear driven gear (9) is fixedly arranged on the intermediate shaft (20).

7. The dual-motor multi-gear electric drive system of claim 1, wherein: The output gear pair includes an output driving gear (21), an output first driven gear (22), and an output second driven gear (26), the output driving gear (21) is engaged with the output first driven gear (22) and the output second driven gear (26) at the same time; the output driving gear (21) is fixedly arranged on the intermediate shaft (20), the output first driven gear (22) is fixedly arranged on the first output shaft (23), and the output second driven gear (26) is fixedly arranged on the second output shaft (27).

8. The dual-motor multi-gear electric drive system of claim 1, wherein: The main reduction gear pair comprises a corresponding meshing main reduction first driving gear (24), a main reduction second driving gear (28) and a main reduction driven gear (25), the main reduction first driving gear (24) and the main reduction second driving gear (28) are simultaneously meshed with the main reduction driven gear (25); the main reduction first driving gear (24) is fixedly arranged on the first output shaft (23), the main reduction second driving gear (28) is fixedly arranged on the second output shaft (27), and the main reduction driven gear (25) is fixedly arranged on the differential housing of the differential (29).

9. The dual-motor multi-gear electric drive system of claim 1, wherein: The differential (29) comprises a differential housing, a differential bevel gear fixedly connected with the differential housing is fixedly connected in the differential housing, and half shaft gears corresponding to the first half shaft (31) and the second half shaft (30) are arranged on the two sides of the differential bevel gear.

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