Coaxial multi-gear electric drive axle system and vehicle

Abstract

According to the coaxial type multi-gear electric drive axle system and the vehicle, by arranging two gear shifting mechanisms, switching of three gears can be achieved, so that the driving requirements under different working conditions are met. Wherein the first gear is used for a low-speed large-torque working condition, the second gear is used for a medium-speed working condition, the third gear is used for a high-speed working condition, and the speed ratio coverage range of the system is effectively expanded. Furthermore, the gear transmission mechanism and the planet row assembly are coaxially arranged, the structure is compact, the transmission efficiency is high, the meshing relation between gear sleeves and combination teeth of the two gear shifting mechanisms is reasonably designed, smooth switching among three gears is achieved, gear shifting impact is avoided, and the driving comfort of the whole vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power systems, and in particular to a coaxial multi-speed electric drive axle system and a vehicle. Background Art

[0002] In the field of pure electric-driven automobiles, the transmission efficiency and structural design of the electric drive axle system directly affect the performance of the whole vehicle. Among the electric drive axle systems currently on the market, there is a shifting scheme that uses a two-stage planetary gear with a clutch and a brake, such as the "two-speed coaxial electric drive axle" disclosed in Chinese patent document CN115027256A. This scheme realizes the transmission of two gears through the shifting mode of two clutches and one brake. Although this design can realize the basic shifting function, it has many limitations: first, the two-stage planetary gear structure it adopts is difficult to manufacture, resulting in high production costs; second, this scheme can only realize two-speed transmission, which is difficult to meet the diverse needs of the vehicle for the transmission ratio under different working conditions; third, its structure is relatively complex, which is not conducive to the compactness of the overall layout.

[0003] Therefore, the industry is in urgent need of an electric drive axle system with a simple structure, low manufacturing cost, and the ability to achieve multi-gear transmission to meet the efficient operation requirements of pure electric vehicles under different working conditions. Summary of the invention

[0004] The invention discloses a coaxial multi-speed electric drive axle system and a vehicle, aiming to solve the technical problems existing in the prior art.

[0005] The present invention adopts the following technical solutions:

[0006] On the one hand, an embodiment of the present invention provides a coaxial multi-speed electric drive axle system, which includes a motor, a main box and an auxiliary box, wherein the main box is provided with a parallel shaft transmission mechanism and a first shift mechanism, and the auxiliary box is provided with a planetary gear assembly and a second shift mechanism;

[0007] The parallel shaft transmission mechanism comprises an input shaft, an intermediate shaft and a sun gear shaft, wherein the input shaft is arranged parallel to the intermediate shaft, and the input shaft is arranged coaxially with the sun gear shaft;

[0008] The input end of the input shaft is transmission-connected to the motor, the output end of the input shaft is transmission-connected to the intermediate shaft, and the output end of the input shaft is also provided with a first engaging tooth adjacent to the first shifting mechanism;

[0009] The output end of the intermediate shaft is transmission-connected with the first driven gear, and the output end of the first driven gear is provided with a second coupling tooth adjacent to the first shifting mechanism and a third coupling tooth adjacent to the second shifting mechanism;

[0010] A first shift mechanism is arranged at the input end of the sun gear shaft, and the sun gear shaft is transmission-connected to the planetary gear assembly;

[0011] The planetary gear transmission assembly includes a planet carrier, and a second shift mechanism is arranged at the input end of the planet carrier;

[0012] The first shift mechanism can selectively engage with the first combining tooth or the second combining tooth, and the second shift mechanism can selectively engage with or disengage with the third combining tooth. The transmission of three forward gears is achieved through the cooperation of the first shift mechanism and the second shift mechanism.

[0013] As a preferred technical solution, a constant mesh gear and a first driving gear are fixedly provided on the intermediate shaft, the constant mesh gear meshes with the input shaft to realize the transmission connection between the input shaft and the intermediate shaft; the first driving gear meshes with the first driven gear.

[0014] As a preferred technical solution, the first driven gear is loosely mounted on the sun gear shaft, and the second combining tooth and the third combining tooth are fixedly arranged on the first driven gear.

[0015] As a preferred technical solution, the first shift mechanism includes a first gear hub and a first gear sleeve, the first gear hub is fixed to the sun gear shaft, the first gear sleeve can slide axially along the first gear hub, and the first gear sleeve can selectively engage with the first combining tooth or the second combining tooth.

[0016] As a preferred technical solution, the second shift mechanism includes a second gear hub and a second sliding sleeve, the second gear hub is fixed to the planetary carrier, the second gear sleeve can slide axially along the second gear hub, and the second gear sleeve can selectively engage with the third combining tooth.

[0017] As a preferred technical solution, the planetary gear assembly also includes a ring gear, a sun gear and planetary gears, the sun gear is fixedly connected to the sun gear shaft transmission, the planetary gears are arranged on the planetary carrier, and the planetary carrier is fixedly connected to the differential assembly.

[0018] As a preferred technical solution, when in the first gear transmission state, the first gear sleeve is engaged with the second combining tooth, and the second gear sleeve is separated from the third combining tooth.

[0019] As a preferred technical solution, when in the second gear transmission state, the first gear sleeve remains engaged with the second combining tooth, and the second gear sleeve is engaged with the third combining tooth.

[0020] As a preferred technical solution, when in the third gear transmission state, the first gear sleeve is engaged with the first combining tooth, and the second gear sleeve is separated from the third combining tooth.

[0021] On the other hand, an embodiment of the present invention further provides a vehicle, comprising a coaxial multi-speed electric drive axle system as described in any one of the above items.

[0022] One embodiment of the above invention has the following advantages or beneficial effects:

[0023] The present invention mainly provides a coaxial multi-speed electric drive axle system and a vehicle equipped with the electric drive axle system. Compared with the prior art, the electric drive axle system of the embodiment of the present invention can realize the switching of three gears by setting two shifting mechanisms to meet the driving requirements under different working conditions. The first gear is used for low-speed and high-torque working conditions, the second gear is used for medium-speed working conditions, and the third gear is used for high-speed working conditions, which effectively expands the speed ratio coverage of the system.

[0024] Furthermore, the gear transmission mechanism and the planetary gear assembly in the embodiment of the present invention are coaxially arranged, with a compact structure and high transmission efficiency. By rationally designing the meshing relationship between the gear sleeves and the combining teeth of the two shifting mechanisms, smooth switching between the three gears is achieved, thus avoiding gear shift shock and improving the driving comfort of the entire vehicle.

[0025] Compared with the single-gear or double-gear electric drive axle in the prior art, the present invention not only improves the transmission efficiency, but also reduces the manufacturing cost and maintenance cost of the system. At the same time, the system has good versatility and adaptability, and can be widely used in different types of new energy vehicles, which is of great significance to promoting the development of the new energy vehicle industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments, which constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions explain the present invention and do not constitute improper limitations on the present invention. In the drawings:

[0027] Figure 1 A schematic diagram of the structure of a coaxial multi-speed electric drive axle system provided by an embodiment of the present invention;

[0028] Figure 2 A schematic diagram of power flow of a first gear transmission provided by an embodiment of the present invention;

[0029] Figure 3 A schematic diagram of power flow of a second-gear transmission provided by an embodiment of the present invention;

[0030] Figure 4 A schematic diagram of power flow of a three-speed transmission provided by an embodiment of the present invention.

[0031] Description of reference numerals:

[0032] Motor 11, input shaft 12, first combining tooth 13, intermediate shaft 14, constant meshing gear 15, first driving gear 16, first driven gear 17, second combining tooth 18, third combining tooth 19, first shift actuator 21, first shift fork 22, first gear sleeve 23, first gear hub 24, sun gear shaft 31, sun gear 32, first planetary gear 33, second planetary gear 34, planet carrier 35, ring gear 36, second shift actuator 41, second shift fork 42, second gear sleeve 43, second gear hub 44, differential assembly 51, left wheel end 61, right wheel end 62. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the specific embodiments of the present invention and the corresponding drawings. In the description of the present invention, it should be noted that the term "or" is usually used in the sense of including "and / or", unless the content clearly indicates otherwise.

[0034] In the description of the present application, the terms “first”, “second”, etc. are only used to distinguish the descriptions and should not be understood as indicating or implying relative importance.

[0035] Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] In the field of traditional pure electric heavy-duty commercial vehicles, the existing electric drive axle systems are mostly single-speed or dual-speed structures, which are difficult to meet the diverse speed and torque requirements of vehicles under different working conditions. Among them, the single-speed electric drive axle system has a simple structure but a fixed speed ratio, and it is difficult to obtain ideal driving effects under low-speed, high-torque and high-speed conditions; although the dual-speed electric drive axle system has improved the driving performance to a certain extent, the speed ratio coverage is still limited, and the existing dual-speed electric drive axles generally have problems such as complex structure, large gear shifting shock, and high manufacturing cost.

[0037] In order to solve the problems existing in the prior art, an embodiment of the present invention provides a coaxial multi-speed electric drive axle system, which arranges the gear transmission mechanism and the planetary gear assembly coaxially and provides two shift mechanisms to achieve switching between three gears to meet the driving requirements under different working conditions.

[0038] refer to Figure 1In a preferred embodiment, the coaxial multi-speed electric drive axle system includes a motor 11, a main box and an auxiliary box. The main box is provided with a parallel shaft transmission mechanism and a first shift mechanism, and the auxiliary box is provided with a planetary gear assembly, a second shift mechanism and a differential assembly 51. It should be noted that the aforementioned gear transmission mechanism is also the parallel shaft transmission mechanism arranged in the main box.

[0039] Specifically, the main box and the auxiliary box are used to undertake different transmission functions, wherein the main box as the first-stage transmission part mainly includes a power transmission device arranged at the input end of the motor 11, and the parallel shaft transmission mechanism is responsible for realizing the primary transmission and speed adjustment of the power of the motor 11; the auxiliary box as the second-stage transmission part realizes further power transmission and speed ratio adjustment through the planetary gear assembly, and finally outputs the power through the differential assembly 51. The split-box design of this embodiment is not only convenient for overall layout and assembly, but also conducive to heat dissipation and lubrication of various transmission components, and also convenient for later maintenance.

[0040] Furthermore, the motor 11, the planetary gear assembly and the differential assembly 51 in the embodiment of the present invention are configured as a coaxial structure. This arrangement makes the power transmission path more direct and the structure of the entire transmission system more compact, greatly reducing the size of the electric drive axle system for easier vehicle layout and installation.

[0041] In a preferred embodiment, the parallel shaft transmission mechanism is configured as a two-axis parallel shaft, including an input shaft 12, an intermediate shaft 14 and a sun gear shaft 31. In terms of spatial arrangement, the input shaft 12 is arranged parallel to the intermediate shaft 14, while the input shaft 12 and the sun gear shaft 31 remain coaxially arranged.

[0042] Preferably, the input end of the input shaft 12 is fixedly connected to the motor 11, and the two are transmission-connected. The output end of the input shaft 12 is transmission-connected to the intermediate shaft 14, and the output end of the input shaft 12 is also provided with a first coupling tooth 13 adjacent to the first shifting mechanism.

[0043] Preferably, a constant mesh gear 15 and a first driving gear 16 are fixedly provided on the intermediate shaft 14, the constant mesh gear 15 is meshed with the input shaft 12 to realize the transmission connection between the input shaft 12 and the intermediate shaft 14, the first driving gear 16 is meshed with the first driven gear 17, the two are transmission connected, the first driven gear 17 is loosely sleeved on the sun gear shaft 31, the second combining teeth 18 and the third combining teeth 19 are fixedly provided on the first driven gear 17, wherein the second combining teeth 18 are provided adjacent to the first shifting mechanism, and the third combining teeth 19 are provided adjacent to the second shifting mechanism, when the first shifting mechanism is engaged with the second combining teeth 18, power can be transmitted from the first driven gear 17 to the sun gear shaft 31, when the first shifting mechanism is engaged with the first combining teeth 13, the first driven gear 17 can rotate freely on the sun gear shaft 31, and at this time the intermediate shaft 14 does not transmit power.

[0044] During the power transmission process, the high-speed rotation output by the motor 11 needs to be reduced in speed and increased in torque through multi-stage gear transmission. First, the first stage of reduction is achieved through the constant meshing gear 15 on the input shaft 12 and the intermediate shaft 14, and then the second stage of reduction is achieved through the meshing of the first driving gear 16 and the first driven gear 17 on the intermediate shaft 14. This multi-stage reduction design can gradually reduce the high speed of the motor 11 to a speed range suitable for vehicle driving, while correspondingly increasing the output torque.

[0045] Furthermore, by reasonably designing the gear ratio of the first driving gear 16 and the first driven gear 17, the reduction ratio can be precisely controlled so that the final output speed and torque can meet the requirements of the vehicle's power performance. The coupling teeth are provided at the output end of the first driven gear 17, which combines the reduction function with the shifting function to improve the integration of the entire transmission system. It should be noted that in this embodiment, the reduction ratio between the input shaft 12 and the constant meshing gear 15 on the intermediate shaft 14, and the reduction ratio between the first driving gear 16 and the first driven gear 17 are no longer specifically limited, and those skilled in the art can make adaptive adjustments according to actual needs.

[0046] Preferably, a first shift mechanism is provided at the input end of the sun gear shaft 31, and the first shift mechanism includes a first shift actuator 21, a first shift fork 22, a first gear hub 24 and a first gear sleeve 23. The first gear hub 24 is fixedly connected to the sun gear shaft 31, and the first gear sleeve 23 can slide axially along the first gear hub 24. When shifting is required, the first shift actuator 21 drives the first shift fork 22, thereby driving the first gear sleeve 23 to move axially, so that it can selectively engage with the first combination tooth 13 or the second combination tooth 18. When the first gear sleeve 23 engages with the first combination tooth 13, power is directly transmitted from the input shaft 12 to the sun gear shaft 31; when the first gear sleeve 23 engages with the second combination tooth 18, power is transmitted to the sun gear shaft 31 through the transmission path of the intermediate shaft 14, the first driving gear 16 and the first driven gear 17. Through the precise control of the first shift actuator 21, flexible switching between different gears can be achieved to meet the power transmission requirements under different working conditions.

[0047] Preferably, the other end of the sun gear shaft 31 is drivingly connected to the planetary gear assembly, which includes a sun gear 32 , planetary gears, a planet carrier 35 and a ring gear 36 .

[0048] The sun gear 32 is connected to the sun gear shaft 31 by transmission to ensure synchronous rotation of the two and realize reliable power transmission; the planetary gear includes a double-connected first planetary gear 33 and a second planetary gear 34, which are connected to each other and loosely mounted on the planetary carrier 35, and the ring gear 36 is connected to the housing. A second shift mechanism is provided at the input end of the planetary carrier 35 to realize power transmission path switching under different working conditions. The output end of the planetary carrier 35 is connected to the differential assembly 51 to ensure that the final power can be transmitted to the wheels through the left and right half shafts.

[0049] Preferably, the second shift mechanism includes a second shift actuator 41, a second shift fork 42, a second gear hub 44 and a second sliding sleeve. The second gear hub 44 is fixedly connected to the planet carrier 35, and the second gear sleeve 43 can slide axially along the second gear hub 44. When shifting is required, the second shift actuator 41 drives the second shift fork 42, thereby driving the second gear sleeve 43 to move axially, so that the second gear sleeve 43 can selectively engage or disengage with the third coupling tooth 19. The transmission of three forward gears is realized through the cooperation of the first shift mechanism and the second shift mechanism.

[0050] Specifically, when the second gear sleeve 43 is engaged with the third combining tooth 19, power is transmitted from the sun gear shaft 31 to the sun gear 32, and the sun gear 32 drives the first planetary gear 33 and the second planetary gear 34 to rotate. Since the second gear sleeve 43 is engaged with the third combining tooth 19, the planetary gear assembly forms a whole. At this time, the sun gear 32, the planetary gear, and the planetary carrier 35 rotate synchronously as a whole. At this time, the planetary gear assembly operates with a transmission ratio of 1:1. After passing through the planetary gear assembly, the power is finally output from the planetary carrier 35 to the differential assembly 51.

[0051] When the second gear sleeve 43 is separated from the third coupling tooth 19, the power is transmitted from the sun gear shaft 31 to the sun gear 32, and then to the first planetary gear 33 and the second planetary gear 34 through the sun gear 32. Since there is no locking effect at this time, the various components of the planetary gear transmission can work according to the movement law of the planetary gear transmission. After the power is decelerated by the planetary gear assembly, it is output by the planetary carrier 35 to the differential assembly 51 to achieve a certain reduction ratio.

[0052] refer to Figure 2 In a preferred embodiment, when in the first gear transmission state, the first gear sleeve 23 is engaged with the second combining tooth 18, that is, the first shift mechanism selects a transmission path with a larger reduction ratio, and the power is transmitted to the first driven gear 17 via the input shaft 12, the intermediate shaft 14, and the first driving gear 16, and undergoes a two-stage reduction; the second gear sleeve 43 is separated from the third combining tooth 19, and at this time the planetary gear assembly works according to the normal planetary gear law, so that the maximum reduction ratio is obtained through three-stage reduction (the first two stages of speed change in the main box and the planetary gear assembly reduction in the auxiliary box) to meet the demand for high torque in the first gear.

[0053] refer to Figure 2 , where the red part is the power flow direction. Specifically, in the first gear transmission state, the power of the system is input by the motor 11, transmitted to the constant mesh gear 15 through the input shaft 12, and then transmitted to the first driven gear 17 by the intermediate shaft 14, and then transmitted to the sun gear shaft 31 by the first gear sleeve 23 and the first gear hub 24 in the first shift mechanism, and then transmitted to the first planetary gear 33 and the second planetary gear 34 through the sun gear in the sun gear shaft 31, and then transmitted to the differential assembly 51 through the planet carrier 35. The power output of the differential assembly 51 is transmitted to the left wheel end 61 and the right wheel end 62 through the left half shaft and the right half shaft respectively.

[0054] refer to Figure 3 In a preferred embodiment, when in the second gear transmission state, the first gear sleeve 23 and the second gear sleeve 43 remain in a combined state, that is, at this time, the first shift mechanism still maintains a transmission path with a larger reduction ratio, and the second gear sleeve 43 is engaged with the third combining tooth 19, so that the planetary gear assembly forms an overall 1:1 transmission. In this way, a medium reduction ratio is obtained through the previous speed change and the 1:1 transmission of the planetary gear.

[0055] refer to Figure 3 , where the red part is the power flow direction. Specifically, in the second gear transmission state, the power of the system is input by the motor 11, transmitted to the constant mesh gear 15 through the input shaft 12, and then transmitted to the first driven gear 17 by the intermediate shaft 14, and then transmitted to the sun gear shaft 31 by the first gear sleeve 23 and the first gear hub 24 in the first shift mechanism. Since the second gear sleeve 43 and the third combining tooth 19 are engaged, the planetary gear assembly forms a whole, and the power is directly transmitted to the differential assembly 51 through the planet carrier 35 as a whole. The power is finally transmitted to the left wheel end 61 and the right wheel end 62 through the left half shaft and the right half shaft respectively.

[0056] refer to Figure 4 In a preferred embodiment, when in the third gear transmission state, the first gear sleeve 23 engages with the first combining tooth 13, that is, at this time, the first shift mechanism switches to the direct transmission path to reduce the reduction ratio; the second gear sleeve 43 is separated from the third combining tooth 19 again, and the planetary gear assembly restores the deceleration effect of the planetary gear. At this time, a smaller reduction ratio can be obtained through direct transmission and planetary gear deceleration.

[0057] refer to Figure 4, where the red part is the power flow direction. Specifically, in the third gear transmission state, the power is input from the motor 11, and is directly transmitted to the sun gear shaft 31 through the first combining tooth 13, the first gear sleeve 23, and the first gear hub 24, and then transmitted to the first planetary gear 33 and the second planetary gear 34 through the sun gear 32, and transmitted to the differential assembly 51 through the planet carrier 35, and finally split through the left half shaft and the right half shaft respectively, so that the third gear power flow is transmitted to the left wheel end 61 and the right wheel end 62 respectively.

[0058] In the above embodiment, three different transmission ratios are realized by reasonably designing the working state of the planetary gear assembly and the transmission path of the main box. The first gear can obtain the maximum reduction ratio by using three-stage reduction, the second gear obtains a medium reduction ratio by using the main box reduction plus the planetary gear 1:1 transmission, and the third gear obtains a smaller reduction ratio by using direct transmission plus the planetary gear reduction. Compared with the prior art, the transmission structure provided in this embodiment greatly reduces the number of transmission parts, and the transmission path of each gear is reasonably arranged, which can effectively reduce power loss and ensure a higher transmission efficiency.

[0059] In one embodiment of the present invention, a vehicle is provided, which is equipped with the above-mentioned coaxial multi-speed electric drive axle system. Preferably, the vehicle in this embodiment is a purely electric commercial vehicle, such as an electric truck, an electric bus, an electric transport vehicle, an electric tractor, etc. Based on the above-mentioned electric drive axle system, the vehicle can meet the driving requirements of different working conditions.

[0060] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present application to this. Those of ordinary skill in the art may make various changes and modifications therein without departing from the scope and spirit of the present application. All these changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0061] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0062] Similarly, it should be understood that in order to streamline the present application and help understand one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present application should not be interpreted as reflecting the following intention: the claimed application requires more features than the features clearly stated in each claim. More specifically, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with features less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby explicitly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present application.

[0063] It will be understood by those skilled in the art that, except for mutually exclusive features, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this specification may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

Claims

1. A coaxial multi-speed electric drive axle system, characterized in that: It includes a motor, a main box and an auxiliary box, wherein the main box is provided with a parallel shaft transmission mechanism and a first shifting mechanism, and the auxiliary box is provided with a planetary gear assembly and a second shifting mechanism; The parallel shaft transmission mechanism comprises an input shaft, an intermediate shaft and a sun gear shaft, wherein the input shaft is arranged parallel to the intermediate shaft, and the input shaft is arranged coaxially with the sun gear shaft; The input end of the input shaft is transmission-connected to the motor, the output end of the input shaft is transmission-connected to the intermediate shaft, and the output end of the input shaft is further provided with a first coupling tooth adjacent to the first shifting mechanism; The output end of the intermediate shaft is transmission-connected with the first driven gear, and the output end of the first driven gear is provided with a second coupling tooth adjacent to the first shifting mechanism and a third coupling tooth adjacent to the second shifting mechanism; The first shift mechanism is arranged at the input end of the sun gear shaft, and the sun gear shaft is drivingly connected to the planetary gear assembly; The planetary gear transmission assembly includes a planet carrier, and the second shift mechanism is arranged at the input end of the planet carrier; The first shift mechanism can selectively engage with the first combining tooth or the second combining tooth, and the second shift mechanism can selectively engage with or disengage with the third combining tooth. The transmission of three forward gears is achieved through the cooperation of the first shift mechanism and the second shift mechanism.

2. The coaxial multi-speed electric drive axle system according to claim 1, characterized in that: The intermediate shaft is fixedly provided with a constant meshing gear and a first driving gear, the constant meshing gear is meshed with the input shaft to realize the transmission connection between the input shaft and the intermediate shaft; the first driving gear is meshed with the first driven gear.

3. The coaxial multi-speed electric drive axle system according to claim 2, characterized in that: The first driven gear is loosely sleeved on the sun gear shaft, and the second combining teeth and the third combining teeth are fixedly connected to the first driven gear.

4. The coaxial multi-speed electric drive axle system according to claim 3, characterized in that: The first shifting mechanism includes a first gear hub and a first gear sleeve, wherein the first gear hub is fixedly connected to the sun gear shaft, the first gear sleeve can slide axially along the first gear hub, and the first gear sleeve can selectively engage with the first combining tooth or the second combining tooth.

5. The coaxial multi-speed electric drive axle system according to claim 4, characterized in that: The second shift mechanism includes a second gear hub and a second sliding sleeve, the second gear hub is fixedly connected to the planet carrier, the second gear sleeve can slide axially along the second gear hub, and the second gear sleeve can selectively engage with the third combining tooth.

6. The coaxial multi-speed electric drive axle system according to claim 5, characterized in that: The planetary gear assembly further comprises a ring gear, a sun gear and planetary gears, the sun gear is fixedly connected to the sun gear shaft by transmission, the planetary gears are arranged on the planetary carrier, and the planetary carrier is fixedly connected to the differential assembly.

7. The coaxial multi-speed electric drive axle system according to claim 6, characterized in that: When in the first gear transmission state, the first gear sleeve is engaged with the second combining tooth, and the second gear sleeve is separated from the third combining tooth.

8. The coaxial multi-speed electric drive axle system according to claim 6, characterized in that: When in the second gear transmission state, the first gear sleeve is kept engaged with the second combining tooth, and the second gear sleeve is engaged with the third combining tooth.

9. The coaxial multi-speed electric drive axle system according to claim 6, characterized in that: When in the third gear transmission state, the first gear sleeve is engaged with the first combining tooth, and the second gear sleeve is separated from the third combining tooth.

10. A vehicle, characterized in that: The vehicle includes a coaxial multi-speed electric drive axle system as described in any one of claims 1 to 9.

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