A 4-speed AMT electric drive system

Abstract

The present invention discloses a 4-speed AMT electric drive system, comprising: an input clutch, the housing of which is connected to the output shaft of the drive motor; a transmission input shaft, which is connected to the input clutch; a first gear mounted on the transmission input shaft; a first hollow shaft, which is sleeved on the transmission input shaft and connected to the housing of the input clutch; a second gear mounted on the first hollow shaft; an output clutch, which is a dual clutch; a transmission output shaft, which is connected to the housing of the output clutch; a main shaft, which is connected to the output clutch; a third gear mounted on the main shaft; a second hollow shaft, which is sleeved on the main shaft and connected to the output clutch; a fourth gear mounted on the second hollow shaft; a fifth gear meshing with the second gear; an overrunning clutch, which is connected between the intermediate shaft and the fifth gear; a sixth gear, a seventh gear, and an eighth gear are respectively mounted on the intermediate shaft and respectively mesh with the first gear, the third gear, and the fourth gear.

Description

Technical Field

[0001] The present invention belongs to the technical field of automotive transmissions, and particularly relates to a 4-speed AMT electric drive system. Background Art

[0002] Currently, multi-gear AMT electric drive systems mainly use dog clutches or sliding gears for shifting. When shifting gears, the circumferential speed of the engaging sleeve or sliding gear needs to be the same as that of the gear to be engaged before they can enter into engagement and the gear shifting is successful. If the circumferential speeds of the two have not reached the same and forced gear shifting is carried out, it will cause impact and noise between the engaging sleeve or sliding gear and the gear to be engaged, affecting the working life of the gears and even breaking them. Summary of the Invention

[0003] The object of the present invention is to overcome the defects of the prior art, cancel the gear shifting method of dog clutches or sliding gears, and provide a 4-speed AMT electric drive system. The input part uses a single clutch and an overrunning clutch to cooperate with each other to switch the power transmission route, and the output part uses a dual clutch to switch the power transmission route, which can realize the power of the 4-speed AMT electric drive system to be separated or engaged at any time. When shifting gears, the clutch engages smoothly, separates quickly and completely, and has good wear resistance and strong heat dissipation capacity.

[0004] The present invention is provided with a front power take-off interface and a rear power take-off interface. The front power take-off interface outputs high rotational speed and small torque, and the rear power take-off interface outputs large torque and low rotational speed, which can meet the power take-off requirements of various different working conditions.

[0005] The technical solution provided by the present invention is as follows:

[0006] A 4-speed AMT electric drive system, comprising:

[0007] An input clutch, whose housing is fixedly connected to the output shaft of the drive motor;

[0008] A transmission input shaft, which is connected to the input clutch and is connected or separated from the output shaft of the drive motor through the input clutch;

[0009] A first gear, which is fixedly installed on the transmission input shaft;

[0010] A first hollow shaft, which is sleeved on the transmission input shaft and is fixedly connected to the housing of the input clutch;

[0011] A second gear, which is fixedly installed on the first hollow shaft;

[0012] An output clutch, which is a dual clutch;

[0013] A transmission output shaft, one end of which is fixedly connected to the housing of the output clutch, and the other end extends to the outside of the transmission;

[0014] A main shaft, which is connected to the output clutch and is connected to or separated from the output shaft of the gearbox through the output clutch;

[0015] A third gear, which is fixedly installed on the main shaft;

[0016] A second hollow shaft, which is sleeved on the main shaft; the second hollow shaft is connected to the output clutch and is connected to or separated from the output shaft of the gearbox through the output clutch;

[0017] A fourth gear, which is fixedly installed on the second hollow shaft;

[0018] An intermediate shaft;

[0019] A fifth gear, which meshes with the second gear;

[0020] An overrunning clutch, which is connected between the intermediate shaft and the fifth gear and is used to realize the engagement or separation between the intermediate shaft and the fifth gear;

[0021] A sixth gear, which is fixedly installed on the intermediate shaft and meshes with the first gear;

[0022] A seventh gear, which is fixedly installed on the intermediate shaft and meshes with the third gear;

[0023] An eighth gear, which is fixedly installed on the intermediate shaft and meshes with the fourth gear.

[0024] Preferably, the 4-speed AMT electric drive system further includes:

[0025] A front power take-off driving gear, which is fixedly installed on the housing of the input clutch;

[0026] A front power take-off shaft, one end of which is rotatably supported in the gearbox housing and the other end extends to the outside of the gearbox and is connected to a front power take-off interface;

[0027] A front power take-off driven gear, which is fixedly installed on the front power take-off shaft and meshes with the front power take-off driving gear.

[0028] Preferably, the 4-speed AMT electric drive system further includes:

[0029] A rear power take-off driving gear, which is fixedly installed on the housing of the output clutch;

[0030] A front power take-off shaft, one end of which is rotatably supported in the gearbox and the other end extends to the outside of the gearbox and is connected to a rear power take-off interface;

[0031] The rear power take-off driven gear is fixedly installed on the rear power take-off shaft and meshes with the rear power take-off driving gear.

[0032] Preferably, the outer ring of the overrunning gear is fixedly connected to the fifth gear, and the inner ring of the overrunning gear is fixedly connected to the intermediate shaft.

[0033] Preferably, the transmission ratio of the second gear to the fifth gear is K1, and the transmission ratio of the first gear to the sixth gear is K2;

[0034] wherein, K1 < K2.

[0035] Preferably, the first hollow shaft and the second hollow shaft are respectively installed in the transmission housing through bearings.

[0036] Preferably, both ends of the intermediate shaft are respectively supported in the transmission housing through bearings.

[0037] Preferably, the output shaft is supported on the transmission housing through a bearing.

[0038] Preferably, the first gear is connected to the transmission input shaft through a spline.

[0039] The beneficial effects of the present invention are as follows:

[0040] The 4-speed AMT electric drive system provided by the present invention cancels the shifting method of the engagement sleeve or the sliding gear. The input part uses a single clutch and an overrunning clutch to cooperate with each other to switch the power route, and the output part uses a dual clutch to switch the power route, which can realize the power separation or engagement of the 4-speed AMT electric drive system at any time. During shifting, the clutch engages smoothly, separates quickly and thoroughly, and has good wear resistance and strong heat dissipation capacity.

[0041] The 4-speed AMT electric drive system provided by the present invention has a power take-off end divided into a front power take-off interface and a rear power take-off interface. The front power take-off interface outputs high speed and small torque, and the rear power take-off interface outputs large torque and low speed, which can meet the power take-off requirements of various different working conditions. Brief Description of the Drawings

[0042] Figure 1 is a schematic structural diagram of the 4-speed AMT electric drive system described in the present invention.

[0043] Figure 2 is a three-dimensional structure diagram of the 4-speed AMT electric drive system described in the present invention.

[0044] Figure 3 is a schematic structural diagram of the overrunning clutch described in the present invention.

[0045] Figure 4It is the working flow chart of the 4-speed AMT electric drive system described in the present invention.

[0046] Figure 5 It is the power transmission route diagram of the 1st gear described in the present invention.

[0047] Figure 6 It is the power transmission route diagram of the 2nd gear described in the present invention.

[0048] Figure 7 It is the power transmission route diagram of the 3rd gear described in the present invention.

[0049] Figure 8 It is the power transmission route diagram of the 4th gear described in the present invention.

[0050] Figure 9 It is the power transmission route diagram of the front power take-off described in the present invention.

[0051] Figure 10 It is the power transmission route diagram of the rear power take-off described in the present invention.

[0052] Figure 11 It is the power transmission route diagram of the reverse gear described in the present invention. Specific embodiments

[0053] The following further describes the present invention in detail with reference to the accompanying drawings, so that those skilled in the art can implement it according to the description in the specification.

[0054] As Figure 1 shown, the present invention provides a 4-speed AMT electric drive system, including: drive motor 1, drive motor output shaft 2, input clutch housing 3, input clutch steel sheet 4, input clutch friction plate 5, first hollow shaft 6, transmission input shaft 7, second gear 8, first gear 9, main shaft 10, third gear 11, fourth gear 12, second hollow shaft 13, first output clutch friction plate 14, output clutch steel sheet 15, second output clutch friction plate 16, transmission output shaft 17, output clutch housing 18, rear power take-off drive gear 19, rear power take-off interface 20, rear power take-off shaft 21, rear power take-off driven gear 22, eighth gear 23, seventh gear 24, intermediate shaft 25, sixth gear 26, fifth gear 27, overrunning clutch 28, front power take-off driven gear 29, front power take-off drive gear 30, front power take-off shaft 31, front power take-off interface 32 and transmission housing 33.

[0055] As Figure 2As shown, the drive motor 1 includes a drive motor stator 101 and a drive motor rotor 102. The drive motor stator 101 is fixedly connected to the transmission housing 33 by bolts. The drive motor rotor 102 is fixedly connected to the drive motor output shaft 2. The drive motor output shaft 2 is mounted on the transmission housing 33 through a bearing 401. One end of the drive motor output shaft 2 is connected to the input clutch housing 3 through a spline 501. The other end of the input clutch housing 3 is connected to the first hollow shaft 6 through a spline 503. The inner wall of the input clutch housing 3 is fixedly connected to the input clutch steel plate 4. The input clutch friction plate 5 is connected to one end of the transmission input shaft 7 through a spline 502. The other end of the transmission input shaft 7 is floatingly connected to the main shaft 10. Among them, the first hollow shaft 6 is sleeved on the transmission input shaft 7, and the first hollow shaft 6 is mounted on the inner wall of the transmission housing 33 through a bearing 402.

[0056] The second gear 8 is mounted on the first hollow shaft 6 through a spline 504. The first gear 9 is mounted on the transmission input shaft 7 through a spline 505.

[0057] The engagement of the input clutch steel plate 4 and the input clutch friction plate 5 represents that the input clutch is in the engaged state, and the separation of the input clutch steel plate 4 and the input clutch friction plate 5 represents that the input clutch is in the disengaged state.

[0058] When the input clutch is in the disengaged state, the power from the drive motor 1 is only transmitted to the second gear 8 through the input clutch housing 3 and the first hollow shaft 6. When the input clutch is in the engaged state, after the power from the drive motor 1 is transmitted to the input clutch housing 3, it is transmitted to the second gear 8 through the first hollow shaft 6; at the same time, the power from the drive motor 1 is transmitted to the first gear 9 through the transmission input shaft 7.

[0059] The intermediate shaft 25 is mounted on the inner wall of the transmission housing 33 through bearings 407 and 408. The eighth gear 23, the seventh gear 24, and the sixth gear 26 are respectively fixedly mounted on the intermediate shaft 25. The fifth gear 27 is connected to the intermediate shaft 25 through an overrunning clutch 28.

[0060] The third gear 11 is connected to the main shaft 10 through a spline 506, and the fourth gear 12 is connected to the second hollow shaft 13 through a spline 507; the second hollow shaft 13 is sleeved on the main shaft 10, and the second hollow shaft 13 is installed on the inner wall of the transmission housing 33 through a bearing 403. The output clutch is a dual clutch, including a first output clutch unit and a second output clutch unit; the first output clutch friction plate 14 provided in the first output clutch unit is connected to the second hollow shaft 13 through a spline 508, the second output clutch friction plate 16 provided in the second output clutch unit is connected to the main shaft 10 through a spline 509, the output clutch housing 18 is connected to the transmission output shaft 17 through a spline 510, and the inner wall of the output clutch housing 18 is fixedly connected to the output clutch steel plate 15.

[0061] The engagement of the output clutch steel plate 15 and the first output clutch friction plate 14 represents that the first output clutch unit is in the engaged state, and the separation of the output clutch steel plate 15 and the first output clutch friction plate 14 represents that the first output clutch unit is in the separated state.

[0062] The engagement of the output clutch steel plate 15 and the second output clutch friction plate 16 represents that the second output clutch unit is in the engaged state, and the separation of the output clutch steel plate 15 and the second output clutch friction plate 16 represents that the second output clutch unit is in the separated state.

[0063] When the first output clutch unit is in the engaged state and the second output clutch unit is in the separated state, the power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plate 14, the output clutch steel plate 15 and the output clutch housing 18.

[0064] When the first output clutch unit is in the separated state and the second output clutch unit is in the engaged state, the power from the third gear 11 is transmitted to the transmission output shaft 17 through the main shaft 10, the second output clutch friction plate 16, the output clutch steel plate 15 and the output clutch housing 18.

[0065] The front power take-off shaft 31 is installed on the transmission housing 33 through a bearing 410 and is sleeved on the intermediate shaft 25 through a bearing 409. The front power take-off driving gear 30 is fixedly connected to the input clutch housing 3, the front power take-off driven gear 29 is connected to the front power take-off shaft 31 through a spline 512, and the front power take-off driving gear 30 meshes with the front power take-off driven gear 29.

[0066] After the power from the drive motor 1 is transmitted to the input clutch housing 3, it is then transmitted to the front power take-off shaft 31 through the front power take-off driving gear 30 and the front power take-off driven gear 29, and is output from the front power take-off interface 32.

[0067] The rear power take-off shaft 21 is mounted on the gearbox housing 33 through a bearing 405, and is loosely sleeved on the intermediate shaft 25 through a bearing 406. The rear power take-off driving gear 19 is fixedly connected to the output clutch housing 18, and the rear power take-off driven gear 22 is connected to the rear power take-off shaft 21 through a spline 511, and the rear power take-off driving gear 19 is meshed with the rear power take-off driven gear 22.

[0068] The power from the output clutch housing 18 is transmitted to the rear power take-off shaft 21 through the rear power take-off driving gear 19 and the rear power take-off driven gear 22 , and is output from the rear power take-off interface 20 .

[0069] like Figure 3 As shown, the overrunning clutch 28 is composed of an outer ring 2801, a spring seat 2802, a preload spring 2803, a ball 2804 and an inner ring 2805. The overrunning clutch 28 realizes the engagement and disengagement of the outer ring 2801 and the inner ring 2805 by the ball 2804 entering or moving away from the narrow wedge-shaped area. The speed difference formed between the inner ring 2805 and the outer ring 2801 determines whether the ball 2804 is wedged or released at this time, and the corresponding overrunning clutch 28 is in the engaged state or the disengaged state at this time.

[0070] The outer ring 2801 of the overrunning clutch is fixed to the fifth gear 27, and the inner ring 2805 of the overrunning clutch is fixed to the intermediate shaft 25, so the outer ring 2801 is the main transmission component, and the inner ring 2805 is the driven component. When the outer ring 2801 of the active component rotates counterclockwise, the ball 2804 will be wedged in the narrow wedge space. According to the self-locking principle, the power is transmitted to the inner ring 2805 through the outer ring 2801, thereby driving the inner ring 2805 to rotate; on the contrary, when the outer ring 2801 rotates clockwise or the counterclockwise rotation speed of the inner ring 2805 exceeds the rotation speed of the outer ring 2801, the ball 2804 will be unwedgeable from the wedging space, and the inner ring 2805 will be disengaged from the outer ring 2801. At this time, the overrunning clutch 28 is in an overrunning state and no longer transmits torque.

[0071] When the vehicle is moving forward, the drive motor 1 rotates clockwise. When the input clutch is in a disengaged state (the input clutch steel plate 4 is separated from the input clutch friction plate 5), the power from the drive motor 1 is transmitted to the input clutch housing 3, and then transmitted to the second gear 8 through the first hollow shaft 6. Therefore, the second gear 8 rotates clockwise, the fifth gear 27 engages with the second gear 8, and the fifth gear 27 rotates counterclockwise. The outer ring 2801 of the overrunning clutch also rotates counterclockwise, and the ball 2804 will be wedged in a narrow wedge-shaped space. Due to the self-locking principle, the power is transmitted to the inner ring 2805 through the outer ring 2801, thereby driving the inner ring 2805 and the intermediate shaft 25 to rotate counterclockwise.

[0072] When the vehicle is moving forward, the drive motor 1 rotates clockwise. When the input clutch is in the engaged state (the input clutch steel sheet 4 is engaged with the friction plate 5), the power from the drive motor 1 is transmitted to the input clutch housing 3 and then through the first hollow shaft 6 to the second gear 8 and through the transmission input shaft 7 to the first gear 9. Therefore, both the second gear 8 and the first gear 9 rotate clockwise.

[0073] The fifth gear 27 meshes with the second gear 8, the fifth gear 27 rotates counterclockwise, and the outer ring 2801 of the overrunning clutch rotates counterclockwise.

[0074] The sixth gear 26 meshes with the first gear 9, the sixth gear 26 rotates counterclockwise, and the intermediate shaft 25 and the inner ring 2805 rotate counterclockwise.

[0075] Among them, the transmission ratio of the seventh gear 24 to the second gear 8 is K1; the transmission ratio of the sixth gear 26 to the first gear 9 is K2; and the transmission ratio K1 < K2. Therefore, the counterclockwise rotation speed of the inner ring 2805 is greater than the rotation speed of the outer ring 2801, and the ball 2804 will be disengaged from the wedging space, and the inner and outer rings 2801 will be disengaged. The overrunning clutch 28 is in the overrunning state and no longer transmits torque.

[0076] As Figure 4 shown, the 4-speed AMT electric drive system (Electric Drive System, abbreviated as EDS) provided by the present invention is divided into three working states: drive mode, reverse mode, and power take-off mode.

[0077] First, when R > R_min, the EDS enters the reverse mode; where R represents the reverse switch; R_min represents the minimum trigger threshold of the reverse switch.

[0078] When R ≤ R_min, check whether Q is 0. If Q ≠ 0, the EDS enters the power take-off mode. If Q = Q_A, the EDS is in the front power take-off state. If Q = Q_B, the EDS is in the rear power take-off state; where Q represents the power take-off switch, Q = 0 represents the power take-off mode is closed; Q_A represents the front power take-off, and Q_B represents the rear power take-off.

[0079] If Q = 0, check the D value. If D > D_min, the EDS enters the drive mode; if D ≤ D_min and V < V_min, the vehicle is stationary; if V ≥ V_min, the EDS enters the drive mode. Where D represents the accelerator pedal opening; D_min represents the minimum trigger threshold of the accelerator pedal opening; V represents the vehicle speed; V_min represents the minimum value of the vehicle speed.

[0080] After the EDS enters the driving mode, when V < V1, the EDS enters the first gear state; when V < V2, the EDS enters the second gear state; when V < V3, the EDS enters the third gear state; when V ≥ V3, the EDS enters the fourth gear state. Among them, V1 represents the vehicle speed when shifting from the first gear to the second gear; V2 represents the vehicle speed when shifting from the second gear to the third gear; V3 represents the vehicle speed when shifting from the third gear to the fourth gear.

[0081] The working states of the shift execution elements of the described four-speed AMT electric drive system are shown in Table 1.

[0082] Table 1 Working Table of Shift Execution Elements of Four-Speed AMT Electric Drive System

[0083]

[0084] Among them, "×" in Table 1 represents separation, and "√" represents engagement; C1 represents the first clutch, C2 represents the first output clutch unit, and C3 represents the second output clutch unit.

[0085] As Figure 5 shown, the power transmission route when the EDS enters the first gear state is: the input clutch is in the separated state, and the power from the drive motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6. The second gear 8 meshes with the fifth gear 27, and through gear meshing transmission, the power is transmitted from the second gear 8 to the fifth gear 27. The fifth gear 27 transmits the power to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.

[0086] The first output clutch unit is in the engaged state, and the second output clutch unit is in the separated state. The power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plate 14, the output clutch steel plate 15, and the output clutch housing 18.

[0087] As Figure 6 shown, the power transmission route when the EDS enters the second gear state is: the input clutch is in the engaged state. After the power from the drive motor 1 is transmitted to the input clutch housing 3, it is transmitted to the second gear 8 through the first hollow shaft 6 and then to the first gear 9 through the transmission input shaft 7. At this time, the overrunning clutch 28 is in the overrunning state and no longer transmits torque. The first gear 9 meshes with the sixth gear 26, and through gear meshing transmission, the power is transmitted from the first gear 9 to the sixth gear 26 and then to the intermediate shaft 25. The intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.

[0088] The first output clutch unit is in the engaged state, and the second output clutch unit is in the disengaged state. The power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plate 14, the output clutch steel plate 15, and the output clutch housing 18.

[0089] As Figure 7 shown, the power transmission route when the EDS enters the third gear state is as follows: The input clutch is in the disengaged state. The power from the drive motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6. The second gear 8 meshes with the fifth gear 27. Through gear meshing transmission, the power is transmitted from the second gear 8 to the fifth gear 27. The fifth gear 27 transmits the power to the intermediate shaft 25 through the overrunning clutch 28. The intermediate shaft 25 transmits the power to the third gear 11 through the seventh gear 24.

[0090] The first output clutch unit is in the disengaged state, and the second output clutch unit is in the engaged state. The power from the third gear 11 is transmitted to the transmission output shaft 17 through the main shaft 10, the second output clutch friction plate 16, the output clutch steel plate 15, and the output clutch housing 18.

[0091] As Figure 8 shown, the power transmission route when the EDS enters the fourth gear state is as follows: The input clutch is in the engaged state. After the power from the drive motor 1 is transmitted to the input clutch housing 3, it is transmitted to the second gear 8 through the first hollow shaft 6 and then to the first gear 9 through the transmission input shaft 7. At this time, the overrunning clutch 28 is in the overrunning state and no longer transmits torque. The first gear 9 meshes with the sixth gear 26. Through gear meshing transmission, the power is transmitted from the first gear 9 to the sixth gear 26 and then to the intermediate shaft 25. The intermediate shaft 25 transmits the power to the third gear 11 through the seventh gear 24.

[0092] The first output clutch unit is in the disengaged state, and the second output clutch unit is in the engaged state. The power from the third gear 11 is transmitted to the transmission output shaft 17 through the main shaft 10, the second output clutch friction plate 16, the output clutch steel plate 15, and the output clutch housing 18.

[0093] As Figure 9 shown, the power transmission route of the EDS front power take-off is as follows: The power from the drive motor 1 is transmitted to the input clutch housing 3 and then transmitted to the front power take-off shaft 31 through the front power take-off driving gear 30 and the front power take-off driven gear 29 and output from the front power take-off interface 32. At this time, the input clutch is in the disengaged state, and the first output clutch unit and the second output clutch unit of the output clutch are in the disengaged state.

[0094] As Figure 10As shown in the figure, the power transmission route of the EDS rear power take-off is as follows: when the input clutch is in the disengaged state, the power from the drive motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6. The second gear 8 meshes with the fifth gear 27, and through gear meshing transmission, the power is transmitted from the second gear 8 to the fifth gear 27. The fifth gear 27 is transmitted to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.

[0095] The first output clutch unit is in the engaged state, and the second output clutch unit is in the disengaged state. The power from the fourth gear 12 is transmitted to the output clutch housing 18 through the second hollow shaft 13, the first output clutch friction plate 14, and the output clutch steel plate 15.

[0096] The power from the output clutch housing 18 is transmitted to the rear power take-off shaft 21 through the rear power take-off drive gear 19 and the rear power take-off driven gear 22, and is output from the rear power take-off interface 20.

[0097] As Figure 11 shown in the figure, the power transmission route of the EDS in reverse gear state is as follows: the drive motor 1 rotates in reverse, the input clutch is in the disengaged state, the power from the drive motor 1 is transmitted to the second gear 8 only through the input clutch housing 3 and the first hollow shaft 6. The second gear 8 meshes with the fifth gear 27, and through gear meshing transmission, the power is transmitted from the second gear 8 to the fifth gear 27. The fifth gear 27 is transmitted to the intermediate shaft 25 through the overrunning clutch 28, and the intermediate shaft 25 transmits the power to the fourth gear 12 through the eighth gear 23.

[0098] The first output clutch unit is in the engaged state, and the second output clutch unit is in the disengaged state. The power from the fourth gear 12 is transmitted to the transmission output shaft 17 through the second hollow shaft 13, the first output clutch friction plate 14, the output clutch steel plate 15, and the output clutch housing 18.

[0099] Although the embodiments of the present invention have been disclosed as above, it is not limited to the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those skilled in the art, additional modifications can be easily made. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the illustrated examples here.

Claims

1. A 4-speed AMT electric drive system, characterized in that, Comprising: An input clutch, the housing of which is fixedly connected to the output shaft of the drive motor; A transmission input shaft, which is connected to the input clutch and is connected or separated from the output shaft of the drive motor through the input clutch; A first gear, which is fixedly installed on the transmission input shaft; A first hollow shaft, which is sleeved on the transmission input shaft and is fixedly connected to the housing of the input clutch; A second gear, which is fixedly installed on the first hollow shaft; An output clutch, which is a dual clutch; A transmission output shaft, one end of which is fixedly connected to the housing of the output clutch and the other end extends outside the transmission; A main shaft, which is connected to the output clutch and is connected or separated from the transmission output shaft through the output clutch; A third gear, which is fixedly installed on the main shaft; A second hollow shaft, which is sleeved on the main shaft; the second hollow shaft is connected to the output clutch and is connected or separated from the transmission output shaft through the output clutch; A fourth gear, which is fixedly installed on the second hollow shaft; An intermediate shaft; A fifth gear, which meshes with the second gear; An overrunning clutch, which is connected between the intermediate shaft and the fifth gear and is used to engage or separate the intermediate shaft and the fifth gear; A sixth gear, which is fixedly installed on the intermediate shaft and meshes with the first gear; A seventh gear, which is fixedly installed on the intermediate shaft and meshes with the third gear; An eighth gear, which is fixedly installed on the intermediate shaft and meshes with the fourth gear.

2. The 4-speed AMT electric drive system according to claim 1, characterized in that, Further comprising: A front power take-off driving gear, which is fixedly installed on the housing of the input clutch; A front power take-off shaft, one end of which is rotatably supported in the transmission housing and the other end extends outside the transmission and is connected to a front power take-off interface; A front power take-off driven gear, which is fixedly installed on the front power take-off shaft and meshes with the front power take-off driving gear.

3. The 4-speed AMT electric drive system according to claim 2, characterized in that, Further comprising: A rear power take-off driving gear, which is fixedly installed on the housing of the output clutch; A rear power take-off shaft, one end of which is rotatably supported in the transmission and the other end extends outside the transmission and is connected to a rear power take-off interface; A rear power take-off driven gear, which is fixedly installed on the rear power take-off shaft and meshes with the rear power take-off driving gear.

4. The 4-speed AMT electric drive system according to claim 3, characterized in that, The outer ring of the overrunning clutch is fixedly connected to the fifth gear, and the inner ring of the overrunning clutch is fixedly connected to the intermediate shaft.

5. The 4-speed AMT electric drive system according to claim 3 or 4, characterized in that, The transmission ratio between the second gear and the fifth gear is K1, and the transmission ratio between the first gear and the sixth gear is K2; Wherein, K1 < K2.

6. The 4-speed AMT electric drive system according to claim 5, characterized in that, The first hollow shaft and the second hollow shaft are respectively installed in the transmission housing through bearings.

7. The 4-speed AMT electric drive system according to claim 6, characterized in that, Both ends of the intermediate shaft are respectively supported in the transmission housing through bearings.

8. The 4-speed AMT electric drive system according to claim 7, characterized in that The output shaft is supported on the transmission housing through a bearing.

9. The 4-speed AMT electric drive system according to claim 8, characterized in that The first gear is connected to the transmission input shaft through a spline.

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