A three-gear AMT transmission system, an electric drive axle and a vehicle adopting the electric drive axle

Abstract

The present application relates to a kind of three-gear AMT variable speed system, electric drive axle and the vehicle using the electric drive axle, scheme includes the input shaft for being connected with driving system, and the fourth shaft for output power to drive axle;Input shaft is respectively connected with the second shaft and the fifth shaft in its two sides, and the second shaft is connected with the third shaft by disconnectable connection mechanism;Third shaft is connected with the fourth shaft of the input shaft axis line, and the fourth shaft is respectively provided with combination tooth in the opposite end of input shaft, and the other side of fourth axle combination tooth is adjacently provided with large gear combination tooth, and large gear combination tooth is connected with the fifth shaft;Three adjacent combination teeth are provided with gear sleeve and shift device, and by the movement of gear sleeve to shift device, fourth axle combination tooth and input shaft combination tooth can be connected, fourth axle combination tooth and large gear combination tooth are connected, and all are disconnected.Solution can realize high, middle, low three gears, and gear engagement series is less, and transmission efficiency is high.

Description

Technical Field

[0001] This invention relates to a three-speed AMT transmission system, an electric drive axle, and a vehicle using the electric drive axle, belonging to the field of new energy vehicle technology; and particularly to a power system and control technology for pure electric vehicles. Background Technology

[0002] Traditional electric motor + AMT transmission + drive axle combination has low transmission efficiency, requires driveshaft connection, and the driveshaft and powertrain occupy a lot of space, which is not conducive to battery pack placement. Currently, to achieve high torque output, electric drive axles require a high speed ratio design, and the external motor and reduction mechanism must be kept as small as possible to achieve optimal vehicle layout. This usually involves using a balance shaft type single-stage reducer or a balance shaft type multi-gear design, resulting in the powertrain extending too far out of the cantilever, affecting system reliability and overall layout, and increasing cost and weight.

[0003] The published texts of Chinese patent applications with authorization announcement numbers CN214874180U and CN214492504U both disclose a dual-motor electric drive axle with wheel-side reducers, involving four stages of transmission in the power transmission process. This scheme has a large number of meshing stages in power transmission and uses many bearings, resulting in low efficiency; moreover, the scheme uses dual-motor drive for power coupling, which results in high gear noise, and if one motor fails, the entire system will not work.

[0004] The Chinese patent application with authorization announcement number CN205344518U discloses a two-speed electric drive axle with three-stage transmission. However, it still suffers from low transmission efficiency and cannot achieve three speeds, resulting in poor optimization of the motor's operating point. Summary of the Invention

[0005] The purpose of this invention is to provide a three-speed AMT transmission system and electric drive axle to solve the problem that existing single-motor three-speed electric drive axles and their transmission systems are difficult to balance with high transmission efficiency and small axial dimensions; it also provides a vehicle using this electric drive axle, which solves the problems of high cost, low transmission efficiency, and large space occupation of the vehicle power system affecting the arrangement of the power battery.

[0006] To achieve the above objectives, the present invention includes:

[0007] The present invention discloses a three-speed AMT transmission system, comprising an input shaft for connection to a drive system and a fourth shaft for outputting power to the drive axle; the input shaft is respectively driven by two second shafts and a fifth shaft on its two sides, the second shaft being driven by a disengageable connecting mechanism to a third shaft; the third shaft is driven by a fourth shaft coaxial with the input shaft, the fourth shaft having engagement teeth at one end opposite to the input shaft, and a large gear engagement tooth adjacent to the other side of the fourth shaft engagement teeth, the large gear engagement tooth being driven by the fifth shaft; gear sleeves and shifting devices are provided on the fourth shaft engagement teeth and the input shaft engagement teeth and the large gear engagement teeth on its two sides, the shifting device moving the gear sleeves can realize the connection between the fourth shaft engagement teeth and the input shaft engagement teeth, the connection between the fourth shaft engagement teeth and the large gear engagement teeth, and the complete disconnection.

[0008] The three-speed AMT transmission system of this invention can realize high, medium and low three-speed output based on 1-stage gear meshing transmission and 3-stage gear meshing transmission. It can meet the requirements of high torque, high speed and high efficiency output of vehicles. The three-speed design is conducive to the optimization of motor operating point, reducing the number of gear meshing stages and adopting a quasi-intermediate shaft power input arrangement, saving the space requirement of electric drive axle in the axial direction of the vehicle. At the same time, reducing the number of gear meshing stages and adopting an intermediate shaft arrangement can reduce the cantilever length of the power system, reduce the torsional arm of the power system and the extension length of the power system housing, which is conducive to the lightweight design of the axle housing, reduces the weight of the axle housing, and is also conducive to the overall vehicle layout.

[0009] Furthermore, the large gear connected to the large gear engagement teeth is freely rotatably mounted on the fourth shaft and meshes with the gear on the fifth shaft.

[0010] Furthermore, the speed ratio from the input shaft through the second and third shafts to the fourth shaft is greater than the speed ratio from the input shaft through the fifth shaft and the large gear engagement teeth to the fourth shaft; a low-speed gear is achieved by connecting the second and third shafts and disconnecting the input shaft, the fourth shaft, and the large gear engagement teeth; a medium-speed gear is achieved by disconnecting the second and third shafts and connecting the fourth shaft and the large gear engagement teeth; a high-speed gear is achieved by disconnecting the second and third shafts and connecting the input shaft and the fourth shaft; and a neutral gear is achieved by disconnecting the second and third shafts and disconnecting the input shaft, the fourth shaft, and the large gear engagement teeth.

[0011] The high-speed gear has a single-stage transmission with no meshing gears before the final reduction gear in front of the differential. This results in high transmission efficiency, low loss, and a small speed ratio, making it suitable for high-speed operation. It avoids the field weakening control required for high-speed motor operation, further improving the motor's efficiency at high vehicle speeds, making it particularly suitable for high-speed vehicle travel. The low and medium gears both have three-stage transmissions with large speed ratios and high output torque, suitable for climbing hills and acceleration.

[0012] Furthermore, the second and fifth axes are parallel to the input axis; the third axis is collinear with the second axis, and the opposite ends of the third axis and the second axis are respectively provided with engagement teeth, and a gear sleeve and a second shifting device are provided on them. By moving the gear sleeve through the shifting device, the engagement teeth of the third axis and the engagement teeth of the second axis can be connected and disconnected.

[0013] Furthermore, the driving gear on the input shaft meshes with the driven gears on the second and fifth shafts respectively, realizing the transmission to the second and fifth shafts; the third shaft is connected to the fourth shaft through meshing gear transmission.

[0014] This invention reduces the number of gear meshing stages and adopts a quasi-intermediate shaft power input arrangement, saving the space required for the electric drive axle in the axial direction of the vehicle. It can reduce the cantilever length of the power system, reduce the torsional arm of the power system and the extension length of the power system housing, which is conducive to the lightweight design of the axle housing, reduces the weight of the axle housing, and is also beneficial to the overall vehicle layout.

[0015] The present invention provides a technical solution for a three-speed AMT electric drive axle, comprising a drive motor, a transmission system, and a drive axle; the drive motor is driven to the input shaft of the transmission system, and a gear on the fourth shaft of the transmission system meshes with the input gear of the drive axle; the input shaft is driven to two second shafts and a fifth shaft on its two sides, and the second shaft is driven to the third shaft through a disjoint connection mechanism; the third shaft is driven to the fourth shaft, which is collinear with the axis of the input shaft, and the fourth shaft has engagement teeth on one end opposite to the input shaft, and a large gear engagement tooth is arranged adjacent to the other side of the engagement teeth of the fourth shaft, which is driven to the fifth shaft; the engagement teeth of the fourth shaft and the engagement teeth of the input shaft and the large gear engagement teeth on its two sides are provided with gear sleeves and a shifting device, and by moving the gear sleeves through the shifting device, the engagement teeth of the fourth shaft and the engagement teeth of the input shaft, the engagement teeth of the fourth shaft and the engagement teeth of the large gear, and the complete disconnection can be achieved.

[0016] Furthermore, the large gear connected to the large gear engagement teeth is freely rotatably mounted on the fourth shaft and meshes with the gear on the fifth shaft; the driving gear on the input shaft meshes with the driven gears on the second and fifth shafts respectively, realizing the transmission to the second and fifth shafts; the third shaft is connected to the fourth shaft through meshing gear transmission.

[0017] Furthermore, the speed ratio from the input shaft through the second and third shafts to the fourth shaft is greater than the speed ratio from the input shaft through the fifth shaft and the large gear engagement teeth to the fourth shaft; a low-speed gear is achieved by connecting the second and third shafts and disconnecting the input shaft, the fourth shaft, and the large gear engagement teeth; a medium-speed gear is achieved by disconnecting the second and third shafts and connecting the fourth shaft and the large gear engagement teeth; a high-speed gear is achieved by disconnecting the second and third shafts and connecting the input shaft and the fourth shaft; and a neutral gear is achieved by disconnecting the second and third shafts and disconnecting the input shaft, the fourth shaft, and the large gear engagement teeth.

[0018] Furthermore, the second shaft, the fifth shaft, the input shaft, and the half-shaft of the drive axle are parallel to each other; the third shaft and the second shaft are arranged with their axes collinear, and the ends of the third shaft and the second shaft are respectively provided with engagement teeth, and a gear sleeve and a second shifting device are provided on them. By moving the gear sleeve through the shifting device, the engagement teeth of the third shaft and the engagement teeth of the second shaft can be connected and disconnected.

[0019] The present invention provides a technical solution for a new energy vehicle, which adopts the three-speed AMT electric drive axle as described in any of the preceding claims. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a three-speed AMT electric drive bridge structure according to the present invention;

[0021] Figure 2 This is a schematic diagram of the shift control logic of a three-speed AMT electric drive bridge according to the present invention.

[0022] The diagram includes: 2. Drive motor; 3. Input shaft; 4. Second shaft; 41. Second shaft engagement gear; 5. Second shaft driven gear; 6. Input shaft driving gear; 7. First gear engagement sleeve; 8. First gear shifting mechanism; 9. Input shaft engagement gear; 10. Fourth shaft engagement gear; 11. Second gear engagement gear; 12. Second gear large gear; 13. Needle roller bearing; 14. Fourth shaft; 15. Third shaft; 151. Third shaft engagement gear; 16. Third shaft pinion; 17. Fourth shaft pinion; 18. Fourth shaft large gear; 19. Support bearing; 20. Right half shaft; 21. Differential; 22. Output large gear; 23. Fifth shaft pinion; 24. Left half shaft; 25. Second and third gear shifting mechanism; 251. Second and third gear engagement sleeve; 26. Fifth shaft; 27. Fifth shaft large gear. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0024] Electric drive axle example:

[0025] like Figure 1The present invention, as shown, includes a three-speed AMT electric drive axle, comprising a drive motor 2, a three-speed AMT transmission mechanism, and a drive axle. The torque output by the drive motor 2 is reduced and increased by the three-speed AMT transmission mechanism, and then transmitted to the left and right half-shafts of the drive axle through the drive axle differential 21, and finally output to the wheels.

[0026] Specifically, the three-speed AMT transmission mechanism is as follows: Figure 2 As shown, the input shaft 3 of the transmission mechanism, parallel to the drive axle half-shaft, is connected to the output shaft of the drive motor 2. Besides the first shaft serving as the input shaft 3, it also includes a second shaft 4, a third shaft 15, a fourth shaft 14, and a fifth shaft 26, all parallel to the drive axle half-shaft. Each shaft and half-shaft is fixedly supported by a support bearing 19. The second shaft 4 and the fifth shaft 26 are respectively located next to the input shaft 3; and the input shaft 3, through its input shaft drive gear 6, meshes with the second shaft driven gear 5 of the second shaft 4 and the fifth shaft large gear 27 of the fifth shaft 26. The meshing of the input shaft drive gear 6 with the second shaft driven gear 5 and the fifth shaft large gear 27 is for speed reduction and torque increase, meaning the corresponding gear ratio is greater than 1.

[0027] The axis of the third shaft 15 is on the same straight line as the axis of the second shaft 4. The second shaft driven gear 5 of the second shaft 4 also has a two-axis engagement tooth 41, which is used to drive and connect or disconnect with the three-axis engagement tooth 151 of the third shaft 15 under the action of the first gear engagement sleeve 7. The first gear engagement sleeve 7 engages under the drive of the first gear shifting mechanism 8 to realize the engagement of the two-axis engagement tooth 41 and the three-axis engagement tooth 151 and the neutral disengagement (rotating with a certain engagement tooth individually). The first gear shifting mechanism 8 can be a two-position shifting cylinder or a shifting motor.

[0028] In other embodiments, the second shaft 4 may also be provided with independent engagement teeth, or be connected to the third shaft 15 in a disengageable transmission connection via a multi-plate clutch.

[0029] The axis of the fourth shaft 14 is on the same straight line as the axis of the input shaft 3. The three-axis pinion 16 of the third shaft 15 meshes with the four-axis large gear 18 of the fourth shaft 14, with a meshing gear ratio greater than 1, to achieve speed reduction and torque increase transmission.

[0030] The fourth shaft 14's pinion 17 meshes with the output gear 22 on the differential 21, further reducing speed and outputting power to the wheels through the left half-shaft 24 and the right half-shaft 20.

[0031] Power is output from input shaft 3 through second shaft 4, third shaft 15, and fourth shaft 14 to the final stage deceleration, realizing the first gear drive of the vehicle.

[0032] The coaxial input shaft 3 and the fourth shaft 14 are respectively provided with input shaft engagement teeth 9 and fourth shaft engagement teeth 10 at their opposite ends. They can be engaged by the corresponding second and third gear engagement sleeves 251 to achieve a 1:1 power transmission from input shaft 3 to fourth shaft 14, and then reach the final deceleration stage to achieve three-speed drive of the vehicle.

[0033] One side of the four-axis engagement gear 10 is adjacent to the input shaft engagement gear 9, and the other side is adjacent to the second gear engagement gear 11. The four-axis engagement gear 10 and the second gear engagement gear 11 can be engaged by moving the second and third gear engagement gear sleeve 251 in another direction. The second gear engagement gear 11 is also connected to the second gear large gear 12. The second gear large gear 12 with the second gear engagement gear 11 is sleeved on the fourth shaft 14 through the needle roller bearing 13. Except for the transmission relationship of the corresponding engagement gear, it does not interfere with the fourth shaft 14.

[0034] The second and third gear engagement sleeve 251, driven by the second and third gear shifting mechanism 25, enables the engagement of the four-axis engagement gear 10 with the input shaft engagement gear 9 or with the second gear engagement gear 11, or the neutral gear and the four-axis engagement gear 10 to rotate together. The second and third gear shifting mechanism 25 can be a three-position shifting cylinder or a shifting motor.

[0035] The fifth shaft 26's fifth shaft pinion 23 meshes with the second gear large gear 12, with a meshing ratio greater than 1, to achieve speed reduction and torque increase transmission.

[0036] Power is output from input shaft 3 through fifth shaft 26, second gear large gear 12, and fourth shaft 14 to the final stage deceleration, realizing the second-gear drive of the vehicle.

[0037] Those skilled in the art will understand that in this embodiment, the speed ratio from input shaft 3 through second shaft 4 and third shaft 15 to fourth shaft 14 is greater than that from input shaft 3 through fifth shaft 26 and second gear 12 to fourth shaft 14, forming the first and second gears of this embodiment. Alternatively, the speed ratio relationship of the two gear transmission chains can be changed by adjusting the gear ratios of the meshing gears during the gear transmission process, so that input shaft 3, second shaft 4, third shaft 15 to fourth shaft 14 is the second gear, and input shaft 3, fifth shaft 26, second gear 12 to fourth shaft 14 is the third gear. The present invention does not limit the specific gear settings, speed ratios, etc.

[0038] The electric drive axle of this invention is driven by a single drive motor 2. Power is output from the drive motor 2 and distributed to the second shaft 4 and the fifth shaft 26 via the input shaft drive gear 6 of the transmission input shaft 3. Then, it passes through the shifting mechanism to drive the first gear engagement sleeve 7 or the second and third gear engagement sleeve 251 to shift gears, realizing first gear, second gear, third gear, and neutral. The power finally reaches the final stage reducer through the fourth shaft 14. After the final stage reduction and torque amplification, the torque is transmitted to the differential 21 and then to the wheels through the left and right half shafts. To collect the output speed to calculate the vehicle speed, a gear ring is also installed on the differential housing. A non-contact vehicle speed sensor is installed on the axle housing to provide the vehicle speed signal and provide a speed reference for the shift control strategy. In this embodiment, the output shaft of the drive motor 2 is arranged to the right. In other embodiments, it can also be arranged in three directions: forward, backward, and left.

[0039] Gear selection and control logic as follows Figure 2 As shown, the settings are as follows:

[0040] When first gear is engaged, the first gear shifting mechanism 8, according to the shifting command, pushes the first gear engagement sleeve 7 into the low gear setting position (e.g., Figure 1 (As shown in the diagram, pushing to the left) At this time, the second and third gear shifting mechanism 25 remains in the neutral position. The shift fork of the first gear mechanism pushes the first gear engagement sleeve 7, engaging the second shaft engagement gear 41 and the third shaft engagement gear 151. Through the meshing of the input shaft driving gear 6 and the second shaft driven gear 5, the second shaft 4 is rotated. Through the internal gear ring and external gear sleeve connected by the first gear position, the third shaft 15 is driven. Then, through the meshing of the third shaft pinion 16 and the fourth shaft large gear 18, the fourth shaft 14 is rotated. The fourth shaft 14 drives the differential 21 through the meshing of the fourth shaft pinion 17 and the output large gear 22 to output power to the drive wheels, realizing the low gear 1. There are 3 stages of meshing gear transmission in this process.

[0041] When shifting to second gear, the first gear shifting mechanism 8 maintains neutral according to the shifting command. At this time, the second-to-third gear shifting mechanism 25 pushes the second-to-third gear engagement sleeve 251 into the second gear setting position (e.g., Figure 1 (The image shows a push to the right). The shift fork of the second and third gear mechanism pushes the second and third gear engagement sleeve 251, engaging the fourth-axis engagement gear 10 with the second-gear engagement gear 11. The inner gear ring and outer gear sleeve connected to the second gear position achieve a rigid connection between the second-gear large gear 12 and the fourth shaft 14. Power is transmitted through the meshing of the input shaft drive gear 6 and the fifth-axis large gear 27, driving the fifth shaft 26 to rotate. Then, through the meshing of the fifth-axis small gear 23 and the second-gear large gear 12, power is transmitted to the fourth shaft 14, which is rigidly connected to the second-gear large gear 12. The fourth shaft 14, through the meshing of the fourth-axis small gear 17 and the output large gear 22, drives the differential 21 to output power to the drive wheels, achieving the second gear position. This process involves three stages of gear transmission.

[0042] When shifting to third gear, the first gear shifting mechanism 8 maintains neutral according to the shifting command. At this time, the second-third gear shifting mechanism 25 pushes the second-third gear engagement sleeve 251 into the third gear setting position (e.g., Figure 1 (The image shows pushing to the left). The input shaft 3 is directly and rigidly connected to the fourth shaft 14 via a three-speed internal gear ring and external gear sleeve. The input shaft 3 drives the fourth shaft 14 to rotate. The fourth shaft 14, through the meshing of the four-axis pinion 17 and the output gear 22, drives the differential 21 to output power to the drive wheels, achieving the high gear (third gear) position. This process involves one stage of gear transmission.

[0043] When the gear is in neutral, the first gear shift mechanism 8 and the second and third gear shift mechanisms 25 are in neutral according to the shift command. The input shaft 3 drives the second shaft 4, the fifth shaft 26 and the second gear large gear 12 to rotate freely. This can achieve neutral shift and speed adjustment. At this time, the electric drive axle has no speed torque output to the downstream of the power system, thus achieving the neutral position.

[0044] Transmission system example:

[0045] The three-speed AMT electric drive axle of the present invention includes a drive motor, a transmission system, and a drive axle, such as Figure 1 As shown, the output shaft of the drive motor 2 is connected to the input shaft 3 of the transmission system. The output gear of the transmission system, namely the four-axis pinion 17, meshes with the output gear 22 of the differential 21, and outputs the power after the corresponding gear shift to the drive axle.

[0046] The transmission system of the present invention can realize three-speed AMT. The specific mechanism and control logic have been described clearly enough in the electric drive axle embodiment, and will not be repeated here.

[0047] Vehicle Example:

[0048] The present invention provides a new energy vehicle in which at least one drive axle adopts the three-speed AMT electric drive axle of the present invention. The three-speed AMT electric drive axle of the present invention has been described sufficiently in the electric drive axle embodiments and will not be repeated here.

Claims

1. A three-gear AMT transmission system, characterized in that, The input shaft is drivingly connected with the driving system, and the fourth shaft is used for outputting power to the drive axle; the input shaft is drivingly connected with the second shaft and the fifth shaft on both sides of the input shaft respectively, the second shaft is drivingly connected with the third shaft through a disconnectable connecting mechanism; the third shaft is drivingly connected with the fourth shaft which is coaxial with the input shaft, the fourth shaft is provided with engaging teeth on the opposite end of the input shaft, the other side of the engaging teeth of the fourth shaft is provided with gear engaging teeth, the gear engaging teeth are drivingly connected with the fifth shaft; the fourth shaft engaging teeth and the input shaft engaging teeth and the gear engaging teeth provided on both sides of the fourth shaft are provided with tooth sleeves and gear shifting devices, the movement of the tooth sleeves through the gear shifting devices realizes the connection of the fourth shaft engaging teeth and the input shaft engaging teeth, the connection of the fourth shaft engaging teeth and the gear engaging teeth, and the complete disconnection; the speed ratio from the input shaft through the second shaft, the third shaft to the fourth shaft is greater than the speed ratio from the input shaft through the fifth shaft, the gear engaging teeth to the fourth shaft; The low speed gear position is realized by drivingly connecting the second shaft with the third shaft and disconnecting the input shaft, the fourth shaft and the gear engaging teeth; the medium speed gear position is realized by disconnecting the second shaft with the third shaft and drivingly connecting the fourth shaft and the gear engaging teeth; the high speed gear position is realized by disconnecting the second shaft with the third shaft and drivingly connecting the input shaft and the fourth shaft; the neutral gear position is realized by disconnecting the second shaft with the third shaft and disconnecting the input shaft, the fourth shaft and the gear engaging teeth.

2. The three-gear AMT transmission system according to claim 1, characterized in that, The gear connected with the gear engaging teeth of the fourth shaft is freely rotatable and sleeved on the fourth shaft and is engaged with the gear on the fifth shaft.

3. The three-gear AMT transmission system according to claim 1, characterized in that, The second shaft and the fifth shaft are parallel to the input shaft; the third shaft is coaxial with the second shaft, the third shaft is provided with engaging teeth on the opposite end of the second shaft, and the tooth sleeves and the second gear shifting devices are provided on the engaging teeth as the connecting mechanism, the movement of the tooth sleeves through the gear shifting devices realizes the connection and disconnection of the third shaft engaging teeth and the second shaft engaging teeth.

4. The three-gear AMT transmission system according to claim 1, characterized in that, The driving gear on the input shaft is engaged with the driven gear on the second shaft and the fifth shaft respectively, realizing the transmission to the second shaft and the fifth shaft; the third shaft is drivingly connected with the fourth shaft through the engaged gears.

5. A three-gear AMT electric drive axle, characterized in that The input shaft is drivingly connected with the driving system, and the fourth shaft is used for outputting power to the drive axle; the input shaft is drivingly connected with the second shaft and the fifth shaft on both sides of the input shaft respectively, the second shaft is drivingly connected with the third shaft through a disconnectable connecting mechanism; the third shaft is drivingly connected with the fourth shaft which is coaxial with the input shaft, the fourth shaft is provided with engaging teeth on the opposite end of the input shaft, the other side of the engaging teeth of the fourth shaft is provided with gear engaging teeth, the gear engaging teeth are drivingly connected with the fifth shaft; the fourth shaft engaging teeth and the input shaft engaging teeth and the gear engaging teeth provided on both sides of the fourth shaft are provided with tooth sleeves and gear shifting devices, the movement of the tooth sleeves through the gear shifting devices realizes the connection of the fourth shaft engaging teeth and the input shaft engaging teeth, the connection of the fourth shaft engaging teeth and the gear engaging teeth, and the complete disconnection; the speed ratio from the input shaft through the second shaft, the third shaft to the fourth shaft is greater than the speed ratio from the input shaft through the fifth shaft, the gear engaging teeth to the fourth shaft; The low speed gear is realized by disconnecting the input shaft, the fourth shaft and the gear combined with the big gear; the medium speed gear is realized by disconnecting the second shaft and the third shaft and connecting the fourth shaft and the gear combined with the big gear; the high speed gear is realized by disconnecting the second shaft and the third shaft and connecting the input shaft and the fourth shaft; and the neutral gear is realized by disconnecting the second shaft and the third shaft and disconnecting the input shaft, the fourth shaft and the gear combined with the big gear.

6. The three-gear AMT electric drive axle according to claim 5, characterized in that The big gear combined with the gear is sleeved on the fourth shaft and engaged with the gear on the fifth shaft; the driving gear on the input shaft is engaged with the driven gear on the second shaft and the fifth shaft respectively to realize the transmission to the second shaft and the fifth shaft; and the third shaft is connected with the fourth shaft through the engaged gears.

7. The three-gear AMT electric drive axle according to claim 5, characterized in that, The second shaft, the fifth shaft, the input shaft and the half shaft of the drive axle are parallel to each other; the third shaft is arranged in line with the axis of the second shaft; the opposite ends of the third shaft and the second shaft are respectively provided with the combined gears and the tooth sleeve and the second gear shifting device as the connecting mechanism; the third shaft combined gear and the second shaft combined gear can be connected and disconnected through the movement of the tooth sleeve by the gear shifting device.

8. A new energy vehicle, characterized in that, The three-gear AMT electric drive axle is adopted.

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