An electric drive axle system and a method of operating the same

Abstract

The application provides an electric drive axle system and a working method thereof, and relates to the field of electric drive axle systems.The scheme is as follows: a countershaft is arranged in parallel with a half shaft one, along the direction from the half shaft one to the half shaft two, the countershaft is sequentially provided with a clutch one, a clutch two, a clutch three and a clutch four, the half shaft one is provided with a gear shifting mechanism one, the half shaft two is provided with a gear shifting mechanism two, a motor one can drive the half shaft one to rotate through the gear shifting mechanism one, the motor one can also drive the countershaft to rotate, a motor two can drive the half shaft two to rotate through the gear shifting mechanism two, the motor two can also drive the countershaft to rotate, the countershaft can transmit the power of the motor one to the half shaft one through the clutch one, the countershaft can transmit the power of the motor two to a differential mechanism through the clutch two and the clutch three, and the countershaft can transmit the power of the motor two to the half shaft two through the clutch four.The application can effectively improve the economy of the whole vehicle, and can also solve the problem of tire wear under complex road conditions.

Description

Technical Field

[0001] This invention relates to the field of electric drive bridges, and more particularly to an electric drive bridge system and its operating method. Background Technology

[0002] A mechanical differential is a mechanism that allows the left and right (or front and rear) drive wheels to rotate at different speeds. The differential consists of planetary gears, a planetary gear carrier (differential housing), half-shaft gears, and other parts. The engine's power enters the differential through the drive shaft, directly driving the planetary gear carrier. The planetary gears then drive the left and right half-shafts, which in turn drive the left and right wheels respectively. When the car is moving straight, the left and right wheels and the planetary gear carrier rotate at the same speed, which is in a balanced state. However, when the car turns, this balance is disrupted, causing the inner wheel to rotate at a slower speed and the outer wheel to rotate at a faster speed. However, using a mechanical differential on an electric drive axle increases the number of mechanical differentials and gear transmissions, reduces the system's transmission path and efficiency, and cannot effectively balance the overall vehicle economy.

[0003] In the prior art, in order to avoid the influence of mechanical differentials being greater than transmission efficiency, a wheel-side direct drive method is used instead of a mechanical differential. That is, two motors directly drive the corresponding half shafts, and the speed of the two motors is controlled by electronic control, thereby achieving different speeds for the two half shafts, i.e., the wheels. This technical solution has the advantages of short power transmission path and high transmission efficiency.

[0004] However, with the above technical solutions, since there is no mechanical differential, the differential control of the left and right motors relies entirely on electronic control. It is necessary to identify the road excitation load spectrum. In poor road conditions such as uneven roads, curves and slopes, the time difference in response speed and the error in identifying the excitation load spectrum make it difficult for the tire speeds on both sides to meet the driving requirements. This results in tire wear and uneven tire wear in poor road conditions. At the same time, in order to meet the torque requirements, it is often necessary to match a motor with higher power and torque. On the one hand, this increases the cost, and on the other hand, the significant increase in unsprung mass greatly affects the handling and comfort of the vehicle. Summary of the Invention

[0005] To address the technical problem of tire wear and uneven wear on wheels caused by electric drive axles under complex working conditions in the prior art, this invention provides an electric drive axle system and its operating method, which can effectively improve the overall vehicle economy while also solving the tire wear and uneven wear problem under complex road conditions.

[0006] To solve the above-mentioned technical problems, in a first aspect, the present invention provides an electric drive axle system, including a differential, wherein the differential includes a first side gear and a second side gear, the first side gear being connected to a first half-shaft, and the second side gear being connected to a second half-shaft. The system also includes a countershaft, a first motor, and a second motor. The countershaft is arranged parallel to the first half-shaft. Along the direction from the first half-shaft to the second half-shaft, a first clutch, a second clutch, a third clutch, and a fourth clutch are sequentially arranged on the countershaft. A first shifting mechanism is arranged on the first half-shaft, and a second shifting mechanism is arranged on the second half-shaft. Second, the first motor can drive the first half-shaft to rotate through the first shifting mechanism, and the first motor can also drive the countershaft to rotate. The second motor can drive the second half-shaft to rotate through the second shifting mechanism, and the second motor can also drive the countershaft to rotate. The countershaft can transmit the power of the first motor to the first half-shaft through the first clutch, and the countershaft can transmit the power of the second motor to the differential through the second and third clutches, and the countershaft can transmit the power of the second motor to the second half-shaft through the fourth clutch. Through the cooperation of the differential, the first motor, the second motor, the first to fourth clutches, the first shifting mechanism, and the second shifting mechanism, the driver can choose whether the differential drives the first and second half-shafts, or whether the first motor and the second motor drive the first and second half-shafts, according to the working conditions and road conditions. This fully utilizes the advantages of wheel-side drive and mechanical differential drive, effectively improves the overall vehicle economy, and solves the problem of tire wear under complex working conditions.

[0007] Furthermore, the first motor includes a first motor shaft, which is a hollow structure and is rotatably mounted on the first half-shaft. The first motor shaft can drive the first half-shaft to rotate through the first shifting mechanism, and it can also drive the auxiliary shaft to rotate. The second motor includes a second motor shaft, which is also a hollow structure and is rotatably mounted on the second half-shaft. The second motor shaft can drive the second half-shaft to rotate through the second shifting mechanism, and it can also drive the auxiliary shaft to rotate. By coaxially arranging the first motor and the first half-shaft, and the second motor and the second half-shaft, the space occupied is small, reducing the volume of this drive axle system, while simplifying the transmission process and achieving higher transmission efficiency.

[0008] Furthermore, it also includes a bridge housing, inside which the stators of both motor one and motor two are housed. Positioning the stators within the bridge housing facilitates an integrated design of the cooling and lubrication channels, maximizing the integration of this electric drive bridge system and further achieving weight reduction.

[0009] Furthermore, the first shifting mechanism includes a first shifting actuator and a second gear. The second gear is mounted on the first motor shaft, and the first shifting actuator is mounted on the first half-shaft. The second shifting mechanism includes a second shifting actuator and a fourth gear. The fourth gear is mounted on the second motor shaft, and the second shifting actuator is mounted on the second half-shaft. By mounting the second gear on the first motor shaft, the first shifting actuator on the first half-shaft, and the fourth gear on the second motor shaft, and the second shifting actuator on the second half-shaft, the corresponding half-shaft can be directly driven by the motor, resulting in low energy loss, high transmission efficiency, and a higher operating speed.

[0010] Furthermore, the shifting actuator includes a shifting gear, which is mounted on the half-shaft. A sliding sleeve is axially movable on the outer circumference of the shifting gear, and the sliding sleeve can connect the shifting gear to the second gear.

[0011] Furthermore, the shifting actuator two includes a shifting gear two, which is disposed on the half shaft two. A sliding sleeve two is axially movable on the outer circumference of the shifting gear two, and the sliding sleeve two can connect the shifting gear two to the fourth gear.

[0012] Furthermore, a first gear is provided on half-shaft one, a fifth gear is provided on half-shaft two, a third gear is provided on the outside of the differential housing, and the countershaft has a segmented structure, comprising shaft segment one, shaft segment two, shaft segment three, shaft segment four, and shaft segment five in sequence. A tenth gear is provided on shaft segment one, which meshes with the first gear. Shaft segment one is connected to shaft segment two via clutch one. A ninth gear is provided on shaft segment two, which meshes with the second gear. Shaft segment two is connected to shaft segment three via clutch two. An eighth gear is provided on shaft segment three, which meshes with the third gear. Shaft segment three is connected to shaft segment four via clutch three. A seventh gear is provided on shaft segment four, which meshes with the fourth gear. Shaft segment four is connected to shaft segment five via clutch four. A sixth gear is provided on shaft segment five, which meshes with the fifth gear.

[0013] Furthermore, the transmission ratio between the tenth gear and the first gear is greater than the transmission ratio between the second gear and the ninth gear, and the transmission ratio between the sixth gear and the fifth gear is greater than the transmission ratio between the seventh gear and the fourth gear.

[0014] Furthermore, clutch one, clutch two, clutch three and clutch four are all claw clutches.

[0015] Secondly, the present invention also provides a method for operating an electric drive bridge, employing the aforementioned electric drive bridge system. When the vehicle is coasting unloaded, clutches 1, 2, 3, and 4 are all disengaged, and shift mechanisms 1 and 2 are in neutral. When the vehicle is under parking brake, clutches 1, 2, 3, and 4 are all engaged, and shift mechanisms 1 and 2 are in gear. When the vehicle is starting fully loaded, climbing at low to medium speeds on good road conditions, clutches 2 and 3 are disengaged, clutches 1 and 4 are engaged, and shift mechanisms 1 and 2 are in neutral. When the vehicle is cruising at high speed on good road conditions, clutches 1, 2, 3, and 4 are all disengaged, and shift mechanisms 1 and 2 are in gear. When the vehicle is on poor road conditions, clutches 1 and 4 are disengaged, clutches 2 and 3 are engaged, and shift mechanisms 1 and 2 are in neutral. Multiple operating modes cover all the vehicle's needs for coasting, towing, efficient and economical cruising, and handling complex working conditions, achieving both economy and efficient transmission.

[0016] As can be seen from the above technical solutions, the present invention has the following advantages: This invention provides an electric drive axle system and its operating method. Through the coordination of a differential, motor one, motor two, clutches one to four, shift mechanism one, and shift mechanism two, the driver can choose whether the differential drives half-shafts one and two, or whether motors one and two drive half-shafts one and two, depending on the working conditions and road conditions. This fully utilizes the advantages of both wheel-side drive and mechanical differential drive, effectively improving vehicle economy and solving the problem of tire wear under complex working conditions. By coaxially arranging motor one with half-shaft one and motor two with half-shaft two, the system occupies less space, reducing its size and simplifying the transmission process, thus improving transmission efficiency. The stator is housed within the axle housing, facilitating integrated design of the cooling and lubrication channels and maximizing the integration of this electric drive axle system, further achieving lightweighting. By mounting the second gear on motor shaft one, shift actuator one on half-shaft one, and the fourth gear on motor shaft two with shift actuator two on half-shaft two, the corresponding half-shafts can be directly driven by the motor, resulting in low energy loss, high transmission efficiency, and achieving higher operating speeds. Multiple operating modes cover all the vehicle's needs for coasting, trailering, efficient and economical cruising, and handling complex working conditions, achieving both economy and efficient transmission. Attached Figure Description

[0017] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a structural schematic diagram of a specific embodiment of the present invention.

[0019] In the diagram: 1. Wheel assembly 1; 2. Half-shaft 1; 3. First gear; 4. Shift mechanism 1; 5. Second gear; 6. Motor 1; 7. Third gear; 8. Differential; 9. Half-shaft 2; 10. Motor 2; 11. Fourth gear; 12. Shift mechanism 2; 13. Wheel assembly 2; 14. Fifth gear; 15. Sixth gear; 16. Clutch 4; 17. Seventh gear; 18. Motor shaft 2; 19. Clutch 3; 20. Countershaft; 21. Eighth gear; 22. Clutch 2; 23. Motor shaft 1; 24. Ninth gear; 25. Clutch 1; 26. Tenth gear. Detailed Implementation

[0020] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent. Specific Implementation Method 1 like Figure 1As shown, this specific embodiment provides an electric drive axle system, including an axle housing, a differential 8, a first half-shaft 2, a second half-shaft 9, a first motor 6, a second motor 10, and a countershaft 20. A wheel assembly 1 is provided at the end of the first half-shaft 2, and a second wheel assembly 13 is provided at the end of the second half-shaft 9. The differential 8 includes a first side gear and a second side gear arranged opposite each other. The first side gear is connected to the first half-shaft 2, and the second side gear is connected to the second half-shaft 9. In this specific embodiment, the first side gear and the first half-shaft 2 are an integrated structure, and the second half-shaft 9 and the second side gear are an integrated structure. The countershaft 20 is arranged parallel to and opposite to the first half-shaft 2. Along the direction from the first half-shaft 2 to the second half-shaft 9, a clutch 25 is sequentially arranged on the countershaft 20. Clutch 22, Clutch 319, and Clutch 416 are provided. Half-shaft 12 is equipped with a shifting mechanism 1, and half-shaft 29 is equipped with a shifting mechanism 2. Motor 16 can drive half-shaft 12 to rotate through shifting mechanism 1. Motor 16 can also drive countershaft 20 to rotate. Motor 210 can drive half-shaft 29 to rotate through shifting mechanism 2. Motor 210 can also drive countershaft 20 to rotate. Countershaft 20 can transmit the power of motor 16 to half-shaft 12 through clutch 125. Countershaft 20 can transmit the power of motor 16 and motor 210 to differential 8 through clutch 22 and clutch 319. Countershaft 20 can transmit the power of motor 210 to half-shaft 29 through clutch 416. Through the coordination of differential 8, motor 6, motor 10, clutches 25 to 4, shift mechanism 1 and shift mechanism 2, the driver can choose whether to drive half shaft 2 and half shaft 9 by differential 8 or by motors 6 and 10, depending on the working conditions and road conditions. This fully utilizes the advantages of wheel-side drive and mechanical differential drive, effectively improves the overall vehicle economy, and solves the problem of tire wear under complex working conditions.

[0022] like Figure 1As shown, to reduce the size of this electric drive bridge and thus reduce space occupation, motor 16 includes motor shaft 23, which is a hollow structure. Motor shaft 23 is rotatably mounted on half shaft 2 via an internal bearing. Motor shaft 23 can drive half shaft 2 to rotate via a shifting mechanism. Motor shaft 23 can also drive auxiliary shaft 20 to rotate. Motor 20 includes motor shaft 28, which is a hollow structure. Motor shaft 28 is rotatably mounted on half shaft 9 via an internal bearing. Motor shaft 28 is rotatably mounted on half shaft 9 via a shifting mechanism. The second component can drive the second half-shaft 9 to rotate, and the second motor shaft 18 can also drive the auxiliary shaft 20 to rotate. By setting the first motor 6 and the first half-shaft 2, and the second motor 10 and the second half-shaft 9 coaxially, the space occupied is small while simplifying the power transmission process and the transmission efficiency is high. On this basis, the stators of the first motor 6 and the second motor 10 are both set inside the axle housing. By setting the stators inside the axle housing, it is beneficial to realize the integrated design of the cooling and lubrication oil passages, which maximizes the integration of this electric drive axle system, further realizing lightweighting and reducing space occupation.

[0023] like Figure 1 As shown, in order to achieve high operating speed through efficient transmission, the first shift mechanism includes a shift actuator 4 and a second gear 5. The second gear 5 is mounted on the motor shaft 23, and the shift actuator 4 is mounted on the half-shaft 2. The second shift mechanism includes a shift actuator 12 and a fourth gear 11. The fourth gear 11 is mounted on the motor shaft 18, and the shift actuator 12 is mounted on the half-shaft 9. Specifically, the shift actuator 4 includes a shift gear 1, which is mounted on the half-shaft 2 via a flat key. A sliding sleeve 1 is axially movable on the outer circumference of the shift gear 1. The second gear... Both gear 5 and the fourth gear 11 have toothed sleeves on their end faces. The first sliding sleeve can mesh with the toothed sleeve and connect the first shift gear to the second gear 5. When the first shift gear is connected to the second gear 5, the power of the first motor 6 can be directly transmitted to the first half shaft 2. The second shift actuator 12 includes the second shift gear, which is mounted on the second half shaft 9 via a flat key. The second sliding sleeve is axially movable on the outer circumference of the second shift gear and connects the second shift gear to the fourth gear 11. When the second shift gear is connected to the fourth gear 11, the power of the second motor 10 can be directly transmitted to the second half shaft 9.

[0024] like Figure 1As shown, in this specific embodiment, a first gear 3 is provided on half-shaft 1 2, a fifth gear 14 is provided on half-shaft 2 9, a third gear 7 is provided on the outside of the differential 8 housing, and the countershaft 20 has a segmented structure, comprising shaft segment 1, shaft segment 2, shaft segment 3, shaft segment 4, and shaft segment 5 in sequence. A tenth gear 26 is provided on shaft segment 1, which meshes with the first gear 3. Shaft segment 1 is connected to shaft segment 2 via clutch 1 25. A ninth gear 24 is provided on shaft segment 2, which meshes with the second gear 5. Shaft segment 2 is connected to shaft segment 3 via clutch 2 22. Shaft segment 3 is provided with... There is an eighth gear 21, which meshes with the third gear 7. Shaft segment three is connected to shaft segment four via clutch three 19. Shaft segment four is equipped with a seventh gear 17, which meshes with the fourth gear 11. Shaft segment four is connected to shaft segment five via clutch four 16. Shaft segment five is equipped with a sixth gear 15, which meshes with the fifth gear 14. At the same time, the transmission ratio between the tenth gear 26 and the first gear 3 is greater than the transmission ratio between the second gear 5 and the ninth gear 24, and the transmission ratio between the sixth gear 15 and the fifth gear 14 is greater than the transmission ratio between the seventh gear 17 and the fourth gear 11.

[0025] In this specific embodiment, clutches 1 (25), 2 (22), 3 (19), and 4 (16) are all claw clutches. Specific Implementation Method Two This specific embodiment provides a method for operating an electric drive axle, employing the electric drive axle system of Specific Embodiment One. When the vehicle is coasting unloaded, clutches 1 (25), 2 (22), 3 (19), and 4 (16) are all disengaged, shift mechanisms 1 and 2 are in neutral, and no power is transmitted to half-shafts 1 (2) and 2 (9). When the vehicle is under parking brake, clutches 1 (25), 2 (22), 3 (19), and 4 (16) are all engaged, shift mechanisms 1 and 2 are in gear, and half-shafts 1 (2), 2 (9), and the differential 8 are mechanically interlocked. When the vehicle starts fully loaded, climbs hills at low to medium speeds, and on good road conditions, it adopts wheel-side drive mode. This means clutches 22 and 39 are disengaged, clutches 1 and 4 are engaged, and shift mechanisms 1 and 2 are in neutral. Power is transmitted from motor 16 through gears 5, 24, 25, 26, and 3 to half-shaft 2. Power is also transmitted from motor 20 through gears 11, 17, and 16. The sixth gear 15 and the fifth gear 14 transmit power to the second half-shaft 9. When the vehicle is cruising at high speed and the road conditions are good, the wheel-side drive mode is adopted. Clutches 1 25, 22, 3 19, and 4 16 are all in the disengaged state, while shift mechanisms 1 and 2 are in gear. Power is transmitted from motor 1 6 through the second gear 5 and shift actuator 1 4 to the first half-shaft 2, and from motor 2 10 through the fourth gear 11 and shift actuator 2 12 to the second half-shaft 9, realizing high-speed driving of the entire vehicle. Operation: When the vehicle is on poor road conditions, the central differential mode is used. Clutch 1 (25) and Clutch 4 (16) are both disengaged, while Clutch 2 (22) and Clutch 3 (19) are both engaged. Shift mechanisms 1 and 2 are in neutral. Power is transmitted from Motor 1 (6) through Gear 2 (5), Gear 9 (24), Clutch 2 (22), and Gear 8 (21) to the differential 8. Power is also transmitted from Motor 2 (10) through Gear 4 (11), Gear 7 (17), Clutch 3 (19), and Gear 8 (21) to the differential 8. These multiple operating modes cover all the vehicle's needs for coasting, towing, efficient and economical cruising, and handling complex conditions, achieving both economy and efficient transmission.

[0027] As can be seen from the above specific embodiments, the present invention has the following beneficial effects: 1. Through the cooperation of differential 8, motor 6, motor 10, clutch 25 to 4, shift mechanism 1 and shift mechanism 2, the driver can choose whether to drive half shaft 2 and half shaft 9 by differential 8 or by motor 6 and motor 10 according to working conditions and road conditions. This fully utilizes the advantages of wheel-side drive and mechanical differential drive, effectively improves the economy of the vehicle, and solves the problem of tire wear under complex working conditions. 2. By setting motor 6 and half-shaft 2 and motor 10 and half-shaft 9 coaxially, the space occupied is small, the volume of this drive axle system is reduced, the transmission process is simplified, and the transmission efficiency is high. 3. By placing the stator inside the axle housing, the cooling and lubrication channels can be integrated into a single design, maximizing the integration of this electric drive axle system and further achieving weight reduction. 4. By setting the second gear 5 on the motor shaft 23, setting the shifting actuator 4 on the half shaft 2, and setting the fourth gear 11 on the motor shaft 18 and the shifting actuator 12 on the half shaft 9, the corresponding half shaft can be directly driven by the motor, resulting in low energy loss, high transmission efficiency, and a high operating speed. 5. Through multiple working modes, it covers all the vehicle's needs for coasting, towing, efficient and economical cruising, and dealing with complex working conditions, achieving both economy and efficient transmission.

[0028] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electric drive axle system, comprising a differential (8), the differential (8) comprising a side gear one and a side gear two, the side gear one being connected to a half-shaft one (2), and the side gear two being connected to a half-shaft two (9), characterized in that: It also includes a secondary shaft (20), a first motor (6), and a second motor (10). The secondary shaft (20) is arranged parallel to the first half shaft (2). Along the direction from the first half shaft (2) to the second half shaft (9), the secondary shaft (20) is equipped with a first clutch (25), a second clutch (22), a third clutch (19), and a fourth clutch (16) in sequence. The first half shaft (2) is equipped with a first shifting mechanism, and the second half shaft (9) is equipped with a second shifting mechanism. The first motor (6) can drive the first half shaft (2) to rotate through the first shifting mechanism. The first motor (6) can also drive the secondary shaft (20) to rotate. The second motor (10) The shift mechanism can drive the second half shaft (9) to rotate, and the second motor (10) can also drive the secondary shaft (20) to rotate. The secondary shaft (20) can transmit the power of the first motor (6) to the first half shaft (2) through the first clutch (25). The secondary shaft (20) can transmit the power of the first motor (6) to the differential (8) through the second clutch (22). The secondary shaft (20) can transmit the power of the second motor (10) to the differential (8) through the third clutch (19). The secondary shaft (20) can transmit the power of the second motor (10) to the second half shaft (9) through the fourth clutch (16). Motor 1 (6) includes motor shaft 1 (23), which is a hollow structure. Motor shaft 1 (23) is rotatably mounted on half shaft 1 (2). Motor shaft 1 (23) can drive half shaft 1 (2) to rotate through shifting mechanism 1. Motor shaft 1 (23) can also drive auxiliary shaft (20) to rotate. Motor 2 (10) includes motor shaft 2 (18), which is a hollow structure. Motor shaft 2 (18) is rotatably mounted on half shaft 2 (9). Motor shaft 2 (18) can drive half shaft 2 (9) to rotate through shifting mechanism 2. Motor shaft 2 (18) can also drive auxiliary shaft (20) to rotate. The first gear shifting mechanism includes a first gear shifting actuator (4) and a second gear (5). The second gear (5) is mounted on the first motor shaft (23), and the first gear shifting actuator (4) is mounted on the first half shaft (2). The second gear shifting mechanism includes a second gear shifting actuator (12) and a fourth gear (11). The fourth gear (11) is mounted on the second motor shaft (18), and the second gear shifting actuator (12) is mounted on the second half shaft (9).

2. The electric drive bridge system as described in claim 1, characterized in that: It also includes the bridge housing, and the stator of motor one (6) and the stator of motor two (10) are both located inside the bridge housing.

3. The electric drive bridge system as described in claim 2, characterized in that: The shifting actuator (4) includes a shifting gear, which is mounted on a half shaft (2). A sliding sleeve is axially movable on the outer circumference of the shifting gear, which can connect the shifting gear to the second gear (5).

4. The electric drive bridge system as described in claim 3, characterized in that: The shifting actuator two (12) includes a shifting gear two, which is mounted on the half shaft two (9). A sliding sleeve two is axially movable on the outer circumference of the shifting gear two, which can connect the shifting gear two to the fourth gear (11).

5. The electric drive bridge system as described in claim 4, characterized in that: A first gear (3) is provided on half-shaft one (2), a fifth gear (14) is provided on half-shaft two (9), a third gear (7) is provided on the outside of the housing of the differential (8), the countershaft (20) is a segmented structure, the countershaft (20) includes shaft segment one, shaft segment two, shaft segment three, shaft segment four and shaft segment five in sequence, a tenth gear (26) is provided on shaft segment one, the tenth gear (26) meshes with the first gear (3), shaft segment one is connected to shaft segment two through clutch one (25), a ninth gear (24) is provided on shaft segment two, the ninth gear (24) The shaft segment 2 is connected to the shaft segment 3 via the clutch 2 (22). The shaft segment 3 is equipped with the eighth gear (21), which is connected to the third gear (7). The shaft segment 3 is connected to the shaft segment 4 via the clutch 3 (19). The shaft segment 4 is equipped with the seventh gear (17), which is connected to the fourth gear (11). The shaft segment 4 is connected to the shaft segment 5 via the clutch 4 (16). The shaft segment 5 is equipped with the sixth gear (15), which is connected to the fifth gear (14).

6. The electric drive bridge system as described in claim 5, characterized in that: The transmission ratio of the tenth gear (26) and the first gear (3) is greater than the transmission ratio between the second gear (5) and the ninth gear (24), and the transmission ratio between the sixth gear (15) and the fifth gear (14) is greater than the transmission ratio between the seventh gear (17) and the fourth gear (11).

7. The electric drive bridge system as described in claim 1, characterized in that: Clutch 1 (25), Clutch 2 (22), Clutch 3 (19) and Clutch 4 (16) all use claw clutches.

8. A method for operating an electric drive bridge, characterized in that: Using the electric drive axle system as described in any one of claims 5-6, when the vehicle is coasting unloaded, clutches 1, 2, 3, and 4 are all disengaged, and shift mechanisms 1 and 2 are in neutral. When the vehicle is under parking brake, clutches 1, 2, 3, and 4 are all engaged, and shift mechanisms 1 and 2 are in gear. When the vehicle is starting fully loaded, climbing at low to medium speeds on good road conditions, clutches 2 and 3 are disengaged, clutches 1 and 4 are engaged, and shift mechanisms 1 and 2 are in neutral. When the vehicle is cruising at high speed on good road conditions, clutches 1, 2, 3, and 4 are all disengaged, and shift mechanisms 1 and 2 are in gear. When the vehicle is on poor road conditions, clutches 1 and 4 are disengaged, clutches 2 and 3 are engaged, and shift mechanisms 1 and 2 are in neutral.

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