Intelligent distribution drive torque gearbox and control method thereof

Abstract

The present application relates to heavy truck gearbox technical field, specifically to a kind of intelligent distribution drive torque gearbox and control method thereof, gearbox includes motor one, motor two, constant mesh gear shaft, gear set one, tooth sleeve one, gear set two, the side of constant mesh gear shaft is equipped with intermediate input shaft and output shaft, the power output end of intermediate input shaft is connected with transmission unit one and transmission unit two, transmission unit one includes middle transmission shaft one, gear set three, gear set four, transmission unit two includes middle transmission shaft two, gear set five, gear set six, when being in double-motor control mode, it is first gear state or second gear state, when being in single-motor control mode, it is third gear state or fourth gear state.The scheme can break through the problem of new energy vehicle high energy consumption, low efficiency, independently switch single / double motor drive mode, ensure power continuous output, widen vehicle speed range.

Description

Technical Field

[0001] This invention relates to the field of heavy-duty truck gearbox technology, specifically providing an intelligent distribution drive torque gearbox and its control method. Background Technology

[0002] Faced with an increasingly tight energy situation, new energy vehicles have developed rapidly as one of the important ways to effectively alleviate the shortage of fossil fuels in the transportation sector. As a core area of ​​the electrification transformation of commercial vehicles, new energy heavy trucks have important strategic significance and broad development prospects. Carbon monoxide, hydrocarbons, nitrogen oxides and particulate matter emissions from heavy trucks account for a large proportion of total vehicle emissions. The promotion of new energy heavy trucks is crucial to achieving carbon emission reduction targets in the transportation sector. At the same time, new energy heavy trucks are suitable for a variety of scenarios, including urban delivery, port transportation, short-distance logistics, sanitation and other applications, and have a wide range of application scenarios and market potential.

[0003] The transmission is an important component of the power system of new energy heavy trucks. At present, the research and development of transmissions for new energy heavy trucks faces many technical bottlenecks, such as short driving range and low energy efficiency. The mainstream single-motor drive system on the market has problems such as insufficient utilization of the high-efficiency zone and unreasonable power redundancy configuration under complex working conditions, resulting in significant energy waste. In particular, in heavy-duty transportation scenarios, traditional power systems are unable to meet the needs of multiple modes such as steep slope start and high-speed cruising, which restricts the market penetration rate of new energy heavy trucks.

[0004] Therefore, how to design a transmission and its control method that can break through the technical barriers of "high energy consumption and low efficiency" in the field of new energy commercial vehicles, especially new energy heavy trucks, and help the green transformation of logistics and other industries is an urgent problem to be solved. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides an intelligent torque distribution transmission and its control method, which can reduce energy consumption and improve work efficiency.

[0006] This invention provides an intelligent torque distribution gearbox, comprising a first motor, a second motor, and a constant mesh gear shaft; the power output end of the first motor and the constant mesh gear shaft include a gear set first, which is controlled by a gear sleeve first to connect or disconnect from the constant mesh gear shaft; the power output end of the second motor and the constant mesh gear shaft include a gear set second, which is rigidly connected to the constant mesh gear shaft; when the gear set first is connected to the constant mesh gear shaft, both the first motor and the second motor simultaneously transmit power to the constant mesh gear shaft; when the gear set first is disconnected from the constant mesh gear shaft, the first motor does not work, and only the second motor transmits power to the constant mesh gear shaft. An intermediate input shaft and an output shaft are provided on the side of the constant mesh gear shaft; the power input end of the intermediate input shaft is connected to the constant mesh gear shaft, and the power output end of the intermediate input shaft is connected to transmission unit one and transmission unit two. The transmission unit 1 includes a central transmission shaft 1 located above the output shaft. Gear set 3 and gear set 4 are provided between the central transmission shaft 1 and the output shaft. Gear set 3 and gear set 4 are connected or disconnected from the central transmission shaft 1 by gear sleeve 2. When gear set 3 is connected to the central transmission shaft 1, the gear set 3 transmits the power transmission of the central transmission shaft 1 to the output shaft. When gear set 4 is connected to the central transmission shaft 1, the gear set 4 transmits the power transmission of the central transmission shaft 1 to the output shaft. The transmission unit 2 includes a central transmission shaft 2 located below the output shaft. Gear set 5 and gear set 6 are provided between the central transmission shaft 2 and the output shaft. Gear set 5 and gear set 6 are connected or disconnected from the central transmission shaft 2 by gear sleeve 3. When gear set 5 is connected to the central transmission shaft 2, the transmission power of the central transmission shaft 2 is transmitted to the output shaft by gear set 5. When gear set 6 is connected to the central transmission shaft 2, the transmission power of the central transmission shaft 2 is transmitted to the output shaft by gear set 6.

[0007] Furthermore, a first intermediate gear is rigidly connected to the intermediate input shaft, an upper gear is rigidly connected to the first intermediate transmission shaft and meshes with the first intermediate gear, a second intermediate gear is rigidly connected to the output shaft, and the gear set three includes a third gear loosely fitted on the first intermediate transmission shaft and meshes with the second intermediate gear.

[0008] Furthermore, an intermediate third gear is rigidly connected to the output shaft, and an intermediate second gear is located between the intermediate first gear and the intermediate third gear; the gear set four includes a gear four loosely fitted on the central drive shaft one, and gear four meshes with the intermediate third gear; gear sleeve two is connected to the central drive shaft one and is located between gear three and gear four.

[0009] Furthermore, a lower gear is rigidly connected to the second central drive shaft and meshes with the first intermediate gear. The fifth gear set includes a fifth gear loosely fitted on the second central drive shaft and meshes with the second intermediate gear.

[0010] Furthermore, gear set six includes gear six loosely fitted on the central drive shaft two, gear six meshing with the intermediate third gear; gear sleeve three is connected to the central drive shaft two and located between gear five and gear six.

[0011] Furthermore, the power output end of motor one is connected to motor input shaft one, and a constant mesh gear one is loosely fitted on the constant mesh gear shaft. Gear set one includes gear one rigidly connected to motor input shaft one, and gear one meshes with constant mesh gear one; gear sleeve one is connected to constant mesh gear shaft.

[0012] Furthermore, the power output end of motor 2 is connected to motor input shaft 2, and a constant mesh gear 2 is rigidly connected to the constant mesh gear shaft. Gear set 2 includes gear 2 rigidly connected to motor input shaft 2, and gear 2 meshes with constant mesh gear 2; constant mesh gear 1 is located between constant mesh gear 2 and gear sleeve 1.

[0013] A control method for an intelligent torque distribution transmission uses the aforementioned transmission for control. In dual-motor control mode, it is in first gear. At this time, gear sleeve one engages with constant mesh gear one, gear sleeve two engages with gear four, and gear sleeve three engages with gear six. The specific power flow process is as follows: S1: The driving force of motor one is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft one, gear one, and constant mesh gear one; the driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft two, gear two, and constant mesh gear two. S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the fourth gear, the intermediate third gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear six, the intermediate third gear, and the output shaft in sequence.

[0014] Furthermore, when in dual-motor control mode, this is the second gear state; at this time, gear sleeve one engages with constant mesh gear one, gear sleeve two engages with gear three, and gear sleeve three engages with gear five. The specific power flow process is as follows: S1: The driving force of motor one is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft one, gear one, and constant mesh gear one; the driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft two, gear two, and constant mesh gear two. S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the gear three, the intermediate second gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear five, the intermediate second gear, and the output shaft in sequence.

[0015] Furthermore, when in single-motor control mode, it is either in three-speed or four-speed mode; When in third gear, gear sleeve one disengages from the constant mesh gear one, gear sleeve two engages with gear four, and gear sleeve three engages with gear six. The specific power flow process is as follows: S1: The driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft via motor input shaft two, gear two, and constant mesh gear two; S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the fourth gear, the intermediate third gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear six, the intermediate third gear, and the output shaft in sequence; When in fourth gear, gear sleeve one disengages from the constant mesh gear one, gear sleeve two engages with gear three, and gear sleeve three engages with gear five. The specific power flow process is as follows: S1: The driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft via motor input shaft two, gear two, and constant mesh gear two; S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the gear three, the intermediate second gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear five, the intermediate second gear, and the output shaft in sequence.

[0016] Compared with existing technologies, this invention achieves the following beneficial effects: Targeting the operational characteristics of heavy-duty trucks, this invention constructs a power output system with adaptive operating conditions through an innovative dual-motor coupled drive architecture and intelligent energy management technology. This overcomes the technical problems of high energy consumption and low efficiency in the field of new energy commercial vehicles, resulting in greater energy savings compared to traditional solutions. Based on a dynamic efficiency optimization model, the motor can operate in its high-efficiency range for extended periods. Furthermore, this invention constructs a four-mode power combination: single-motor low-gear and high-gear, and dual-motor low-gear and high-gear, enabling full-speed range coverage for the entire vehicle and further reducing energy consumption. Moreover, through gear sleeve and motor torque control, this invention ensures continuous power output, significantly improving the system efficiency bandwidth and expanding the vehicle's economical speed range compared to single-gear solutions. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the gearbox provided according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the gearbox in first gear according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the transmission in second gear according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the gearbox in third gear according to an embodiment of the present invention; Figure 5 This is a structural diagram of a gearbox in fourth gear according to an embodiment of the present invention.

[0018] The reference numerals in the accompanying drawings include: Motor 1, Motor 2, Motor Input Shaft 1, Motor Input Shaft 2, Constant Mesh Gear 2, Constant Mesh Gear 1, Constant Mesh Gear Shaft 7, Gear Sleeve 1, Intermediate Input Shaft 9, Intermediate Transmission Shaft 10, Intermediate Transmission Shaft 2, Upper Gear 12, Lower Gear 13, Gear 3 14, Gear Sleeve 2 15, Gear 4 16, Gear 5 17, Gear Sleeve 3 18, Gear 6 19, Intermediate Second Gear 20, Intermediate Third Gear 21, Output Shaft 22, Intermediate First Gear 23, Gear 1 24, Gear 2 25. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the following description is provided in conjunction with the appendix. Figure 1-5 The present invention will be further described in detail below with reference to specific embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and do not constitute a limitation thereof.

[0020] A smart torque distribution transmission, such as Figure 1 As shown, it includes a motor 1, a motor 2, and a constant mesh gear shaft 7. The power output end of the motor 1 and the constant mesh gear shaft 7 include a gear set 1. The gear set 1 is connected or disconnected from the constant mesh gear shaft 7 by a gear sleeve 8. The power output end of the motor 2 and the constant mesh gear shaft 7 include a gear set 2. The gear set 2 is rigidly connected to the constant mesh gear shaft 7.

[0021] The power output end of motor 1 is connected to motor input shaft 3. A constant mesh gear 6 is loosely fitted on constant mesh gear shaft 7. Gear set 1 includes gear 24 rigidly connected to motor input shaft 3. Gear 24 meshes with constant mesh gear 6. Gear sleeve 8 is connected to constant mesh gear shaft 7. When gear set 1 is connected to constant mesh gear shaft 7, that is, when gear sleeve 8 is engaged with constant mesh gear 6, motor 1 and motor 2 simultaneously transmit power to constant mesh gear shaft 7. When gear set 1 is disconnected from constant mesh gear shaft 7, that is, when gear sleeve 8 is disconnected from constant mesh gear 6, motor 1 does not work, and only motor 2 transmits power to constant mesh gear shaft 7.

[0022] The power output end of motor 2 is connected to motor input shaft 4. A constant mesh gear 5 is rigidly connected to constant mesh gear shaft 7. Gear set 2 includes gear 25 rigidly connected to motor input shaft 4. Gear 25 meshes with constant mesh gear 5. Constant mesh gear 6 is located between constant mesh gear 5 and gear sleeve 8.

[0023] like Figure 1As shown, an intermediate input shaft 9 and an output shaft 22 are provided on the side of the constant mesh gear shaft 7. The power input end of the intermediate input shaft 9 is connected to the constant mesh gear shaft 7. The intermediate input shaft 9 and the constant mesh gear shaft 7 are connected by a spline. The power output end of the intermediate input shaft 9 is connected to a transmission unit one and a transmission unit two. The transmission unit one is located above the intermediate input shaft 9 and the output shaft 22, and the transmission unit two is located below the intermediate input shaft 9 and the output shaft 22.

[0024] The transmission unit includes a central transmission shaft 10 located above the output shaft 22. Gear sets 3 and 4 are provided between the central transmission shaft 10 and the output shaft 22. Gear sets 3 and 4 are connected or disconnected from the central transmission shaft 10 by gear sleeve 2 15. A central first gear 23 is rigidly connected to the central input shaft 9. An upper gear 12 is rigidly connected to the central transmission shaft 10. The upper gear 12 meshes with the central first gear 23. A central second gear 20 is rigidly connected to the output shaft 22. Gear set 3 includes a gear 3 14 loosely fitted on the central transmission shaft 10. Gear 3 14 meshes with the central second gear 20.

[0025] When gear set three is connected to the central drive shaft one 10, that is, when gear sleeve two 15 is engaged with gear three 14, gear three 14 transmits the power transmission of the central drive shaft one 10 to the output shaft 22. The transmission path is as follows: central input shaft 9, central first gear 23, upper gear 12, central drive shaft one 10, gear three 14, central second gear 20, and output shaft 22.

[0026] The output shaft 22 is rigidly connected to the intermediate third gear 21. The intermediate second gear 20 is located between the intermediate first gear 23 and the intermediate third gear 21. The gear set four includes the gear four 16 which is loosely fitted on the intermediate transmission shaft one 10. The gear four 16 meshes with the intermediate third gear 21. The gear sleeve two 15 is connected to the intermediate transmission shaft one 10 and is located between the gear three 14 and the gear four 16.

[0027] When gear set four is connected to the central drive shaft one 10, that is, when gear sleeve two 15 is engaged with gear four 16, gear four 16 transmits the power transmission of the central drive shaft one 10 to the output shaft 22. The transmission path is as follows: central input shaft 9, central first gear 23, upper gear 12, central drive shaft one 10, gear four 16, central third gear 21, and output shaft 22.

[0028] The transmission unit 2 includes a middle transmission shaft 2 11 located below the output shaft 22. Gear set 5 and gear set 6 are provided between the middle transmission shaft 2 11 and the output shaft 22. Gear set 5 and gear set 6 are connected or disconnected from the middle transmission shaft 2 11 by gear sleeve 3 18. A lower gear 13 is rigidly connected to the middle transmission shaft 2 11. The lower gear 13 meshes with the middle first gear 23. Gear set 5 includes gear 5 17 loosely fitted on the middle transmission shaft 2 11. Gear 5 17 meshes with the middle second gear 20.

[0029] When gear set five is connected to the middle transmission shaft two 11, that is, when gear sleeve three 18 is engaged with gear five 17, gear set five transmits the power transmission of the middle transmission shaft two 11 to the output shaft 22. The transmission path is as follows: middle input shaft 9, middle first gear 23, lower gear 13, middle transmission shaft two 11, gear five 17, middle second gear 20, and output shaft 22.

[0030] Gear set six includes gear six 19 loosely fitted on the middle transmission shaft two 11. Gear six 19 meshes with the middle third gear 21. Gear sleeve three 18 is connected to the middle transmission shaft two 11 and is located between gear five 17 and gear six 19. When gear set six is ​​connected to the middle transmission shaft two 11, that is, when gear sleeve three 18 is engaged with gear six 19, gear set six transmits the power transmission of the middle transmission shaft two 11 to the output shaft 22. The transmission path is as follows: middle input shaft 9, middle first gear 23, lower gear 13, middle transmission shaft two 11, gear six 19, middle third gear 21, and output shaft 22.

[0031] A control method for an intelligent torque distribution transmission, using the aforementioned transmission for control, with the power flow in first, second, third, and fourth gear states as shown below: (a) When in first gear, it is in dual-motor control mode, such as Figure 2 As shown, at this time, gear sleeve 18 engages with constant mesh gear 16, gear sleeve 2 15 engages with gear 4 16, and gear sleeve 3 18 engages with gear 6 19. The specific power flow process is as follows: S1: The driving force of motor 1 is transmitted to constant mesh gear shaft 7 and intermediate input shaft 9 via motor input shaft 3, gear 24, and constant mesh gear 6. The driving force of motor 2 is transmitted to constant mesh gear shaft 7 and intermediate input shaft 9 via motor input shaft 4, gear 25, and constant mesh gear 5.

[0032] S2: The intermediate input shaft 9 transmits the driving force to the upper gear 12 through the intermediate first gear 23, and then to the gear 16, the intermediate third gear 21, and the output shaft 22 in sequence through the intermediate transmission shaft 10.

[0033] Meanwhile, the intermediate input shaft 9 transmits the driving force to the lower gear 13 through the intermediate first gear 23, and then to the gear 19, the intermediate third gear 21, and the output shaft 22 in sequence through the intermediate transmission shaft 2 11.

[0034] (ii) When in the second gear, it is in dual-motor control mode, such as Figure 3 As shown, at this time, gear sleeve 18 engages with constant mesh gear 16, gear sleeve 2 15 engages with gear 3 14, and gear sleeve 3 18 engages with gear 5 17. The specific power flow process is as follows: S1: The driving force of motor 1 is transmitted to constant mesh gear shaft 7 and intermediate input shaft 9 via motor input shaft 3, gear 24, and constant mesh gear 6. The driving force of motor 2 is transmitted to constant mesh gear shaft 7 and intermediate input shaft 9 via motor input shaft 4, gear 25, and constant mesh gear 5.

[0035] S2: The intermediate input shaft 9 transmits the driving force to the upper gear 12 through the intermediate first gear 23, and then to the gear 14, the intermediate second gear 20, and the output shaft 22 in sequence through the intermediate transmission shaft 10.

[0036] Meanwhile, the intermediate input shaft 9 transmits the driving force to the lower gear 13 through the intermediate first gear 23, and then to the gear 17, the intermediate second gear 20, and the output shaft 22 in sequence through the intermediate transmission shaft 11.

[0037] (iii) When in the third gear state, which is the single motor control mode, such as Figure 4 As shown, at this time, gear sleeve 18 is disengaged from the constant mesh gear 16, gear sleeve 2 15 is engaged with gear 4 16, and gear sleeve 3 18 is engaged with gear 6 19. The specific power flow process is as follows: S1: The driving force of motor 2 is transmitted to constant mesh gear shaft 7 and intermediate input shaft 9 via motor input shaft 4, gear 25, and constant mesh gear 5; S2: The intermediate input shaft 9 transmits the driving force to the upper gear 12 through the intermediate first gear 23, and then to the gear 16, the intermediate third gear 21, and the output shaft 22 in sequence through the intermediate transmission shaft 10.

[0038] Meanwhile, the intermediate input shaft 9 transmits the driving force to the lower gear 13 through the intermediate first gear 23, and then to the gear 19, the intermediate third gear 21, and the output shaft 22 in sequence through the intermediate transmission shaft 2 11. (iv) When in fourth gear, which is a single-motor control mode, such as Figure 5 As shown, at this time, gear sleeve 18 is disengaged from the constant meshing gear 16, gear sleeve 2 15 is engaged with gear 3 14, and gear sleeve 3 18 is engaged with gear 5 17. The specific power flow process is as follows: S1: The driving force of motor 2 is transmitted to constant mesh gear shaft 7 and intermediate input shaft 9 via motor input shaft 4, gear 25, and constant mesh gear 5; S2: The intermediate input shaft 9 transmits the driving force to the upper gear 12 through the intermediate first gear 23, and then to the gear 14, the intermediate second gear 20, and the output shaft 22 in sequence through the intermediate transmission shaft 10. Meanwhile, the intermediate input shaft 9 transmits the driving force to the lower gear 13 through the intermediate first gear 23, and then to the gear 17, the intermediate second gear 20, and the output shaft 22 in sequence through the intermediate transmission shaft 11.

[0039] Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0040] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A smart torque distribution transmission, characterized in that, The system includes a first motor, a second motor, and a constant mesh gear shaft. The power output end of the first motor is connected to the constant mesh gear shaft via a gear set one, which is controlled by a gear sleeve one to connect or disconnect from the constant mesh gear shaft. The power output end of the second motor is also connected to the constant mesh gear shaft via a gear set two, which is rigidly connected to the constant mesh gear shaft. When gear set one is connected to the constant mesh gear shaft, both the first and second motors simultaneously transmit power to the constant mesh gear shaft. When gear set one is disconnected from the constant mesh gear shaft, the first motor does not operate, and only the second motor transmits power to the constant mesh gear shaft. An intermediate input shaft and an output shaft are provided on the side of the constant mesh gear shaft; the power input end of the intermediate input shaft is connected to the constant mesh gear shaft, and the power output end of the intermediate input shaft is connected to transmission unit one and transmission unit two. The transmission unit 1 includes a central transmission shaft 1 located above the output shaft. Gear set 3 and gear set 4 are provided between the central transmission shaft 1 and the output shaft. Gear set 3 and gear set 4 are connected or disconnected from the central transmission shaft 1 by gear sleeve 2. When gear set 3 is connected to the central transmission shaft 1, the gear set 3 transmits the power transmission of the central transmission shaft 1 to the output shaft. When gear set 4 is connected to the central transmission shaft 1, the gear set 4 transmits the power transmission of the central transmission shaft 1 to the output shaft. The transmission unit 2 includes a central transmission shaft 2 located below the output shaft. Gear set 5 and gear set 6 are provided between the central transmission shaft 2 and the output shaft. Gear set 5 and gear set 6 are connected or disconnected from the central transmission shaft 2 by gear sleeve 3. When gear set 5 is connected to the central transmission shaft 2, the transmission power of the central transmission shaft 2 is transmitted to the output shaft by gear set 5. When gear set 6 is connected to the central transmission shaft 2, the transmission power of the central transmission shaft 2 is transmitted to the output shaft by gear set 6.

2. The intelligent torque distribution transmission according to claim 1, characterized in that, A first intermediate gear is rigidly connected to the intermediate input shaft, an upper gear is rigidly connected to the first intermediate transmission shaft and meshes with the first intermediate gear, a second intermediate gear is rigidly connected to the output shaft, and a gear set three includes a gear three loosely fitted on the first intermediate transmission shaft and meshing with the second intermediate gear.

3. The intelligent torque distribution transmission according to claim 2, characterized in that, The output shaft is rigidly connected to an intermediate third gear, and an intermediate second gear is located between the intermediate first gear and the intermediate third gear; the gear set four includes a gear four that is loosely fitted on the central transmission shaft one, and the gear four meshes with the intermediate third gear; the gear sleeve two is connected to the central transmission shaft one and is located between the gear three and the gear four.

4. The intelligent torque distribution transmission according to claim 3, characterized in that, The lower gear is rigidly connected to the second central drive shaft and meshes with the first intermediate gear. The fifth gear set includes a fifth gear loosely fitted on the second central drive shaft and meshes with the second intermediate gear.

5. The intelligent torque distribution transmission according to claim 4, characterized in that, The gear set six includes a gear six that is loosely fitted on the middle transmission shaft two, and gear six meshes with the middle third gear; gear sleeve three is connected to the middle transmission shaft two and is located between gear five and gear six.

6. The intelligent torque distribution transmission according to claim 5, characterized in that, The power output end of the motor is connected to the motor input shaft. A constant mesh gear is loosely fitted on the constant mesh gear shaft. The gear set includes a gear rigidly connected to the motor input shaft, and the gear meshes with the constant mesh gear. A gear sleeve is connected to the constant mesh gear shaft.

7. The intelligent torque distribution transmission according to claim 6, characterized in that, The power output end of the second motor is connected to the second motor input shaft. The second constant mesh gear is rigidly connected to the constant mesh gear shaft. The second gear set includes the second gear rigidly connected to the second motor input shaft. The second gear meshes with the second constant mesh gear. The first constant mesh gear is located between the second constant mesh gear and the first gear sleeve.

8. A control method for an intelligent distribution drive torque transmission, using the transmission described in claim 7 for control, characterized in that, When in dual-motor control mode, it is in gear one; at this time, gear sleeve one engages with constant mesh gear one, gear sleeve two engages with gear four, and gear sleeve three engages with gear six. The specific power flow process is as follows: S1: The driving force of motor one is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft one, gear one, and constant mesh gear one; the driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft two, gear two, and constant mesh gear two. S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the fourth gear, the intermediate third gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear six, the intermediate third gear, and the output shaft in sequence.

9. The control method for an intelligent distribution drive torque transmission according to claim 8, characterized in that, When in dual-motor control mode, it is in gear two; at this time, gear sleeve one engages with constant mesh gear one, gear sleeve two engages with gear three, and gear sleeve three engages with gear five. The specific power flow process is as follows: S1: The driving force of motor one is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft one, gear one, and constant mesh gear one; the driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft through motor input shaft two, gear two, and constant mesh gear two. S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the gear three, the intermediate second gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear five, the intermediate second gear, and the output shaft in sequence.

10. The control method for an intelligent distribution drive torque transmission according to claim 9, characterized in that, When in single motor control mode, it is in three-speed or four-speed mode. When in third gear, gear sleeve one disengages from the constant mesh gear one, gear sleeve two engages with gear four, and gear sleeve three engages with gear six. The specific power flow process is as follows: S1: The driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft via motor input shaft two, gear two, and constant mesh gear two; S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the fourth gear, the intermediate third gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear six, the intermediate third gear, and the output shaft in sequence; When in fourth gear, gear sleeve one disengages from the constant mesh gear one, gear sleeve two engages with gear three, and gear sleeve three engages with gear five. The specific power flow process is as follows: S1: The driving force of motor two is transmitted to the constant mesh gear shaft and intermediate input shaft via motor input shaft two, gear two, and constant mesh gear two; S2: The intermediate input shaft transmits the driving force to the upper gear through the intermediate first gear, and then through the intermediate transmission shaft to the gear three, the intermediate second gear, and the output shaft in sequence; Meanwhile, the intermediate input shaft transmits the driving force to the lower gear through the intermediate first gear, and then through the intermediate transmission shaft two to the gear five, the intermediate second gear, and the output shaft in sequence.

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