Electric driving system for graded driving according to load and driving method of electric driving system

Abstract

The electric drive system for graded driving according to the loads comprises the common coupling power assembly and the standby coupling power assembly, when the vehicle is in light load, only the common coupling power assembly is used for driving, when the vehicle is in heavy load, the common coupling power assembly and the standby coupling power assembly jointly drive, and graded driving according to the loads is achieved; in light load and heavy load, two-gear speed change is formed through the speed change assembly, gear doubling is achieved by adjusting the number of participating driving motors, and the speed change structure is simplified; in the speed changing assembly, a first gear shifting gear sleeve and a second gear shifting gear sleeve are arranged on an output shaft, gear shifting without power interruption is achieved, gear shifting impact is reduced, the structural compactness of the speed changing assembly is improved, the axial size and the radial size of the speed changing assembly are reduced, the weight and the size are reduced, and the adaptability to the space of a mine truck chassis is higher; therefore, the driving system has the requirements of high torque output and lightweight design. The invention further provides a driving method of the electric driving system achieving graded driving according to the loads.

Description

Technical Field

[0001] This invention relates to an electric drive system and its driving method that are driven in stages according to load, belonging to the field of pure electric variable speed drive technology. Background Technology

[0002] With the increasing demand for heavy-duty transportation efficiency in mining and large-scale engineering projects, mining trucks urgently need pure electric transmissions that combine high torque output with lightweight design. Pure electric transmissions face challenges such as insufficient torque for heavy-duty climbing, poor adaptability to complex operating conditions, and limited driving range. To overcome these limitations and meet power requirements, multi-motor + multi-intermediate-shaft transmission structures are commonly used in mining truck pure electric transmission technology. These multiple intermediate shafts form a parallel shaft structure, with shift sleeves mounted on them. Shifting is achieved through sliding sleeves, simplifying the shifting operation. The shift sleeves on multiple intermediate shafts slide sequentially to form the shifting process, avoiding power interruption and reducing shifting shock. However, this reduces shifting efficiency, and the presence of shift sleeves and matching gears on multiple intermediate shafts creates structural redundancy, increasing the radial dimension of the transmission and hindering its placement on the mining truck chassis.

[0003] Furthermore, the weight difference between an unloaded and fully loaded mining truck is significant, with a fully loaded weight several times that of an unloaded truck. While gearboxes can alter torque and improve motor efficiency, the parallel-shaft gearbox, which uses multiple motors for both light and heavy loads, still results in a narrow high-efficiency operating range for the motors. This affects the overall efficiency of the gearbox, leading to energy waste, reduced vehicle range, and a failure to balance vehicle power and fuel economy. Expanding the number of gears is one way to improve motor efficiency. In a parallel-shaft structure, this is achieved by adding shift sleeves, which requires extending the axial length of the output and intermediate shafts. Adding shift sleeves and matching gears along the axial direction increases the overall length of the gearbox. Moreover, supporting the longer shaft to prevent tilting and bending necessitates adding support bearings within the gearbox, increasing its weight and making it difficult to meet lightweight requirements. Summary of the Invention

[0004] The load-level driven electric drive system provided by this invention uses only the commonly used coupled power component for driving the vehicle under light load, and combines the commonly used coupled power component and the backup coupled power component for driving the vehicle under heavy load. This achieves load-level driven operation. By adjusting the number of participating drive motors, the number of gears is doubled, simplifying the transmission structure, reducing the shaft and radial dimensions of the transmission components, and decreasing weight and volume. This results in better adaptability to the space of mining truck chassis, enabling the drive system to meet the requirements of both high torque output and lightweight design. This invention also provides a driving method for the load-level driven electric drive system.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: The electric drive system driven by load gradation includes a common coupling power component that couples the power of multiple motors and a transmission component with a parallel shaft structure and two-speed function. The system is characterized by further including a spare coupling power component that couples the power of another multiple motors. The common coupling power component is coaxially connected to the transmission component. The spare coupling power component is rotatably mounted on the common coupling power component and coaxially connected to the transmission component through a clutch. The transmission assembly includes a gear input shaft connected to a commonly used coupling power assembly, an intermediate shaft parallel to the outer periphery of the gear input shaft, a composite shaft rotatably mounted on the intermediate shaft, and an output shaft coaxially aligned with the gear input shaft. The output shaft is equipped with a shift sleeve one corresponding to the intermediate shaft and a shift sleeve two corresponding to the composite shaft. The intermediate shaft and the composite shaft are respectively engaged with the gear input shaft. The intermediate shaft is connected to the output shaft through the shift sliding of the shift sleeve one, and the composite shaft is connected to the output shaft through the shift sliding of the shift sleeve two.

[0006] Preferably, the commonly used coupling power assembly includes a power input shaft connected to the motor and a constant meshing shaft meshing with the power input shaft. The power input shafts are evenly distributed on the outer periphery of the constant meshing shaft. The constant meshing shaft is splinedly connected to the gear input shaft. The standby coupling power assembly includes a power input shaft connected to the motor and a constant meshing gear meshing with the power input shaft. The constant meshing gear is rotatably mounted on the constant meshing shaft. The power input shaft of the commonly used coupling power assembly is coaxially aligned with the power input shaft of the standby coupling power assembly. The clutch is mounted on the constant meshing shaft and corresponds to the constant meshing gear.

[0007] Preferably, the clutch is a sliding gear sleeve mounted on a constant meshing shaft, and the clutch can slide axially on the constant meshing shaft to engage with a constant meshing gear.

[0008] Preferably, there are at least three intermediate shafts. The second shift sleeve is located in front of the first shift sleeve. The output shaft extends into the middle of the multiple intermediate shafts. The first and second rear gear drive gears are coaxially fixed on the intermediate shafts. The first and second rear gear drive gears are rotatably mounted on the output shaft and mesh with the first rear gear drive gear and the second rear gear drive gear. The first shift sleeve is located between the first and second rear gear drive gears. The first shift sleeve slides forward on the output shaft to engage with the first rear gear drive gear and slides backward to engage with the second rear gear drive gear.

[0009] Preferably, the composite shaft has an integrally formed front gear drive gear one and front gear drive gear two, and the output shaft is rotatably equipped with a front gear driven gear one that meshes with the front gear drive gear one and a front gear driven gear two that meshes with the front gear drive gear two. The shift sleeve two is located between the front gear driven gear one and the front gear driven gear two. The shift sleeve two slides forward on the output shaft to engage with the front gear driven gear one, and slides backward to engage with the front gear driven gear two. The outer diameters of the front gear drive gear one and the rear gear drive gear one are equal, and the outer diameters of the front gear drive gear two and the rear gear drive gear two are equal.

[0010] Preferably, it also includes a hydraulic retarder, a retarding gear fixed on the output shaft to mesh with the hydraulic retarder, and a lubrication pump mounted at the rear end of an intermediate shaft.

[0011] The above-described load-level drive system driving method involves the clutch disengaging when the vehicle is lightly loaded, and the standby coupling power component does not participate in the drive; only the commonly used coupling power component drives the vehicle. When the vehicle is heavily loaded, the clutch engages, and the common coupling power component and the backup coupling power component work together to drive it. When the vehicle is lightly loaded, the first gear or second gear power is generated by the sequential shifting and sliding of the first and second gear sleeves. When the vehicle is heavily loaded, the first gear or second gear power is generated by the sequential shifting and sliding of the first and second gear shift sleeves.

[0012] Preferred, When the first gear is engaged under light load or heavy load, the first shift sleeve slides forward and engages with the first driven gear of the rear gear, while the second shift sleeve slides forward and engages with the first driven gear of the front gear. When the light-load second-gear power is engaged or the heavy-load second-gear power is engaged, the shift sleeve 1 slides backward and engages with the second driven gear of the rear gear, and the shift sleeve 2 slides backward and engages with the second driven gear of the front gear.

[0013] The beneficial effects of this invention are: The electric drive system of the present invention, which provides load-level tiered drive, includes a primary coupled power component and a backup coupled power component. The primary coupled power component is coaxially connected to the transmission component and participates in drive upon startup. The backup coupled power component is coaxially connected to the transmission component via a clutch and participates in drive according to the drive requirements of the electric drive system. When the vehicle is lightly loaded, only the primary coupled power component is used for drive, and the backup coupled power component does not participate in drive, avoiding motor drag losses, improving motor efficiency, and reducing energy consumption. When the vehicle is heavily loaded, the primary coupled power component and the backup coupled power component work together to increase the wheel-end power density, meet the high-torque drive requirements, and achieve load-level tiered drive. Under light and heavy loads, two gears are formed through the transmission component, and the number of gears is doubled by adjusting the number of motors participating in drive, avoiding the need to add shift sleeves. The addition of gears simplifies the transmission structure. In the transmission assembly, shift sleeve one and shift sleeve two are respectively mounted on the output shaft, avoiding the need for shift sleeves on the intermediate shaft. A composite shaft is fitted onto the intermediate shaft, with shift sleeve one corresponding to the intermediate shaft and shift sleeve two corresponding to the composite shaft. Power from the gear input shaft is synchronously transmitted to the composite shaft and the intermediate shaft. Gear shifting is achieved through the sequential shifting of shift sleeves one and two, enabling uninterrupted gear shifting and reducing shift shock. The composite shaft is fitted onto the intermediate shaft, and two sets of shift sleeves and matching gears are installed in the annular space between the output shaft and the intermediate shaft. This improves the structural compactness of the transmission assembly, reduces its axial and radial dimensions, and decreases its weight and volume. This enhances its compatibility with the mining truck chassis space, allowing the drive system to meet both high torque output and lightweight design requirements. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the transmission structure of an electric drive system that is driven in stages according to load in a specific implementation.

[0015] Figure 2 This is a schematic diagram of the transmission structure of the speed change assembly.

[0016] Figure 3 A schematic diagram of the transmission structure of an electric drive system that operates in stages according to load when lightly loaded.

[0017] Figure 4 A schematic diagram of the transmission structure of an electric drive system that is driven in stages according to load when in light load and second gear.

[0018] Figure 5 A schematic diagram of the transmission structure of an electric drive system that operates in stages according to load when under heavy load.

[0019] Figure 6 A schematic diagram of the transmission structure of an electric drive system that operates in stages according to load when performing heavy-load second gear. Detailed Implementation

[0020] The following combination Figures 1-6 The embodiments of the present invention will be described in detail below.

[0021] The electric drive system driven by load gradation includes a common coupling power component 1 that couples the power of multiple motors and a transmission component 2 that has a parallel shaft structure and two-speed function. The system is characterized by further including a spare coupling power component 3 that couples the power of other multiple motors. The common coupling power component 1 is coaxially connected to the transmission component 2. The spare coupling power component 3 is rotatably mounted on the common coupling power component 1 and is coaxially connected to the transmission component 2 through a clutch 4. The transmission assembly 2 includes a gear input shaft 5 connected to the common coupling power assembly 1, an intermediate shaft 6 parallel to the outer periphery of the gear input shaft 5, a composite shaft 7 rotatably mounted on the intermediate shaft 6, and an output shaft 8 coaxially aligned with the gear input shaft 5. The output shaft 8 is equipped with a shift sleeve 1 9 corresponding to the intermediate shaft 6 and a shift sleeve 2 10 corresponding to the composite shaft. The intermediate shaft 6 and the composite shaft 7 are respectively engaged with the gear input shaft 5. The intermediate shaft 6 is connected to the output shaft 8 through the shifting sliding of the shift sleeve 1 9, and the composite shaft 7 is connected to the output shaft 8 through the shifting sliding of the shift sleeve 2 10.

[0022] The load-level driven electric drive system described above includes a primary coupling power component 1 and a backup coupling power component 3. The primary coupling power component 1 is coaxially connected to the transmission component 2 and participates in driving upon startup. The backup coupling power component 3 is coaxially connected to the transmission component 2 via a clutch 4 and participates in driving according to the driving requirements of the electric drive system. When the vehicle is lightly loaded, only the primary coupling power component 1 is used for driving, and the backup coupling power component 3 does not participate in driving, avoiding motor drag losses, improving motor efficiency, and reducing energy consumption. When the vehicle is heavily loaded, the primary coupling power component 1 and the backup coupling power component 3 drive together, increasing the wheel-end power density, meeting the high-torque driving requirements, and realizing load-level driven. Under light and heavy loads, two gears are formed through the transmission component, and the number of gears is doubled by adjusting the number of participating motors, avoiding the need to increase gears by adding shift sleeves, thus simplifying the process. The transmission structure: In the transmission assembly 2, shift sleeve 1 9 and shift sleeve 2 10 are respectively set on the output shaft 8, avoiding the need to set shift sleeves on the intermediate shaft 6. A composite shaft 7 is fitted on the intermediate shaft 6. Shift sleeve 1 9 corresponds to the intermediate shaft 6, and shift sleeve 2 10 corresponds to the composite shaft 7. The power of the gear input shaft 5 is synchronously transmitted to the composite shaft 7 and the intermediate shaft 6. The shifting of shift sleeve 1 9 and shift sleeve 2 10 in sequence forms the shifting speed of the transmission assembly 2, realizing shifting without power interruption and reducing shifting shock. The composite shaft 7 is fitted on the intermediate shaft 6, and two sets of shift sleeves and matching gears are set in the annular space between the output shaft 8 and the intermediate shaft 6. This improves the structural compactness of the transmission assembly 2, reduces the axial and radial dimensions of the transmission assembly 2, reduces weight and volume, and has better adaptability to the space of the mining truck chassis, so that the drive system meets the requirements of high torque output and lightweight design.

[0023] The commonly used coupling power assembly 1 includes a power input shaft 11 connected to a motor and a constant meshing shaft 12 meshing with the power input shaft 11. The power input shaft 11 is evenly arranged on the outer periphery of the constant meshing shaft 12. The constant meshing shaft 12 is splinedly connected to the gear input shaft 5. The standby coupling power assembly 3 includes a power input shaft 11 connected to a motor and a constant meshing gear 31 meshing with the power input shaft 11. The constant meshing gear 31 is rotatably mounted on the constant meshing shaft 12. The power input shaft 11 of the commonly used coupling power assembly 1 and the power input shaft 11 of the standby coupling power assembly 3 are coaxially aligned. The clutch 4 is mounted on the constant meshing shaft 12 and corresponds to the constant meshing gear 31. In the conventional coupling power assembly 1, the power of multiple motors is coupled to the constant meshing shaft 12 through the meshing of the power input shaft 11 and the constant meshing shaft 12. In the standby coupling power assembly 1, the power of multiple other motors is coupled to the constant meshing gear 31 through the meshing of the power input shaft 11 and the constant meshing gear 31. When the clutch is not engaged, the constant meshing gear 31 can only rotate on the constant meshing shaft 12 and cannot transmit power to the constant meshing shaft 12. When the vehicle is heavily loaded, the clutch is engaged, so that the power on the constant meshing gear 31 can be transmitted to the constant meshing shaft 12, forming a common drive of the standby and conventional coupling power assemblies 3 and 1. When the vehicle is lightly loaded, the clutch is disengaged, so that the power of the constant meshing gear 31 cannot be transmitted to the constant meshing shaft 12 and can only be driven by the conventional coupling power assembly 1.

[0024] The clutch 4 is a sliding gear sleeve mounted on the constant meshing shaft 12. The clutch 4 slides axially on the constant meshing shaft 12 and can engage with the constant meshing gear 31. When the clutch 4 is engaged with the constant meshing gear 31, the power of the constant meshing gear 31 is transmitted to the constant meshing shaft 12 through the clutch 4. The constant meshing shaft 12 is splinedly connected to the gear input shaft 5. Therefore, when the clutch 4 is engaged with the constant meshing gear 31, a connection is formed between the backup coupling power component 3 and the transmission component 2. The power of the backup coupling power component 3 is transmitted to the transmission component 2. When the clutch 4 is not engaged with the constant meshing gear 31, the backup coupling power component 3 and the transmission component 2 are disconnected, and the power of the backup coupling power component 3 cannot be transmitted to the transmission component 2.

[0025] The intermediate shafts 6 are at least three in number. The shift sleeve 2 10 is located in front of the shift sleeve 1 9. The output shaft 8 extends into the middle of the intermediate shafts 6. The rear gear drive gear 1 61 and the rear gear drive gear 2 62 are coaxially fixed on the intermediate shafts 6. The output shaft 8 is rotatably equipped with the rear gear driven gear 1 81 that meshes with the rear gear drive gear 1 61 and the rear gear driven gear 2 82 that meshes with the rear gear drive gear 2 62. The shift sleeve 1 9 is located between the rear gear driven gear 1 81 and the rear gear driven gear 2 82. The shift sleeve 1 9 slides forward on the output shaft 8 to engage with the rear gear driven gear 1 81 and slides backward to engage with the rear gear driven gear 2 82. The output shaft 8 extends into the middle of multiple intermediate shafts 6, facilitating the setting of shift sleeves and adapter gears between the output shaft 8 and intermediate shafts 6, as well as between the output shaft 8 and compound shaft 7. This fully utilizes the annular space between the intermediate shafts 6 and the output shaft 8, improving the structural compactness of the transmission assembly. When the shift sleeve 1 9 engages with the rear gear driven gear 1 81, the power of the gear input shaft 5 is transmitted to the intermediate shaft 6, then to the output shaft 8 via the rear gear driving gear 1 61 and the rear gear driven gear 1 81. When the shift sleeve 1 9 engages with the rear gear driven gear 2 82, the power of the gear input shaft 5 is transmitted to the intermediate shaft 6, then to the output shaft 8 via the rear gear driving gear 2 62 and the rear gear driven gear 2 82.

[0026] The composite shaft 7 has an integrally formed front gear drive gear 1 71 and front gear drive gear 2 72. The output shaft 8 is rotatably fitted with a front gear driven gear 1 83 that meshes with the front gear drive gear 1 71 and a front gear driven gear 2 84 that meshes with the front gear drive gear 2 72. The shift sleeve 2 10 is located between the front gear driven gear 1 83 and the front gear driven gear 2 84. The shift sleeve 2 10 slides forward on the output shaft 8 to engage with the front gear driven gear 1 83 and slides backward to engage with the front gear driven gear 2 84. The outer diameters of the front gear drive gear 1 61 and the rear gear drive gear 1 71 are equal, and the outer diameters of the front gear drive gear 2 62 and the rear gear drive gear 2 72 are equal. When the shift sleeve 2 10 engages with the first driven gear 83 of the front gear position, the power of the gear input shaft 5 is transmitted to the compound shaft 7, and then to the output shaft 8 via the first driven gear 71 of the front gear position and the first driven gear 83 of the front gear position. When the shift sleeve 2 10 engages with the second driven gear 84 of the front gear position, the power of the gear input shaft 5 is transmitted to the compound shaft 7, and then to the output shaft 8 via the second driven gear 72 of the front gear position and the second driven gear 84 of the front gear position. The compound shaft 7 and the intermediate shaft 6 serve the same purpose: to transmit power to the output shaft 8. The compound shaft 7 is designed to add a second shift sleeve 10 and a matching gear, preventing power interruption during gear shifting due to only having one shift sleeve on the output shaft 8. With only two shift sleeves, not only is power interruption during gear shifting avoided, but the number of shift sleeves is also effectively reduced compared to setting them on the intermediate shaft, simplifying the transmission structure. The compound shaft 7 is placed on the intermediate shaft 6, and the gears on the compound shaft 7 have the same outer diameter as those on the intermediate shaft 6, thus not increasing the radial dimension of the transmission assembly 2. The second shift sleeve 10 is placed in front of the first shift sleeve 9. Two sets of shift sleeves are axially arranged using the annular space between the intermediate shaft 6 and the output shaft 8, reducing the axial length of the transmission assembly 2. The compound shaft 7 and the intermediate shaft 6 jointly bear the load transmitted by the gear input shaft 5, reducing gear stress during transmission and improving structural stability.

[0027] The system also includes a hydraulic retarder 13, a retarding gear 85 fixed on the output shaft 8 and meshing with the hydraulic retarder 13, and a lubrication pump 14 mounted at the rear end of an intermediate shaft 6. The hydraulic retarder 13 is used to reduce the speed of the output shaft 6 when the vehicle is descending a long slope, preventing the vehicle from exceeding the speed limit and improving safety. The lubrication pump 14 is driven by the intermediate shaft 6 and is used for lubrication of the entire electric drive system.

[0028] This invention also protects the driving method of the electric drive system with load-level driving described above. When the vehicle is lightly loaded, the clutch is disengaged, the backup coupling power component 3 does not participate in the driving, and only the commonly used coupling power component 1 drives the vehicle. When the vehicle is heavily loaded, the clutch engages, and the common coupling power component 1 and the backup coupling power component 3 work together to drive it. When the vehicle is lightly loaded, the first gear power or the second gear power is generated by the sequential shifting and sliding of the shift sleeve 19 and the shift sleeve 20. When the vehicle is heavily loaded, the first gear power or the second gear power under heavy load is generated by the sequential shifting and sliding of the shift sleeve 9 and the shift sleeve 10.

[0029] The driving method described above uses only the commonly used coupling power component 1 for driving when the vehicle is lightly loaded, while the backup coupling power component 3 does not participate in the driving, thus avoiding motor drag losses, improving motor efficiency, and reducing energy consumption. When the vehicle is heavily loaded, the commonly used coupling power component 1 and the backup coupling power component 3 drive together, increasing the wheel-end power density, meeting the high-torque driving requirements, and realizing graded driving according to load. Under light and heavy loads, two gears are formed through the transmission component, and the number of gears is doubled by adjusting the number of motors involved in the drive.

[0030] in, When the first gear is engaged under light load or heavy load, the shift sleeve 9 slides forward and engages with the driven gear 81 of the rear gear, and the shift sleeve 10 slides forward and engages with the driven gear 83 of the front gear. When the light-load second-gear power is engaged or the heavy-load second-gear power is engaged, the shift sleeve 19 slides backward and engages with the rear gear driven gear 2 82, and the shift sleeve 2 10 slides backward and engages with the front gear driven gear 2 84.

[0031] When shift sleeve 19 engages with rear gear driven gear 181, the power of the gear input shaft 5 is transmitted to the intermediate shaft 6, then to the output shaft 8 via rear gear driving gear 161 and rear gear driven gear 181. When shift sleeve 210 engages with front gear driven gear 183, the power of the gear input shaft 5 is transmitted to the compound shaft 7, then to the output shaft 8 via front gear driving gear 171 and front gear driven gear 183, thus forming the first gear power of the transmission assembly 2. Under light load, it forms light load first gear power, and under heavy load, it forms heavy load first gear power. When shift sleeve 19 engages with rear gear driven gear 2 82, the power from gear input shaft 5 is transmitted to intermediate shaft 6, then to output shaft 8 via rear gear driving gear 2 62 and rear gear driven gear 2 82. Shift sleeve 2 10 engages with front gear driven gear 2 84, transmitting power from gear input shaft 5 to compound shaft 7, then to output shaft 8 via front gear driving gear 2 72 and front gear driven gear 2 84. This forms the second gear power of transmission assembly 2, providing light-load second gear power under light load and heavy-load second gear power under heavy load. Light-load first gear power is suitable for light-load uphill or muddy road conditions, light-load second gear power is suitable for light-load high-speed cruising, heavy-load first gear power is suitable for heavy-load uphill or muddy road conditions, and heavy-load second gear power is suitable for heavy-load normal driving. Shifting is achieved through the sequential sliding of shift sleeve 19 and shift sleeve 2 10 under both heavy and light load conditions, preventing power interruption and reducing shift shock.

[0032] The technical solutions of the embodiments of the present invention have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

Claims

1. An electric drive system with graded load driving, comprising a common coupling power assembly that couples the power of multiple motors, and a transmission assembly with a parallel shaft structure and two-speed function, characterized in that: It also includes a backup coupling power assembly that couples the power of multiple other motors. The main coupling power assembly is coaxially connected to the transmission assembly. The backup coupling power assembly is rotatably mounted on the main coupling power assembly and is coaxially connected to the transmission assembly via a clutch. The transmission assembly includes a gear input shaft connected to a commonly used coupling power assembly, an intermediate shaft parallel to the outer periphery of the gear input shaft, a composite shaft rotatably mounted on the intermediate shaft, and an output shaft coaxially aligned with the gear input shaft. The output shaft is equipped with a shift sleeve one corresponding to the intermediate shaft and a shift sleeve two corresponding to the composite shaft. The intermediate shaft and the composite shaft are respectively engaged with the gear input shaft. The intermediate shaft is connected to the output shaft through the shift sliding of the shift sleeve one, and the composite shaft is connected to the output shaft through the shift sliding of the shift sleeve two.

2. The electric drive system with load-level drive according to claim 1, characterized in that: The commonly used coupling power assembly includes a power input shaft connected to the motor and a constant meshing shaft meshing with the power input shaft. The power input shafts are evenly distributed around the outer periphery of the constant meshing shaft. The constant meshing shaft is splinedly connected to the gear input shaft. The standby coupling power assembly includes a power input shaft connected to the motor and a constant meshing gear meshing with the power input shaft. The constant meshing gear is rotatably mounted on the constant meshing shaft. The power input shafts of the commonly used coupling power assembly and the standby coupling power assembly are coaxially aligned. The clutch is mounted on the constant meshing shaft and corresponds to the constant meshing gear.

3. The load-level driven electric drive system according to claim 2, characterized in that: The clutch is a sliding gear sleeve mounted on a constant meshing shaft. The clutch slides axially on the constant meshing shaft and can engage with a constant meshing gear.

4. The electric drive system with load-level drive according to claim 2, characterized in that: The number of intermediate shafts is at least three. Shift sleeve two is located in front of shift sleeve one. The output shaft extends into the middle of the multiple intermediate shafts. Rear gear drive gear one and rear gear drive gear two are coaxially fixed on the intermediate shafts. Rear gear driven gear one and rear gear driven gear two, which mesh with rear gear drive gear one, are rotatably mounted on the output shaft. Shift sleeve one is located between rear gear driven gear one and rear gear driven gear two. Shift sleeve one slides forward on the output shaft to engage with rear gear driven gear one, and slides backward to engage with rear gear driven gear two.

5. The load-level driven electric drive system according to claim 4, characterized in that: The composite shaft has an integrally formed front gear drive gear 1 and front gear drive gear 2. The output shaft is rotatably assembled with a front gear driven gear 1 that meshes with the front gear drive gear 1 and a front gear driven gear 2 that meshes with the front gear drive gear 2. The shift sleeve 2 is located between the front gear driven gear 1 and the front gear driven gear 2. The shift sleeve 2 slides forward on the output shaft to engage with the front gear driven gear 1 and slides backward to engage with the front gear driven gear 2. The outer diameters of the front gear drive gear 1 and the rear gear drive gear 1 are equal, and the outer diameters of the front gear drive gear 2 and the rear gear drive gear 2 are equal.

6. The electric drive system with load-level drive according to claim 1, characterized in that: It also includes a hydraulic retarder, a retarding gear fixed on the output shaft that meshes with the hydraulic retarder, and a lubrication pump mounted at the rear end of an intermediate shaft.

7. The driving method of the electric drive system with load-level driving according to any one of claims 1 to 6, wherein when the vehicle is lightly loaded, the clutch is disengaged, the standby coupling power component does not participate in the driving, and only the commonly used coupling power component drives the vehicle. When the vehicle is heavily loaded, the clutch engages, and the common coupling power component and the backup coupling power component work together to drive it. When the vehicle is lightly loaded, the first gear or second gear power is generated by the sequential shifting and sliding of the first and second gear sleeves. When the vehicle is heavily loaded, the first gear or second gear power is generated by the sequential shifting and sliding of the first and second gear shift sleeves.

8. The driving method of the load-changing graded drive electric drive system according to claim 7, characterized in that: When the first gear is engaged under light load or heavy load, the first shift sleeve slides forward and engages with the first driven gear of the rear gear, while the second shift sleeve slides forward and engages with the first driven gear of the front gear. When the light-load second-gear power is engaged or the heavy-load second-gear power is engaged, the shift sleeve 1 slides backward and engages with the second driven gear of the rear gear, and the shift sleeve 2 slides backward and engages with the second driven gear of the front gear.

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