Pure electric uninterrupted drive system and vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a pure electric uninterrupted driving system and a vehicle. The pure electric uninterrupted driving system comprises a first motor, a second motor, an output shaft, a first gear shifting sleeve, a second gear shifting sleeve and a gear shifting gear, the first gear shifting sleeve comprises a first gear shifting tooth, a second gear shifting tooth, a third gear shifting tooth and a first moving member, the first moving member is connected with the second gear shifting tooth, and the first moving member is selectively connected with the first gear shifting tooth or the third gear shifting tooth, wherein the first motor is connected with the output shaft or the gear shifting gear through the first gear shifting sleeve, and / or the second motor is connected with the output shaft through the gear shifting gear and the second gear shifting sleeve. According to the pure electric uninterrupted driving system, the drag loss of the first motor is reduced, the drag loss of the second motor is reduced, and the oil stirring loss is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a pure electric uninterrupted drive system and vehicle. Background Technology

[0002] With the development of new energy vehicle technology, the reliability requirements for the drive system of new energy vehicles are gradually increasing. Currently, the central drive system of pure electric heavy-duty trucks uses a low-to-medium speed, high-torque motor paired with a multi-speed AMT transmission. The low-to-medium speed, high-torque motor is large, expensive, and has poor power scalability. The 4-6 speed AMT transmission has a large number of gears, resulting in high cost. Power interruption occurs during gear shifts, leading to a poor driving experience. Even in any gear, gears that do not transmit torque remain in operation, resulting in some oil churning losses, reduced transmission efficiency, and increased overall vehicle energy consumption.

[0003] Current pure electric heavy-duty trucks typically use a high-speed, low-torque motor in the central drive system, coupled with a reducer and a multi-speed AMT (Automated Manual Transmission). While high-speed, low-torque motors are cheaper and smaller than medium- and low-speed, high-torque motors, they generally require two or more motors to increase system power and torque. When operating with a single motor, the non-operating motor remains running, resulting in motor drag losses and increased overall vehicle energy consumption. The reducer and AMT have numerous gears, leading to higher costs. AMT transmissions also experience power interruptions during gear shifts, resulting in a poor driving experience. Furthermore, even in any gear, non-torque gears remain operational, causing churning losses, reducing transmission efficiency, and further increasing overall vehicle energy consumption.

[0004] Therefore, in view of the above situation, there is a need to provide a pure electric uninterrupted drive system and vehicle to at least partially solve the existing problems. Summary of the Invention

[0005] The summary of this application introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0006] This application provides a pure electric uninterrupted drive system, the pure electric uninterrupted drive system comprising:

[0007] First motor, second motor, and output shaft;

[0008] A first shift sleeve, a second shift sleeve, and a transmission gear, wherein the transmission gear is loosely fitted onto the output shaft and connected to the output shaft via the second shift sleeve, and the first shift sleeve comprises:

[0009] The first shift gear is connected to the output shaft;

[0010] The second shift gear is connected to the first motor;

[0011] The third shift tooth is loosely fitted onto the output shaft and connected to the transmission gear; and

[0012] A first movable component is connected to the second shift tooth, and the first movable component can be selectively connected to either the first shift tooth or the third shift tooth.

[0013] The first motor is connected to the output shaft or the transmission gear via the first shift sleeve, and / or the second motor is connected to the output shaft via the transmission gear and the second shift sleeve.

[0014] According to the pure electric uninterrupted drive system of this application, the pure electric uninterrupted drive system includes a first motor, a second motor, an output shaft, a first shift sleeve, a second shift sleeve, and a transmission gear. The transmission gear is loosely fitted to the output shaft and connected to the output shaft through the second shift sleeve. The first shift sleeve includes a first shift tooth, a second shift tooth, a third shift tooth, and a first moving member. The first shift tooth is connected to the output shaft, the second shift tooth is connected to the first motor, the third shift tooth is loosely fitted to the output shaft and connected to the transmission gear, and the first moving member is connected to the second shift tooth. The first moving member can be selectively connected to either the first or the third shift tooth. The first motor is connected to the output shaft or the transmission gear through the first shift sleeve, and / or the second motor is connected to the output shaft through the transmission gear and the second shift sleeve. Therefore, the first shift sleeve allows the power of the first motor to be transmitted to the output shaft through different paths, and the second shift sleeve allows the power of the second motor to be transmitted to the output shaft through different paths. The rotation of the output shaft will not drive the first and second motors to work in the opposite direction, thereby reducing the drag loss of the first motor, reducing the drag loss of the second motor, and reducing the oil stirring loss.

[0015] Optionally, the first moving member can move between the first empty position, the first left position, and the first right position.

[0016] The first moving member located in the first empty space is connected to the second shift tooth to connect to the first motor. The first moving member located in the first empty space is spaced apart from both the first shift tooth and the third shift tooth.

[0017] The first moving member located in the first left position connects the first shift tooth and the second shift tooth.

[0018] The first moving member located in the first right position is connected to the second shift tooth and the third shift tooth.

[0019] Optionally, the pure electric uninterrupted drive system further includes a first transmission gear, and the third shift gear is connected to the first transmission gear.

[0020] Optionally, the first transmission gear is also connected to the second motor.

[0021] Optionally, the first shift tooth and the second shift tooth are located on both sides of the first moving member along the radial direction of the output shaft.

[0022] Optionally, the first shift tooth and the third shift tooth are located on both sides of the first moving member along the axial direction of the output shaft.

[0023] Optionally, the first motor includes a first input shaft, the first input shaft is connected to a gear, and the gear is connected to the second shift gear.

[0024] Optionally, the pure electric uninterrupted drive system further includes a first gear, a second gear, and an intermediate shaft. The first gear is connected to the second gear through the intermediate shaft, and the first gear and the second gear are located on both sides of the second shift sleeve along the axial direction of the output shaft.

[0025] Optionally, the second shift sleeve includes:

[0026] The fourth shift gear is connected to the output shaft;

[0027] The fifth shift tooth is loosely fitted onto the output shaft and connected to the first transmission gear;

[0028] A second moving member is optionally connected to the fourth shift tooth and the fifth shift tooth.

[0029] Optionally, the second shift sleeve further includes a sixth shift tooth, which is loosely fitted onto the output shaft and connected to the second transmission gear. The second moving member can be selectively connected to the fourth shift tooth, the fifth shift tooth, and the sixth shift tooth.

[0030] Optionally, the second moving member can move between the second left position, the second empty position, and the second right position.

[0031] The second moving member located in the second empty position is connected to the fourth shift tooth, and the second moving member located in the second empty position is spaced apart from both the fifth and sixth shift teeth.

[0032] The second moving member located in the second left position connects the fourth shift tooth and the fifth shift tooth.

[0033] The second moving member located in the second right position connects the fourth shift tooth and the sixth shift tooth.

[0034] Optionally, the pure electric uninterrupted drive system includes at least two second shift sleeves, which are spaced apart along the axial direction of the output shaft.

[0035] Optionally, the pure electric uninterrupted drive system further includes a first reduction mechanism, which is connected to the first motor and the first shift sleeve.

[0036] Optionally, the pure electric uninterrupted drive system further includes a second reduction mechanism, which is connected to the second motor and the transmission gear.

[0037] This application also provides a vehicle that includes the above-described uninterrupted electric drive system.

[0038] This application also provides a vehicle including the aforementioned uninterrupted electric drive system. The uninterrupted electric drive system includes a first motor, a second motor, an output shaft, a first shift sleeve, a second shift sleeve, and a transmission gear. The transmission gear is loosely fitted to the output shaft and connected to the output shaft via the second shift sleeve. The first shift sleeve includes a first shift tooth, a second shift tooth, a third shift tooth, and a first moving member. The first shift tooth is connected to the output shaft, the second shift tooth is connected to the first motor, and the third shift tooth is loosely fitted to the output shaft and connected to the transmission gear. The first moving member is connected to the second shift tooth and can be selectively connected to either the first or the third shift tooth. The first motor is connected to the output shaft or the transmission gear via the first shift sleeve, and / or the second motor is connected to the output shaft via the transmission gear and the second shift sleeve. Therefore, the first shift sleeve allows the power of the first motor to be transmitted to the output shaft through different paths, and the second shift sleeve allows the power of the second motor to be transmitted to the output shaft through different paths. The rotation of the output shaft will not drive the first and second motors to work in the opposite direction, thereby reducing the drag loss of the first motor, reducing the drag loss of the second motor, and reducing the oil stirring loss. Attached Figure Description

[0039] The following figures are included as part of this application for understanding the application. The figures illustrate embodiments of the application and their descriptions, explaining the apparatus and principles of the application. In the figures,

[0040] Figure 1This is a simplified overall layout diagram of a pure electric uninterrupted drive system according to a preferred embodiment of this application;

[0041] Figure 2 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the first mode.

[0042] Figure 3 for Figure 2 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the first mode.

[0043] Figure 4 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the second mode.

[0044] Figure 5 for Figure 4 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the second mode.

[0045] Figure 6 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the third mode.

[0046] Figure 7 for Figure 6 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the third mode.

[0047] Figure 8 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the fourth mode.

[0048] Figure 9 for Figure 8 The diagram shows the power transmission path of the uninterrupted electric drive system in the fourth mode.

[0049] Figure 10 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the fifth mode.

[0050] Figure 11 for Figure 10 The diagram shows the power transmission path of the uninterrupted electric drive system in its fifth mode.

[0051] Figure 12 for Figure 1The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the sixth mode.

[0052] Figure 13 for Figure 12 The diagram shows the power transmission path of the uninterrupted electric drive system in its sixth mode.

[0053] Figure 14 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the seventh mode.

[0054] Figure 15 for Figure 14 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the seventh mode.

[0055] Figure 16 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the eighth mode.

[0056] Figure 17 for Figure 16 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the eighth mode.

[0057] Figure 18 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the ninth mode.

[0058] Figure 19 for Figure 18 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the ninth mode.

[0059] Figure 20 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the tenth mode.

[0060] Figure 21 for Figure 20 The diagram shows the power transmission path of the pure electric uninterrupted drive system in the tenth mode.

[0061] Figure 22 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in mode eleven.

[0062] Figure 23 for Figure 22The diagram shows the power transmission path of the pure electric uninterrupted drive system in the eleventh mode.

[0063] Figure 24 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in the twelfth mode.

[0064] Figure 25 for Figure 24 The diagram shows the power transmission path of the pure electric uninterrupted drive system in its twelfth mode.

[0065] Figure 26 for Figure 1 The diagram shows a simplified layout of a pure electric uninterrupted drive system, in which the pure electric uninterrupted drive system is in mode thirteen.

[0066] Figure 27 for Figure 26 The diagram shows the power transmission path of the uninterrupted electric drive system in its thirteenth mode.

[0067] Figure 28 A simplified overall layout diagram of a pure electric uninterrupted drive system according to another preferred embodiment of this application;

[0068] Figure 29 This is a cross-sectional view of the first shift sleeve of a pure electric uninterrupted drive system according to a preferred embodiment of this application, wherein the first moving member is located in the first empty position;

[0069] Figure 30 This is a cross-sectional view of the first shift sleeve of a pure electric uninterrupted drive system according to a preferred embodiment of this application, wherein the first moving member is located in the first left position;

[0070] Figure 31 This is a cross-sectional view of the first shift sleeve of a pure electric uninterrupted drive system according to a preferred embodiment of this application, wherein the first moving member is located in the first right position;

[0071] Figure 32 For example Figure 29 The diagram shows a three-dimensional representation of the first shift sleeve.

[0072] Explanation of reference numerals in the attached figures:

[0073] 1: Uninterrupted pure electric drive system;

[0074] 11: First motor; 12: Second motor; 13: Output shaft;

[0075] 111: First input axis; 121: Second input axis;

[0076] 21: Gearbox; 22: Intermediate shaft;

[0077] 211: First gear; 212: Second gear; 213: Third gear; 214: Fourth gear; 215: Fifth gear; 216: Sixth gear; 217: Seventh gear; 218: Eighth gear;

[0078] 30: First shift sleeve;

[0079] 311: First shift tooth; 312: Second shift tooth; 313: Third shift tooth; 314: First moving component; 315: Moving body; 316: First meshing tooth; 317: Second meshing tooth; 318: First end; 319: Second end; 320: Shift groove; 321: Shift fork;

[0080] 40: Second shift sleeve;

[0081] 411: Fourth shift gear; 412: Fifth shift gear; 413: Sixth shift gear; 414: Second moving component;

[0082] 50: Third shift sleeve;

[0083] 511: Seventh shift gear; 512: Eighth shift gear; 513: Ninth shift gear; 514: Third moving component;

[0084] 60: First deceleration mechanism;

[0085] 611: First reduction drive gear; 612: First reduction driven gear; 613: Gear body; 614: Protrusion; 615: Receiving cavity; 616: Inner circumferential surface;

[0086] 70: Second speed reduction mechanism;

[0087] 711: Second reduction drive gear; 712: Second reduction driven gear. Detailed Implementation

[0088] The following description provides numerous specific details to offer a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with this application.

[0089] To fully understand this application, detailed portions will be set forth in the following description in order to illustrate it. Obviously, implementation of this application is not limited to the specific details familiar to those skilled in the art. Preferred embodiments of this application are described in detail below; however, other embodiments may exist besides these detailed descriptions, and should not be construed as being limited to the embodiments set forth herein.

[0090] It should be understood that the terminology used herein is intended only to describe particular embodiments and is not intended to limit the scope of this application. The singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. When the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or combinations thereof. The terms “upper,” “lower,” “front,” “rear,” “left,” “right,” and similar expressions used in this application are for illustrative purposes only and are not intended to be limiting.

[0091] The ordinal numbers such as "first" and "second" used in this application are merely identifiers and have no other meaning, such as a specific order. In this application, unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0092] The specific embodiments of this application will be described in more detail below with reference to the accompanying drawings, which illustrate representative embodiments of this application and are not intended to limit this application.

[0093] like Figure 1 As shown, this application provides a pure electric uninterrupted drive system 1, which is used in a vehicle. The pure electric uninterrupted drive system 1 is located inside the vehicle. The vehicle can be a new energy vehicle. The pure electric uninterrupted drive system 1 can provide power output to the vehicle, avoiding the fuel loss caused by gear idling and improving operating efficiency.

[0094] The uninterrupted electric drive system 1 includes a first motor 11 and a second motor 12, both of which can convert electrical energy into mechanical energy. The first motor 11 is operable, capable of outputting speed and torque. The second motor 12 is operable, capable of outputting speed and torque. Preferably, both the first motor 11 and the second motor 12 are high-speed motors. This application uses a high-speed motor to replace a low-speed motor, solving the problems of high cost and large size of low-speed motors, and reducing motor costs.

[0095] The first motor 11 and / or the second motor 12 can provide power to the uninterrupted electric drive system 1, enhancing power output and thus increasing the output power and torque range. The first motor 11 and the second motor 12 can be controlled independently, allowing for precise adjustment of power output during gear shifts. The first motor 11 and the second motor 12 can be connected in parallel to output power separately. Alternatively, the first motor 11 and the second motor 12 can be connected in series, allowing the power outputs of the first motor 11 and the second motor 12 to be summed for a larger output power.

[0096] The uninterrupted electric drive system 1 also includes an output shaft 13 for transmitting power to the walking system (such as wheels). The first motor 11 and / or the second motor 12 output power to the output shaft 13.

[0097] The first motor 11 includes a first input shaft 111. The first motor 11 rotates when it is actuated. The first motor 11 transmits power to the output shaft 13 via the first input shaft 111. The first input shaft 111 is used to transmit the power output by the first motor 11. The first input shaft 111 rotates about its axial direction. The axial direction of the first input shaft 111 is parallel to the axial direction of the output shaft 13. The second motor 12 includes a second input shaft 121. The second motor 12 rotates when it is actuated. The second motor 12 transmits power to the output shaft 13 via the second input shaft 121. The second input shaft 121 rotates about its axial direction. The second input shaft 121 is used to transmit the power output by the second motor 12. The axial direction of the second input shaft 121 is parallel to the axial direction of the output shaft 13.

[0098] The uninterrupted electric drive system 1 also includes a first shift sleeve 30 and a second shift sleeve 40. The first shift sleeve 30 and the second shift sleeve 40 can switch between multiple gears through different transmission paths. The first shift sleeve 30 can move to switch between different gears, thereby changing the power transmission path and gear ratio to meet the vehicle's needs under different driving conditions. The second shift sleeve 40 can move to switch between different gears, thereby changing the power transmission path and gear ratio to meet the vehicle's needs under different driving conditions.

[0099] The uninterrupted electric drive system 1 also includes multiple transmission gears 21, which are loosely fitted onto the output shaft 13. Bearings are provided between the transmission gears 21 and the output shaft 13. For example, rolling bearings are provided between the transmission gears 21 and the output shaft 13. The rotation of the transmission gears 21 drives the output shaft 13 to rotate via a shift sleeve. For example, the multiple transmission gears 21 are connected to the output shaft 13 via a second shift sleeve 40.

[0100] In one optional implementation, the first motor 11 is connected to the output shaft 13 via a first shift sleeve 30. The first input shaft 111 is connected to the output shaft 13 via the first shift sleeve 30. The power output by the first motor 11 is transmitted to the output shaft 13 via the first shift sleeve 30. The power output by the first motor 11 can directly drive the output shaft 13 to rotate via the first shift sleeve 30.

[0101] In one optional embodiment, the first motor 11 is connected to the transmission gear 21 via a first shift sleeve 30. The first input shaft 111 is also connected to the transmission gear 21 via the first shift sleeve 30. The power output from the first motor 11 is transmitted to the transmission gear 21 via the first shift sleeve 30, and then to the output shaft 13 via the transmission gear 21. The power output from the first motor 11 can indirectly drive the output shaft 13 to rotate via the transmission gear 21.

[0102] In this way, the first shift sleeve 30 allows the power of the first motor 11 to be transmitted to the output shaft 13 through different paths, so that the first motor 11 can work to provide power output and the second motor 12 can stop working, thereby reducing the drag loss of the second motor 12 and reducing the oil stirring loss.

[0103] Furthermore, the first shift sleeve 30 includes a first shift tooth 311, a second shift tooth 312, a third shift tooth 313, and a first moving member 314, wherein the first shift tooth 311, the second shift tooth 312, and the third shift tooth 313 are spaced apart. The first moving member 314 is capable of moving at different positions to connect with different shift teeth respectively.

[0104] The first shift tooth 311 is connected to the output shaft 13. The first shift tooth 311 is fixedly connected to the output shaft 13. The output shaft 13 is fixedly connected to the first shift tooth 311. The axial direction of the first shift tooth 311 is parallel to the axial direction of the output shaft 13. Preferably, the first shift sleeve 30 includes a first shift gear, which is generally disc-shaped. The first shift tooth 311 is a tooth of the first shift gear. The output shaft 13 is fixedly connected to the center of the first shift gear. Rotation of the first shift tooth 311 can drive the output shaft 13 to rotate. The first moving member 314 can be connected to the first shift tooth 311. For example, the first moving member 314 can mesh with the first shift tooth 311. When the first moving member 314 is connected to the first shift tooth 311, rotation of the first moving member 314 can drive the first shift tooth 311 to rotate, thereby driving the output shaft 13 to rotate.

[0105] The second shift gear 312 is connected to the first motor 11. Preferably, the second shift gear 312 is connected to the first input shaft 111. The second shift gear 312 is fixedly connected to the first input shaft 111. Rotation of the first input shaft 111 can drive the second shift gear 312 to rotate. The power output by the first motor 11 can be transmitted to the second shift gear 312. The first moving member 314 can be connected to the second shift gear 312. For example, the first moving member 314 meshes with the second shift gear 312. When the first moving member 314 is connected to the second shift gear 312, rotation of the second shift gear 312 can drive the first moving member 314 to rotate.

[0106] The third shift tooth 313 is loosely fitted onto the output shaft 13. For example, the first shift sleeve 30 includes a third shift gear, which is generally disc-shaped. The third shift tooth 313 is a tooth of the third shift gear. The third shift gear has a through hole. The output shaft 13 passes through the through hole. For example, a bearing is provided between the third shift gear and the output shaft 13. The rotation of the third shift tooth 313 does not directly drive the output shaft 13 to rotate. The rotation of the output shaft 13 does not directly drive the third shift tooth 313 to rotate. The third shift tooth 313 is connected to the transmission gear 21. For example, the third shift gear is connected to the transmission gear 21. The end surface of the third shift gear is fixedly connected to the end surface of the transmission gear 21. The rotation of the third shift tooth 313 can drive the transmission gear 21 to rotate. When the first moving member 314 is connected to the third shift tooth 313, the rotation of the first moving member 314 can drive the third shift tooth 313 to rotate, thereby driving the transmission gear 21 to rotate.

[0107] The first moving member 314 may be selectively connected to the first shift tooth 311, the second shift tooth 312 and the third shift tooth 313.

[0108] In one optional implementation, the first moving member 314 is connected to both the first shift gear 311 and the second shift gear 312. Rotation of the second shift gear 312 can drive the first moving member 314 to rotate, thereby driving the first shift gear 311 to rotate, and in turn driving the output shaft 13 to rotate.

[0109] In one optional implementation, the first moving member 314 is connected to the second shift tooth 312, and the first moving member 314 is spaced apart from the first shift tooth 311 and the third shift tooth 313. The rotation of the second shift tooth 312 will not cause the first shift tooth 311 and the third shift tooth 313 to rotate.

[0110] In one optional implementation, the first moving member 314 is connected to both the second shift gear 312 and the third shift gear 313. Rotation of the second shift gear 312 can drive the first moving member 314 to rotate, thereby driving the third shift gear 313 to rotate, which in turn drives the transmission gear 21 to rotate, and in turn drives the output shaft 13 to rotate.

[0111] In one optional embodiment, the second input shaft 121 is connected to the output shaft 13 via a transmission gear 21 and a second shift sleeve 40. The power output from the second motor 12 is transmitted to the transmission gear 21, and the power from the transmission gear 21 is transmitted to the output shaft 13 via the second shift sleeve 40. The power output from the second motor 12 can indirectly drive the output shaft 13 to rotate via the transmission gear 21.

[0112] In this way, the power of the second motor 12 is transmitted to the transmission gear 21, and the second shift sleeve 40 allows the power of the transmission gear 21 to be transmitted to the output shaft 13 through different paths. The second motor 12 can work to provide power output, and the first motor 11 stops working, reducing the drag loss of the first motor 11 and reducing the oil stirring loss.

[0113] According to the pure electric uninterrupted drive system 1 of this application, the pure electric uninterrupted drive system 1 includes a first motor 11, a second motor 12, an output shaft 13, a first shift sleeve 30, a second shift sleeve 40, and a transmission gear 21. The transmission gear 21 is loosely fitted to the output shaft 13 and connected to the output shaft 13 through the second shift sleeve 40. The first shift sleeve 30 includes a first shift tooth 311, a second shift tooth 312, a third shift tooth 313, and a first moving member 314. The first shift tooth 311 is connected to the output shaft 13. A shaft 13 is connected to a first motor 11 via a second shift gear 312, and a third shift gear 313 is loosely fitted onto the output shaft 13 and connected to a transmission gear 21. A first moving member 314 is selectively connected to the first shift gear 311, the second shift gear 312, and the third shift gear 313. The first motor 11 is connected to the output shaft 13 or the transmission gear 21 via a first shift sleeve 40, and / or the second motor 12 is connected to the output shaft 13 via the transmission gear 21 and the second shift sleeve 40. Thus, the first shift sleeve 30 allows the power of the first motor 11 to be transmitted to the output shaft 13 via different paths, and the second shift sleeve 40 allows the power of the second motor 12 to be transmitted to the output shaft 13 via different paths. Rotation of the output shaft 13 will not reverse the operation of the first motor 11 and the second motor 12, reducing drag losses of the first motor 11 and the second motor 12, and reducing oil churning losses.

[0114] The first moving member 314 is movable between different positions. The first moving member 314 is movable between a first empty position, a first left position, and a first right position. The first left position is closer to the first motor 11 than the first right position. The first moving member 314 located in the first empty position can move to the first left position. The first moving member 314 located in the first left position can move to the first empty position. The first moving member 314 located in the first empty position can move to the first right position. The first moving member 314 located in the first right position can move to the first empty position.

[0115] The first moving member 314, located in the first empty position, is connected to the second shift gear 312 to connect to the first motor 11. The first moving member 314, located in the first empty position, is connected to the second shift gear 312. The first moving member 314, located in the first empty position, is connected to the first motor 11. The first moving member 314, located in the first empty position, is connected to the first input shaft 111.

[0116] The first moving member 314, located in the first empty position, is spaced apart from the first shifting tooth 311. The first moving member 314, located in the first empty position, is also spaced apart from the third shifting tooth 313. The rotation of the second shifting tooth 312 will not cause the first shifting tooth 311 to rotate, nor will it cause the third shifting tooth 313 to rotate, nor will it cause the output shaft 13 to rotate, thus reducing oil stirring losses.

[0117] The rotation of the first shift gear 311 will not cause the first moving member 314 located in the first empty position to rotate, nor will it cause the second shift gear 312 to rotate. Similarly, the rotation of the third shift gear 313 will not cause the first moving member 314 located in the first empty position to rotate, nor will it cause the second shift gear 312 to rotate. Thus, the rotation of the output shaft 13 and the transmission gear 21 will not cause the first moving member 314 located in the first empty position to rotate, nor will it cause the second shift gear 312 to rotate, nor will it cause the first input shaft 111 to rotate, reducing oil churning losses and reducing the drag losses of the first motor 11.

[0118] A first moving member 314 located in the first left position connects to a first shift gear 311 and a second shift gear 312. The first moving member 314 in the first left position meshes with the first shift gear 311. The first moving member 314 in the first left position also meshes with the second shift gear 312. When the first motor 11 operates, it causes the first input shaft 111 to rotate, thereby driving the second shift gear 312 to rotate. The rotation of the second shift gear 312 drives the first moving member 314 in the first left position to rotate, which in turn drives the first shift gear 311 to rotate, thereby driving the output shaft 13 to rotate.

[0119] A first moving member 314 located in the first right position connects to a second shift gear 312 and a third shift gear 313. The first moving member 314 in the first right position meshes with the second shift gear 312. The first moving member 314 in the first right position meshes with the third shift gear 313. When the first motor 11 operates, it causes the first input shaft 111 to rotate, thereby driving the second shift gear 312 to rotate. The rotation of the second shift gear 312 drives the first moving member 314 in the first right position to rotate, and the first moving member 314 in the first right position drives the third shift gear 313 to rotate, thereby driving the transmission gear 21 to rotate.

[0120] Furthermore, the uninterrupted electric drive system 1 includes a first gear 211, with a third shift gear 313 connected to the first gear 211. The first gear 211 is loosely fitted onto the output shaft 13. The axial direction of the first gear 211 is parallel to the axial direction of the output shaft 13. A bearing is provided between the first gear 211 and the output shaft 13. The first gear 211 has a through hole, through which the output shaft 13 passes. For example, a rolling bearing is provided between the first gear 211 and the output shaft 13. Rotation of the first gear 211 does not directly drive rotation of the output shaft 13. The first gear 211 is constructed in a generally disc shape. For example, the end surface of the third shift gear is fixed to the end surface of the first gear 211. Thus, the third shift gear 313 can be connected to the first gear 211. Rotation of the third shift gear 313 can drive rotation of the first gear 211. The first moving component 314 located in the first right position can drive the third shift gear 313 to rotate, thereby driving the first transmission gear 211 to rotate.

[0121] The power output from the first motor 11 and the power output from the second motor 12 can also be coupled at the first transmission gear 211. The power from the first motor 11 and the second motor 12 is added together at the first transmission gear 211. After coupling at the first transmission gear 211, the power from the first motor 11 and the second motor 12 is transmitted to the output shaft to output greater power. Both the first motor 11 and the second motor 12 are in working condition, and the pure electric heavy truck drive system can work under the joint drive of the first motor 11 and the second motor 12. The output shaft is connected to the drive wheel, and the output shaft can drive the drive wheel to rotate, thereby enabling the vehicle to move in the sixth mode.

[0122] For ease of arrangement, the first shifting tooth 311 and the second shifting tooth 312 are located on both sides of the first moving member 314 along the radial direction of the output shaft 13. The first shifting tooth 311 and the second shifting tooth 312 are spaced apart along the radial direction of the output shaft 13. The first shifting tooth 311 and the second shifting tooth 312 are arranged opposite each other along the radial direction of the output shaft 13. The second shifting tooth 312 and the third shifting tooth 313 are located on both sides of the first moving member 314 along the radial direction of the output shaft 13. This saves space in the axial direction of the output shaft 13, thereby reducing the space occupied by the system. In particular, the first shifting sleeve can reduce the space occupied on one side of the first motor and the second motor.

[0123] The first shift gear 311 and the third shift gear 313 are located on both sides of the first moving member 314 along the axial direction of the output shaft 13. The first moving member 314 can move between a first left position and a first right position along the axial direction of the output shaft 13. Thus, the first moving member 314 moves along the axial direction of the output shaft 13 to connect with the first shift gear 311 and the second shift gear 312 respectively. This avoids shifting misalignment caused by misalignment of the first moving member 314.

[0124] In one optional implementation, a gear is connected to the first input shaft 111, and the gear is connected to a second shift gear 312. The end surface of the gear is fixed to the second shift gear 312. Rotation of the gear can drive the second shift gear 312 to rotate.

[0125] For example, the first motor 11 can be a high-speed motor. In order to make the output speed of the first motor 11 better match the working conditions, the pure electric uninterrupted drive system 1 also includes a first reduction mechanism 60, which is arranged between the first motor 11 and the transmission gear 21. In particular, the first reduction mechanism 60 connects the first motor 11 and the first shift sleeve 30.

[0126] The first reduction mechanism 60 includes a first reduction drive gear 611 and a first reduction driven gear 612, which mesh with each other. The diameter of the first reduction drive gear 611 is smaller than the diameter of the first reduction driven gear 612. The first reduction drive gear 611 is connected to the first motor 11. The first input shaft 111 is directly connected to the first reduction drive gear 611. The center of the first reduction drive gear 611 is connected to the end of the first input shaft 111. Rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate.

[0127] The first reduction driven gear 612 is loosely fitted onto the output shaft 13. The first reduction driven gear 612 has a through hole, through which the output shaft 13 passes. A bearing is provided between the first reduction driven gear 612 and the output shaft 13. For example, a rolling bearing can be provided between the first reduction driven gear 612 and the output shaft 13. The rotation of the first reduction driven gear 612 does not directly drive the output shaft 13 to rotate. The first reduction driven gear 612 is connected to a second shift gear 312. The first reduction driven gear 612 and the second shift gear 312 are fixed together. The end surface of the first reduction driven gear 612 is fixed together with the second shift gear 312. The rotation of the first reduction driven gear 612 can drive the second shift gear 312 to rotate. A first moving member 314 is arranged on the first reduction driven gear 612 and can slide left and right. The first reduction driven gear 612 and the second shift gear 312 are both located on the same side of the first shift gear 311. The second shifting gear 312 and the first shifting gear 311 are located on both sides of the first moving member 314, thereby reducing the space occupied on one side of the first reduction driven gear 612.

[0128] The power output from the first motor 11 can be reduced in speed via the first reduction mechanism 60. The power output from the first motor 11 is then transmitted to the first shift sleeve 30 via the first reduction mechanism 60. Rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 then drives the second shift gear 312 to rotate.

[0129] The second motor 12 can be a high-speed motor. To ensure that the output speed of the second motor 12 better matches the operating conditions, the uninterrupted electric drive system 1 also includes a second reduction mechanism 70, which is arranged between the second motor 12 and the transmission gear 21. In particular, the second reduction mechanism 70 connects the second motor 12 and the transmission gear 21.

[0130] The second reduction mechanism 70 includes a second reduction drive gear 711 and a second reduction driven gear 712, which mesh with each other. The diameter of the second reduction drive gear 711 is smaller than the diameter of the second reduction driven gear 712. The second reduction drive gear 711 is connected to the second motor 12. The second input shaft 121 is directly connected to the second reduction drive gear 711. The center of the second reduction drive gear 711 is connected to the end of the second input shaft 121. Rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate.

[0131] The second reduction driven gear 712 is loosely fitted onto the output shaft 13. The second reduction driven gear 712 has a through hole. The output shaft 13 passes through the through hole. A bearing is provided between the second reduction driven gear 712 and the output shaft 13. For example, a rolling bearing can be provided between the second reduction driven gear 712 and the output shaft 13. The rotation of the second reduction driven gear 712 does not directly drive the output shaft 13 to rotate. The second reduction driven gear 712 is connected to a third shift gear 313. The second reduction driven gear 712 and the third shift gear 313 are fixed together. The end surface of the second reduction driven gear 712 is fixed together with the third shift gear 313. The rotation of the second reduction driven gear 712 can drive the third shift gear 313 to rotate.

[0132] The second reduction driven gear 712 is connected to the first transmission gear 211. The second reduction driven gear 712 and the first transmission gear 211 are fixed together. The end surface of the second reduction driven gear 712 is fixed to the first transmission gear 211. For example, the second reduction driven gear 712 and the first transmission gear 211 are integral and have a hollow structure. The rotation of the second reduction driven gear 712 can drive the first transmission gear 211 to rotate.

[0133] The power output from the second motor 12 can be reduced in speed via the second reduction mechanism 70. This power is then transmitted through the second reduction mechanism 70 to the third shift gear 313 and the first transmission gear 211. Rotation of the second input shaft 121 drives the second reduction drive gear 711, which in turn drives the second reduction driven gear 712. The rotation of the second reduction driven gear 712, in turn, drives the third shift gear 313 and the first transmission gear 211.

[0134] In one optional implementation, the second shift gear 312 can be connected to the first moving member 314 located in the first left position. The second shift gear 312 can drive the first moving member 314 located in the first left position to rotate. The first moving member 314 located in the first left position can drive the first shift gear 311 to rotate, thereby driving the output shaft 13 to rotate.

[0135] In one optional implementation, the second shift gear 312 can be connected to the first moving member 314 located in the first right position. The second shift gear 312 can drive the first moving member 314 located in the first right position to rotate. The first moving member 314 located in the first right position can drive the third shift gear 313 to rotate, thereby driving the transmission gear 21 (first transmission gear 211) to rotate.

[0136] The uninterrupted electric drive system 1 further includes a second transmission gear 212 and an intermediate shaft 22. The first transmission gear 211 is connected to the second transmission gear 212 via the intermediate shaft 22. The axial direction of the intermediate shaft 22 is parallel to the axial direction of the output shaft 13. The first transmission gear 211 and the second transmission gear 212 are spaced apart. Preferably, the first transmission gear 211 and the second transmission gear 212 are spaced apart along the axial direction of the output shaft 13.

[0137] Furthermore, the uninterrupted electric drive system 1 also includes a fifth gear 215, which meshes with the first gear 211. The axial direction of the fifth gear 215 is parallel to the axial direction of the output shaft 13. The fifth gear 215 is connected to the intermediate shaft 22. The center of the fifth gear 215 is fixedly connected to the intermediate shaft 22. Rotation of the first gear 211 can drive the fifth gear 215 to rotate. Rotation of the fifth gear 215 can drive the intermediate shaft 22 to rotate. Correspondingly, rotation of the intermediate shaft 22 can also drive the fifth gear 215 to rotate. Rotation of the fifth gear 215 can also drive the first gear 211 to rotate.

[0138] The uninterrupted electric drive system 1 includes two fifth gears 215 and two intermediate shafts 22, with the two fifth gears 215 connected to the two intermediate shafts 22 respectively. The two fifth gears 215 are located on either side of a first gear 211. The first gear 211 meshes with both fifth gears 215 simultaneously. Rotation of the first gear 211 drives the two fifth gears 215 to rotate simultaneously, which in turn drives the two intermediate shafts 22 to rotate.

[0139] The uninterrupted electric drive system 1 also includes a sixth gear 216, which meshes with a second gear 212. The axial direction of the sixth gear 216 is parallel to the axial direction of the output shaft 13. The sixth gear 216 is connected to an intermediate shaft 22. The center of the sixth gear 216 is fixedly connected to the intermediate shaft 22. Rotation of the intermediate shaft 22 can also drive the sixth gear 216 to rotate. Rotation of the sixth gear 216 can drive the second gear 212 to rotate. Correspondingly, rotation of the second gear 212 can also drive the sixth gear 216 to rotate. Rotation of the sixth gear 216 can also drive the intermediate shaft 22 to rotate.

[0140] The uninterrupted electric drive system 1 also includes two sixth gears 216, which are respectively connected to two intermediate shafts 22. The two sixth gears 216 are located on either side of the second gear 212. The second gear 212 meshes with both sixth gears 216 simultaneously. Rotation of the second gear 212 drives the two sixth gears 216 to rotate simultaneously, thereby driving the two intermediate shafts 22 to rotate.

[0141] The second shift sleeve 40 is located between the first gear 211 and the second gear 212. The first gear 211 and the second gear 212 are located on both sides of the second shift sleeve 40 along the axial direction of the output shaft 13. The second shift sleeve 40 can be connected to the first gear 211 and the second gear 212 respectively.

[0142] Specifically, the second shift sleeve 40 includes a fourth shift tooth 411, which is connected to the output shaft 13. The fourth shift tooth 411 is fixedly connected to the output shaft 13. The second shift sleeve 40 may include a fourth shift gear, which is generally disc-shaped. The fourth shift tooth 411 is a tooth of the fourth shift gear. The output shaft 13 is fixedly connected to the center of the fourth shift gear. Rotation of the fourth shift tooth 411 can drive the output shaft 13 to rotate.

[0143] The second shift sleeve 40 also includes a fifth shift tooth 412, which is loosely fitted onto the output shaft 13. The fourth shift tooth 411 and the fifth shift tooth 412 are spaced apart along the axial direction of the output shaft 13. For example, the second shift sleeve 40 includes a fifth shift gear, which is generally disc-shaped. The fifth shift tooth 412 is a tooth of the fifth shift gear. The fifth shift gear has a through hole. The output shaft 13 passes through the through hole. For example, a bearing is provided between the fifth shift gear and the output shaft 13. Rotation of the fifth shift tooth 412 does not directly drive rotation of the output shaft 13. Rotation of the output shaft 13 does not directly drive rotation of the fifth shift tooth 412. The fifth shift tooth 412 is connected to the first transmission gear 211. For example, the fifth shift gear is connected to the first transmission gear 211. The end surface of the fifth shift gear is fixedly connected to the end surface of the first transmission gear 211. The rotation of the first gear 211 can drive the fifth gear 412 to rotate.

[0144] The second shift sleeve 40 also includes a second movable member 414, which is movable in different positions to connect with different shift teeth respectively. The second movable member 414 is arranged on the output shaft 13 and can slide left and right. The second movable member 414 can optionally be connected with the fourth shift tooth 411 and the fifth shift tooth 412. The second movable member 414 can be connected with the fourth shift tooth 411. For example, the second movable member 414 can mesh with the fourth shift tooth 411. When the second movable member 414 is connected with the fourth shift tooth 411, the second movable member 414 does not rotate, the fourth shift tooth 411 does not rotate, and the output shaft 13 does not rotate.

[0145] The second moving member 414 can be connected to the fifth shift tooth 412. For example, the second moving member 414 can mesh with the fifth shift tooth 412. When the second moving member 414 is connected to the fifth shift tooth 412, the rotation of the fifth shift tooth 412 can drive the second moving member 414 to rotate, thereby driving the output shaft 13 to rotate through the fourth shift tooth 411.

[0146] The second shift sleeve 40 also includes a sixth shift tooth 413, which is loosely fitted onto the output shaft 13. For example, the second shift sleeve 40 includes a sixth shift gear, which is generally disc-shaped. The sixth shift tooth 413 is a tooth of the sixth shift gear. The sixth shift gear has a through hole. The output shaft 13 passes through the through hole. For example, a bearing is provided between the sixth shift gear and the output shaft 13. Rotation of the sixth shift tooth 413 does not directly drive rotation of the output shaft 13. Rotation of the output shaft 13 does not directly drive rotation of the sixth shift tooth 413. The sixth shift tooth 413 is connected to the second transmission gear 212. For example, the sixth shift gear is connected to the second transmission gear 212. The end surface of the sixth shift gear is fixedly connected to the end surface of the second transmission gear 212. Rotation of the second transmission gear 212 can drive rotation of the sixth shift tooth 413.

[0147] The second moving member 414 may be selectively connected to the fourth shift tooth 411, the fifth shift tooth 412 and the sixth shift tooth 413.

[0148] As an alternative implementation, the second moving member 414 is connected to the fourth shifting tooth 411.

[0149] In one optional implementation, the second moving member 414 is connected to both the fourth shift gear 411 and the fifth shift gear 412. Rotation of the fifth shift gear 412 can drive the second moving member 414 to rotate, thereby driving the fourth shift gear 411 to rotate, and in turn driving the output shaft 13 to rotate.

[0150] In one optional implementation, the second moving member 414 is connected to both the fourth shift gear 411 and the sixth shift gear 413. Rotation of the sixth shift gear 413 can drive the second moving member 414 to rotate, thereby driving the fourth shift gear 411 to rotate, and in turn driving the output shaft 13 to rotate.

[0151] The second moving member 414 is movable between different positions. The second moving member 414 is movable between a second empty position, a second left position, and a second right position. The second empty position is located between the second left position and the second right position along the axial direction of the output shaft 13. The second left position is closer to the second motor 12 than the second right position. The second moving member 414 located in the second empty position can move to the second left position. The second moving member 414 located in the second left position can move to the second empty position. The second moving member 414 located in the second empty position can move to the second right position. The second moving member 414 located in the second right position can move to the second empty position.

[0152] The second moving member 414, located in the second empty position, is connected to the fourth shift gear 411 to connect to the output shaft 13. The second moving member 414, located in the second empty position, is connected to the fourth shift gear 411. The second moving member 414, located in the second empty position, is only connected to the output shaft 13.

[0153] The second moving member 414, located in the second empty position, is spaced apart from the fifth shift gear 412. Rotation of the fifth shift gear 412 will not cause the second moving member 414, located in the second empty position, to rotate, nor will it cause the fourth shift gear 411 to rotate, thus reducing oil churning losses. The second moving member 414, located in the second empty position, is spaced apart from the sixth shift gear 413. Rotation of the sixth shift gear 413 will not cause the second moving member 414, located in the second empty position, to rotate, nor will it cause the fourth shift gear 411 to rotate. Rotation of the transmission gear 21 will not cause the second moving member 414, located in the second empty position, to rotate, nor will it cause the fourth shift gear 411 to rotate, thus reducing oil churning losses and reducing the drag losses of the first motor 11 and the second motor 12.

[0154] The second moving member 414, located in the second left position, connects the fourth shift gear 411 and the fifth shift gear 412. The second moving member 414 in the second left position meshes with the fourth shift gear 411. The second moving member 414 in the second left position meshes with the fifth shift gear 412. Rotation of the first transmission gear 211 drives the fifth shift gear 412 to rotate. Rotation of the fifth shift gear 412 drives the second moving member 414 in the second left position to rotate, which in turn drives the fourth shift gear 411 to rotate, thereby driving the output shaft 13 to rotate.

[0155] The second moving member 414, located in the second right position, connects the fourth shift gear 411 and the sixth shift gear 413. The second moving member 414 in the second right position meshes with the fourth shift gear 411. The second moving member 414 in the second right position meshes with the sixth shift gear 413. Rotation of the second transmission gear 212 drives the sixth shift gear 413 to rotate. Rotation of the sixth shift gear 413 drives the second moving member 414 in the second right position to rotate. The second moving member 414 in the second right position drives the fourth shift gear 411 to rotate, thereby driving the output shaft 13 to rotate.

[0156] As an optional implementation, the uninterrupted electric drive system 1 includes at least two second shift sleeves 40, which are spaced apart along the axial direction of the output shaft 13. For ease of distinction, the third shift sleeve 50 will be used hereinafter instead of the other second shift sleeve. The second shift sleeve 40 and the third shift sleeve 50 are spaced apart. The second shift sleeve 40 is located between the first shift sleeve 30 and the third shift sleeve 50. The second shift sleeve 40 is located between the first shift sleeve 30 and the third shift sleeve 50 along the axial direction of the output shaft 13. Of course, the uninterrupted electric drive system 1 may include a greater number of second shift sleeves 40, such as three, four, or five, which are spaced apart along the output shaft 13. For example, as Figure 28 As shown, the pure electric uninterrupted drive system 1 includes three second shift sleeves 40, which are spaced apart along the axial direction of the output shaft 13.

[0157] The uninterrupted electric drive system 1 further includes a third transmission gear 213, which is spaced apart from the second transmission gear 212. The second transmission gear 212 is located between the first transmission gear 211 and the third transmission gear 213. Preferably, an intermediate shaft 22 connects the first transmission gear 211 and the third transmission gear 213. Rotation of the first transmission gear 211 can drive the third transmission gear 213 to rotate. The intermediate shaft 22 also connects the second transmission gear 212 and the third transmission gear 213.

[0158] Furthermore, the uninterrupted electric drive system 1 also includes a seventh transmission gear 217, which meshes with a third transmission gear 213. The axial direction of the seventh transmission gear 217 is parallel to the axial direction of the output shaft 13. The seventh transmission gear 217 is connected to an intermediate shaft 22. The center of the seventh transmission gear 217 is fixedly connected to the intermediate shaft 22. Rotation of the intermediate shaft 22 can also drive the seventh transmission gear 217 to rotate. Rotation of the seventh transmission gear 217 can also drive the third transmission gear 213 to rotate.

[0159] The uninterrupted electric drive system 1 also includes two seventh gears 217, which are respectively connected to two intermediate shafts 22. The two seventh gears 217 are located on either side of a third gear 213. The third gear 213 meshes with both seventh gears 217 simultaneously. Rotation of the third gear 213 simultaneously drives the two seventh gears 217 to rotate, thereby driving the two intermediate shafts 22 to rotate.

[0160] The third shift sleeve 50 includes a seventh shift tooth 511, which is connected to the output shaft 13. The seventh shift tooth 511 is fixedly connected to the output shaft 13. The third shift sleeve 50 may include a seventh shift gear, which is generally disc-shaped. The seventh shift tooth 511 is a tooth of the seventh shift gear. The output shaft 13 is fixedly connected to the center of the seventh shift gear. Rotation of the seventh shift tooth 511 can drive the output shaft 13 to rotate.

[0161] The third shift sleeve 50 also includes an eighth shift tooth 512, which is loosely fitted onto the output shaft 13. For example, the third shift sleeve 50 includes an eighth shift gear, which is generally disc-shaped. The eighth shift tooth 512 is a tooth of the eighth shift gear. The eighth shift gear has a through hole. The output shaft 13 passes through the through hole. For example, a bearing is provided between the eighth shift gear and the output shaft 13. Rotation of the eighth shift tooth 512 does not directly drive the output shaft 13 to rotate. Rotation of the output shaft 13 does not directly drive the eighth shift tooth 512 to rotate. The eighth shift tooth 512 is connected to the third transmission gear 213. For example, the eighth shift gear is connected to the third transmission gear 213. The end surface of the eighth shift gear is fixedly connected to the end surface of the third transmission gear 213. Rotation of the third transmission gear 213 can drive the eighth shift tooth 512 to rotate.

[0162] The third shift sleeve 50 also includes a third moving member 514, which is movable in different positions to connect with different shift teeth respectively. The third moving member 514 is arranged on the output shaft 13 and can slide left and right. The third moving member 514 can optionally be connected with the seventh shift tooth 511 and the eighth shift tooth 512.

[0163] The third moving member 514 can be connected to the seventh shift gear 511. For example, the third moving member 514 can mesh with the seventh shift gear 511. When the third moving member 514 is connected to the seventh shift gear 511, the rotation of the third moving member 514 can drive the seventh shift gear 511 to rotate, thereby driving the output shaft 13 to rotate.

[0164] The third moving member 514 can be connected to the eighth shift tooth 512. For example, the third moving member 514 can mesh with the eighth shift tooth 512. When the third moving member 514 is connected to the eighth shift tooth 512, the eighth shift tooth 512 can drive the third moving member 514 to rotate.

[0165] The uninterrupted electric drive system 1 further includes a fourth gear 214, which is spaced apart from the second gear 212. The second gear 212 is located between the first gear 211 and the fourth gear 214. Preferably, an intermediate shaft 22 connects the first gear 211 and the fourth gear 214. Rotation of the first gear 211 can drive the fourth gear 214 to rotate. The intermediate shaft 22 also connects the second gear 212 and the fourth gear 214.

[0166] The uninterrupted electric drive system 1 also includes an eighth gear 218, which meshes with the fourth gear 214. The axial direction of the eighth gear 218 is parallel to the axial direction of the output shaft 13. The eighth gear 218 is connected to the intermediate shaft 22. The center of the eighth gear 218 is fixedly connected to the intermediate shaft 22. Rotation of the intermediate shaft 22 can also drive the eighth gear 218 to rotate.

[0167] The uninterrupted electric drive system 1 also includes two eighth gears 218, which are respectively connected to two intermediate shafts 22. The two eighth gears 218 are located on either side of the fourth gear 214. The fourth gear 214 meshes with both eighth gears 218 simultaneously. Rotation of the fourth gear 214 simultaneously drives the two eighth gears 218 to rotate, thereby driving the two intermediate shafts 22 to rotate.

[0168] The third shift sleeve 50 also includes a ninth shift tooth 513, which is loosely fitted onto the output shaft 13. For example, the third shift sleeve 50 includes a ninth shift gear, which is generally disc-shaped. The ninth shift tooth 513 is a tooth of the ninth shift gear. The ninth shift gear has a through hole. The output shaft 13 passes through the through hole. For example, a bearing is provided between the ninth shift gear and the output shaft 13. Rotation of the ninth shift tooth 513 does not directly drive the output shaft 13 to rotate. Rotation of the output shaft 13 does not directly drive the ninth shift tooth 513 to rotate. The ninth shift tooth 513 is connected to the fourth transmission gear 214. For example, the ninth shift gear is connected to the fourth transmission gear 214. The end surface of the ninth shift gear is fixedly connected to the end surface of the fourth transmission gear 214. Rotation of the fourth transmission gear 214 can drive the ninth shift tooth 513 to rotate.

[0169] The third moving member 514 may be selectively connected to the seventh shift tooth 511, the eighth shift tooth 512 and the ninth shift tooth 513.

[0170] As an alternative implementation, the third moving member 514 is connected to the seventh shift tooth 511.

[0171] In one optional implementation, the third moving member 514 is connected to both the seventh shift gear 511 and the eighth shift gear 512. Rotation of the eighth shift gear 512 can drive the third moving member 514 to rotate, thereby driving the seventh shift gear 511 to rotate, and in turn driving the output shaft 13 to rotate.

[0172] In one optional implementation, the third moving member 514 is connected to both the seventh shift gear 511 and the ninth shift gear 513. Rotation of the ninth shift gear 513 can drive the third moving member 514 to rotate, thereby driving the seventh shift gear 511 to rotate, and in turn driving the output shaft 13 to rotate.

[0173] The third moving member 514 is movable between different positions. The third moving member 514 is movable between a third empty position, a third left position, and a third right position. The third empty position is located between the third left position and the third right position along the axial direction of the output shaft 13. The third left position is closer to the second motor 12 than the third right position. The third moving member 514 located in the third empty position can move to the third left position. The third moving member 514 located in the third left position can move to the third empty position. The third moving member 514 located in the third empty position can move to the third right position. The third moving member 514 located in the third right position can move to the third empty position.

[0174] The third moving member 514, located in the third empty position, is connected to the seventh shift gear 511 to connect to the output shaft 13. The third moving member 514, located in the third empty position, is only connected to the seventh shift gear 511. The third moving member 514, located in the third empty position, is only connected to the output shaft 13.

[0175] The third moving member 514, located in the third empty position, is spaced apart from the eighth shift gear 512. Rotation of the eighth shift gear 512 will not cause the third moving member 514, located in the third empty position, to rotate, nor will it cause the seventh shift gear 511 to rotate, thus reducing oil churning losses. The third moving member 514, located in the third empty position, is spaced apart from the ninth shift gear 513. Rotation of the ninth shift gear 513 will not cause the third moving member 514, located in the third empty position, to rotate, nor will it cause the seventh shift gear 511 to rotate. Rotation of the transmission gear 21 will not cause the third moving member 514, located in the third empty position, to rotate, nor will it cause the seventh shift gear 511 to rotate, thus reducing oil churning losses and reducing the drag losses of the first motor 11 and the second motor 12.

[0176] The third moving member 514, located in the third left position, connects the seventh shift gear 511 and the eighth shift gear 512. The third moving member 514 in the third left position meshes with the seventh shift gear 511. The third moving member 514 in the third left position meshes with the eighth shift gear 512. Rotation of the third transmission gear 213 drives the eighth shift gear 512 to rotate. Rotation of the eighth shift gear 512 drives the third moving member 514 in the third left position to rotate. The third moving member 514 in the third left position drives the seventh shift gear 511 to rotate, thereby driving the output shaft 13 to rotate.

[0177] The third moving member 514, located in the third right position, connects the seventh shift gear 511 and the ninth shift gear 513. The third moving member 514 in the third right position meshes with the seventh shift gear 511. The third moving member 514 in the third right position meshes with the ninth shift gear 513. Rotation of the second gear can drive the ninth shift gear 513. Rotation of the ninth shift gear 513 can drive the third moving member 514 in the third right position to rotate. The third moving member 514 in the third right position can drive the seventh shift gear 511 to rotate, thereby driving the output shaft 13 to rotate.

[0178] Combination Figure 2 and Figure 3 As shown, the uninterrupted electric drive system 1 is in the first mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third right position. The uninterrupted electric drive system 1 is in first gear. At this time, the gear shifting action of the uninterrupted electric drive system 1 is uninterrupted. Thus, the problem of power interruption during gear shifting is solved by applying multi-source power drive.

[0179] The first moving member 314 located in the first left position is connected to the first shift tooth 311, the first moving member 314 located in the first left position is connected to the second shift tooth 312, and the first moving member 314 located in the first left position is spaced apart from the third shift tooth 313. The second moving member 414 located in the second empty position is connected to the fourth shift tooth 411, the second moving member 414 located in the second empty position is spaced apart from the fifth shift tooth 412, and the second moving member 414 located in the second empty position is spaced apart from the sixth shift tooth 413. The third moving member 514 located in the third right position is connected to the seventh shift tooth 511, the third moving member 514 located in the third right position is spaced apart from the eighth shift tooth 512, and the third moving member 514 located in the third right position is connected to the ninth shift tooth 513.

[0180] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the output shaft 13 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first left position to rotate. The first moving member 314 located in the first left position drives the first shift gear 311 to rotate, and the rotation of the first shift gear 311 drives the output shaft 13 to rotate.

[0181] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the third shift sleeve 50. The rotation of the second input shaft 121 drives the second reduction drive gear 711, which in turn drives the second reduction driven gear 712. The rotation of the second reduction driven gear 712 drives the first transmission gear 211. The rotation of the first transmission gear 211 drives the fifth transmission gear 215, which in turn drives the intermediate shaft 22. The rotation of the intermediate shaft 22 drives the eighth transmission gear 218, which in turn drives the fourth transmission gear 214. The rotation of the fourth transmission gear 214 drives the ninth shift gear 513, which in turn drives the third moving member 514 located in the third right position. The rotation of the third moving member 514 in the third right position drives the seventh shift gear 511, which in turn drives the output shaft 13 to rotate.

[0182] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0183] Combination Figure 4 and Figure 5 As shown, the uninterrupted electric drive system 1 is in the second mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third left position. The uninterrupted electric drive system 1 is in second gear. At this time, the gear shifting action of the uninterrupted electric drive system 1 is uninterrupted. Thus, the problem of power interruption during gear shifting is solved by applying multi-source power drive.

[0184] The first moving member 314 located in the first left position is connected to the first shift tooth 311, the first moving member 314 located in the first left position is connected to the second shift tooth 312, and the first moving member 314 located in the first left position is spaced apart from the third shift tooth 313. The second moving member 414 located in the second empty position is connected to the fourth shift tooth 411, the second moving member 414 located in the second empty position is spaced apart from the fifth shift tooth 412, and the second moving member 414 located in the second empty position is spaced apart from the sixth shift tooth 413. The third moving member 514 located in the third left position is connected to the seventh shift tooth 511, the third moving member 514 located in the third left position is connected to the eighth shift tooth 512, and the third moving member 514 located in the third left position is spaced apart from the ninth shift tooth 513.

[0185] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the output shaft 13 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first left position to rotate. The first moving member 314 located in the first left position drives the first shift gear 311 to rotate, and the rotation of the first shift gear 311 drives the output shaft 13 to rotate.

[0186] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the third shift sleeve 50. The rotation of the second input shaft 121 drives the second reduction drive gear 711, which in turn drives the second reduction driven gear 712. The rotation of the second reduction driven gear 712 drives the first transmission gear 211. The rotation of the first transmission gear 211 drives the fifth transmission gear 215, which in turn drives the intermediate shaft 22. The rotation of the intermediate shaft 22 drives the seventh transmission gear 217, which in turn drives the third transmission gear 213. The rotation of the third transmission gear 213 drives the eighth shift gear 512, which in turn drives the third moving member 514 located in the third left position. The rotation of the third moving member 514 in the third left position drives the seventh shift gear 511, which in turn drives the output shaft 13 to rotate.

[0187] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0188] like Figure 6 and Figure 7 As shown, the uninterrupted electric drive system 1 is in the third mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second right position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in third gear. At this time, the gear shifting action of the uninterrupted electric drive system 1 is uninterrupted. Thus, the problem of power interruption during gear shifting is solved by applying multi-source power drive.

[0189] The first moving member 314 located in the first left position is connected to the first shift tooth 311, the first moving member 314 located in the first left position is connected to the second shift tooth 312, and the first moving member 314 located in the first left position is spaced apart from the third shift tooth 313. The second moving member 414 located in the second right position is connected to the fourth shift tooth 411, the second moving member 414 located in the second right position is spaced apart from the fifth shift tooth 412, and the second moving member 414 located in the second right position is connected to the sixth shift tooth 413. The third moving member 514 located in the third empty position is connected to the seventh shift tooth 511, the third moving member 514 located in the third empty position is spaced apart from the eighth shift tooth 512, and the third moving member 514 located in the third empty position is spaced apart from the ninth shift tooth 513.

[0190] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the output shaft 13 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first left position to rotate. The first moving member 314 located in the first left position drives the first shift gear 311 to rotate, and the rotation of the first shift gear 311 drives the output shaft 13 to rotate.

[0191] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the sixth transmission gear 216 to rotate, which in turn drives the second transmission gear 212 to rotate. The rotation of the second transmission gear 212 drives the sixth shift gear 413 to rotate, which in turn drives the second moving member 414 located in the second right position to rotate. The rotation of the second moving member 414 located in the second right position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0192] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0193] like Figure 8 and Figure 9 As shown, the uninterrupted electric drive system 1 is in the fourth mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second left position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in fourth gear. At this time, the gear shifting action of the uninterrupted electric drive system 1 is uninterrupted. Thus, the problem of power interruption during gear shifting is solved by applying multi-source power drive.

[0194] The first moving member 314 located in the first left position is connected to the first shift tooth 311, the first moving member 314 located in the first left position is connected to the second shift tooth 312, and the first moving member 314 located in the first left position is spaced apart from the third shift tooth 313. The second moving member 414 located in the second left position is connected to the fourth shift tooth 411, the second moving member 414 located in the second left position is connected to the fifth shift tooth 412, and the second moving member 414 located in the second left position is spaced apart from the sixth shift tooth 413. The third moving member 514 located in the third empty position is connected to the seventh shift tooth 511, the third moving member 514 located in the third empty position is spaced apart from the eighth shift tooth 512, and the third moving member 514 located in the third empty position is spaced apart from the ninth shift tooth 513.

[0195] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the output shaft 13 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first left position to rotate. The first moving member 314 located in the first left position drives the first shift gear 311 to rotate, and the rotation of the first shift gear 311 drives the output shaft 13 to rotate.

[0196] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth shift gear 412 to rotate. The rotation of the fifth shift gear 412 drives the second moving member 414 located in the second left position to rotate. The rotation of the second moving member 414 located in the second left position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0197] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0198] like Figure 10 and Figure 11 As shown, in the fifth mode, the uninterrupted electric drive system 1 operates with the first motor 11 active and the second motor 12 inactive. The first moving component 314 is in the first left position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in a mode where the first motor 11 is active and the second motor 12 is disengaged. That is, the uninterrupted electric drive system 1 is in a single-motor operation mode.

[0199] The first moving member 314 located in the first left position is connected to the first shift tooth 311, the first moving member 314 located in the first left position is connected to the second shift tooth 312, and the first moving member 314 located in the first left position is spaced apart from the third shift tooth 313. The second moving member 414 located in the second empty position is connected to the fourth shift tooth 411, the second moving member 414 located in the second empty position is spaced apart from the fifth shift tooth 412, and the second moving member 414 located in the second empty position is spaced apart from the sixth shift tooth 413. The third moving member 514 located in the third empty position is connected to the seventh shift tooth 511, the third moving member 514 located in the third empty position is spaced apart from the eighth shift tooth 512, and the third moving member 514 located in the third empty position is spaced apart from the ninth shift tooth 513.

[0200] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the output shaft 13 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first left position to rotate. The first moving member 314 located in the first left position drives the first shift gear 311 to rotate, and the rotation of the first shift gear 311 drives the output shaft 13 to rotate.

[0201] Therefore, when the first motor 11 is working, the second motor 12 is not working, reducing the drag loss of the second motor 12. The first motor 11 is directly connected to the output shaft 13 through the first reduction mechanism 60 (first-stage reduction gear). The gear shift transmission is a direct drive, and the shift gear 21 does not rotate, eliminating gear churning losses and resulting in high transmission efficiency. The second motor 12 is disengaged from the shift mechanism, eliminating idling drag losses. When operating in direct drive, the transmission path references multiple gears, resulting in high efficiency.

[0202] The first motor 11 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11. The energy recovery path of the first motor 11 is opposite to the power transmission path.

[0203] like Figure 12 and Figure 13 As shown, the uninterrupted electric drive system 1 is in the sixth mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first right position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third right position. The uninterrupted electric drive system 1 is in first gear. At this time, the gear shifting action of the uninterrupted electric drive system 1 is interrupted.

[0204] The first moving member 314, located in the first right position, is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and connected to the third shift tooth 313. The second moving member 414, located in the second empty position, is connected to the fourth shift tooth 411, spaced apart from the fifth shift tooth 412, and spaced apart from the sixth shift tooth 413. The third moving member 514, located in the third right position, is connected to the seventh shift tooth 511, spaced apart from the eighth shift tooth 512, and connected to the ninth shift tooth 513.

[0205] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the transmission gear 21 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first right position to rotate. The first moving member 314 located in the first right position drives the third shift gear 313 to rotate, which in turn drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the eighth transmission gear 218 to rotate, which in turn drives the fourth transmission gear 214 to rotate. The rotation of the fourth transmission gear 214 drives the ninth shift gear 513 to rotate, which in turn drives the third moving member 514 located in the third right position to rotate. The rotation of the third moving component 514, located in the third right position, can drive the seventh shift gear 511 to rotate, thereby driving the output shaft 13 to rotate.

[0206] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the third shift sleeve 50. The rotation of the second input shaft 121 drives the second reduction drive gear 711, which in turn drives the second reduction driven gear 712. The rotation of the second reduction driven gear 712 drives the first transmission gear 211. The rotation of the first transmission gear 211 drives the fifth transmission gear 215, which in turn drives the intermediate shaft 22. The rotation of the intermediate shaft 22 drives the eighth transmission gear 218, which in turn drives the fourth transmission gear 214. The rotation of the fourth transmission gear 214 drives the ninth shift gear 513, which in turn drives the third moving member 514 located in the third right position. The rotation of the third moving member 514 in the third right position drives the seventh shift gear 511, which in turn drives the output shaft 13 to rotate.

[0207] The power output from the first motor 11 and the power output from the second motor 12 are coupled at the first transmission gear 211. The power from the first motor 11 and the second motor 12 is added together at the first transmission gear 211. After coupling at the first transmission gear 211, the power from the first motor 11 and the second motor 12 is transmitted to the output shaft to output greater power. Both the first motor 11 and the second motor 12 are in operation, and the pure electric heavy truck drive system can work under the joint drive of the first motor 11 and the second motor 12. The output shaft is connected to the drive wheel, and the output shaft can drive the drive wheel to rotate, thereby enabling the vehicle to move in the sixth mode.

[0208] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0209] like Figure 14 and Figure 15 As shown, the uninterrupted electric drive system 1 is in the seventh mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first right position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third left position. The uninterrupted electric drive system 1 is in second gear. At this time, the shifting action of the uninterrupted electric drive system 1 is interrupted.

[0210] The first moving member 314, located in the first right position, is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and connected to the third shift tooth 313. The second moving member 414, located in the second empty position, is connected to the fourth shift tooth 411, spaced apart from the fifth shift tooth 412, and spaced apart from the sixth shift tooth 413. The third moving member 514, located in the third left position, is connected to the seventh shift tooth 511, connected to the eighth shift tooth 512, and spaced apart from the ninth shift tooth 513.

[0211] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the transmission gear 21 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first right position to rotate. The first moving member 314 located in the first right position drives the third shift gear 313 to rotate, which in turn drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the seventh transmission gear 217 to rotate, which in turn drives the third transmission gear 213 to rotate. The rotation of the third transmission gear 213 drives the eighth shift gear 512 to rotate, which in turn drives the third moving member 514 located in the third right position to rotate. The rotation of the third moving component 514, located in the third right position, can drive the seventh shift gear 511 to rotate, thereby driving the output shaft 13 to rotate.

[0212] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the third shift sleeve 50. The rotation of the second input shaft 121 drives the second reduction drive gear 711, which in turn drives the second reduction driven gear 712. The rotation of the second reduction driven gear 712 drives the first transmission gear 211. The rotation of the first transmission gear 211 drives the fifth transmission gear 215, which in turn drives the intermediate shaft 22. The rotation of the intermediate shaft 22 drives the seventh transmission gear 217, which in turn drives the third transmission gear 213. The rotation of the third transmission gear 213 drives the eighth shift gear 512, which in turn drives the third moving member 514 located in the third left position. The rotation of the third moving member 514 in the third left position drives the seventh shift gear 511, which in turn drives the output shaft 13 to rotate.

[0213] The power output from the first motor 11 and the power output from the second motor 12 are coupled at the first transmission gear 211. The power from the first motor 11 and the second motor 12 is added together at the first transmission gear 211. After coupling at the first transmission gear 211, the power from the first motor 11 and the second motor 12 is transmitted to the output shaft to output greater power. Both the first motor 11 and the second motor 12 are in operation, and the pure electric heavy truck drive system can work under the joint drive of the first motor 11 and the second motor 12. The output shaft is connected to the drive wheel, and the output shaft can drive the drive wheel to rotate, thereby enabling the vehicle to move in the sixth mode.

[0214] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0215] like Figure 16 and Figure 17 As shown, the uninterrupted electric drive system 1 is in the eighth mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first right position, the second moving component 414 is in the second right position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in third gear. At this time, the gear shifting action of the uninterrupted electric drive system 1 is interrupted.

[0216] The first moving member 314, located in the first right position, is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and connected to the third shift tooth 313. The second moving member 414, located in the second right position, is connected to the fourth shift tooth 411, spaced apart from the fifth shift tooth 412, and connected to the sixth shift tooth 413. The third moving member 514, located in the third empty position, is connected to the seventh shift tooth 511, spaced apart from the eighth shift tooth 512, and spaced apart from the ninth shift tooth 513.

[0217] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the transmission gear 21 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first right position to rotate. The first moving member 314 located in the first right position drives the third shift gear 313 to rotate, which in turn drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the sixth transmission gear 216 to rotate, which in turn drives the second transmission gear 212 to rotate. The rotation of the second transmission gear 212 drives the sixth shift gear 413 to rotate, which in turn drives the second moving member 414 located in the second right position to rotate. The rotation of the second moving component 414, located in the second right position, can drive the fourth shift gear 411 to rotate, thereby driving the output shaft 13 to rotate.

[0218] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the sixth transmission gear 216 to rotate, which in turn drives the second transmission gear 212 to rotate. The rotation of the second transmission gear 212 drives the sixth shift gear 413 to rotate, which in turn drives the second moving member 414 located in the second right position to rotate. The rotation of the second moving member 414 located in the second right position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0219] The power output from the first motor 11 and the power output from the second motor 12 are coupled at the first transmission gear 211. The power from the first motor 11 and the second motor 12 is added together at the first transmission gear 211. After coupling at the first transmission gear 211, the power from the first motor 11 and the second motor 12 is transmitted to the output shaft to output greater power. Both the first motor 11 and the second motor 12 are in operation, and the pure electric heavy truck drive system can work under the joint drive of the first motor 11 and the second motor 12. The output shaft is connected to the drive wheel, and the output shaft can drive the drive wheel to rotate, thereby enabling the vehicle to move in the sixth mode.

[0220] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0221] like Figure 18 and Figure 19 The uninterrupted electric drive system 1 is in the ninth mode, with both the first motor 11 and the second motor 12 operating. The first moving component 314 is in the first right position, the second moving component 414 is in the second left position, and the third moving component 514 is in the third neutral position. The uninterrupted electric drive system 1 is in fourth gear. At this time, the shifting action of the uninterrupted electric drive system 1 is interrupted.

[0222] The first moving member 314 located in the first right position is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and connected to the third shift tooth 313. The second moving member 414 located in the second left position is connected to the fourth shift tooth 411, connected to the fifth shift tooth 412, and spaced apart from the sixth shift tooth 413. The third moving member 514 located in the third empty position is connected to the seventh shift tooth 511, spaced apart from the eighth shift tooth 512, and spaced apart from the ninth shift tooth 513.

[0223] The first motor 11 operates, causing the first input shaft 111 to rotate. The first input shaft 111 drives the transmission gear 21 to rotate via the first shift sleeve 30. The rotation of the first input shaft 111 drives the first reduction drive gear 611 to rotate, which in turn drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 drives the second shift gear 312 to rotate, which in turn drives the first moving member 314 located in the first right position to rotate. The first moving member 314 located in the first right position drives the third shift gear 313 to rotate, which in turn drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth shift gear 412 to rotate. The rotation of the fifth shift gear 412 drives the second moving member 414 located in the second left position to rotate. The rotation of the second moving member 414 located in the second left position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0224] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth shift gear 412 to rotate. The rotation of the fifth shift gear 412 drives the second moving member 414 located in the second left position to rotate. The rotation of the second moving member 414 located in the second left position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0225] The power output from the first motor 11 and the power output from the second motor 12 are coupled at the second shift sleeve 40. The power from the first motor 11 and the second motor 12 is added together at the first transmission gear 211. After coupling at the first transmission gear 211, the power from the first motor 11 and the second motor 12 is transmitted to the output shaft to output greater power. Both the first motor 11 and the second motor 12 are in operation, and the pure electric heavy truck drive system can work under the joint drive of the first motor 11 and the second motor 12. The output shaft is connected to the drive wheel, and the output shaft can drive the drive wheel to rotate, thereby enabling the vehicle to move in the sixth mode.

[0226] The first motor 11 and the second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the first motor 11 and the second motor 12. The energy recovery path of the first motor 11 is opposite to its power transmission path. The energy recovery path of the second motor 12 is opposite to its power transmission path.

[0227] like Figure 20 and Figure 21 As shown, in the tenth mode, the uninterrupted electric drive system 1 is in operation, with the first motor 11 not working and the second motor 12 working. The first moving component 314 is in the first empty position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third right position. The uninterrupted electric drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is working. That is, the uninterrupted electric drive system 1 is in a single-motor working mode.

[0228] The first moving member 314 in the first empty position is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and spaced apart from the third shift tooth 313. The second moving member 414 in the second empty position is connected to the fourth shift tooth 411, spaced apart from the fifth shift tooth 412, and spaced apart from the sixth shift tooth 413. The third moving member 514 in the third right position is connected to the seventh shift tooth 511, spaced apart from the eighth shift tooth 512, and connected to the ninth shift tooth 513.

[0229] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the eighth transmission gear 218 to rotate, which in turn drives the fourth transmission gear 214 to rotate. The rotation of the fourth transmission gear 214 drives the ninth shift gear 513 to rotate, which in turn drives the third moving member 514 located in the third right position to rotate. The rotation of the third moving member 514 located in the third right position drives the seventh shift gear 511 to rotate, which in turn drives the output shaft 13 to rotate.

[0230] Therefore, when the second motor 12 is working, the first motor 11 is not working, reducing the drag loss of the first motor 11. The first motor 11 is disengaged from the transmission mechanism, and the first motor 11 has no idling drag loss.

[0231] The second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the second motor 12. The energy recovery path of the second motor 12 is the opposite of the power transmission path.

[0232] like Figure 22 and Figure 23 As shown, the uninterrupted electric drive system 1 is in its eleventh mode, with the first motor 11 inactive and the second motor 12 active. The first moving component 314 is in the first empty position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third left position. The uninterrupted electric drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is active. That is, the uninterrupted electric drive system 1 is in a single-motor active mode.

[0233] The first moving member 314, located in the first empty position, is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and spaced apart from the third shift tooth 313. The second moving member 414, located in the second empty position, is connected to the fourth shift tooth 411, spaced apart from the fifth shift tooth 412, and spaced apart from the sixth shift tooth 413. The third moving member 514, located in the third left position, is connected to the seventh shift tooth 511, connected to the eighth shift tooth 512, and spaced apart from the ninth shift tooth 513.

[0234] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the third shift sleeve 50. The rotation of the second input shaft 121 drives the second reduction drive gear 711, which in turn drives the second reduction driven gear 712. The rotation of the second reduction driven gear 712 drives the first transmission gear 211. The rotation of the first transmission gear 211 drives the fifth transmission gear 215, which in turn drives the intermediate shaft 22. The rotation of the intermediate shaft 22 drives the seventh transmission gear 217, which in turn drives the third transmission gear 213. The rotation of the third transmission gear 213 drives the eighth shift gear 512, which in turn drives the third moving member 514 located in the third left position. The rotation of the third moving member 514 in the third left position drives the seventh shift gear 511, which in turn drives the output shaft 13 to rotate.

[0235] Therefore, when the second motor 12 is working, the first motor 11 is not working, reducing the drag loss of the first motor 11. The first motor 11 is disengaged from the transmission mechanism, and the first motor 11 has no idling drag loss.

[0236] The second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the second motor 12. The energy recovery path of the second motor 12 is the opposite of the power transmission path.

[0237] like Figure 24 and Figure 25As shown, in the twelfth mode, the uninterrupted electric drive system 1 is inactive, while the second motor 12 is active. The first moving component 314 is in the first empty position, the second moving component 414 is in the second right position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is active. That is, the uninterrupted electric drive system 1 is in a single-motor operation mode.

[0238] The first moving member 314 in the first empty position is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and spaced apart from the third shift tooth 313. The second moving member 414 in the second right position is connected to the fourth shift tooth 411, spaced apart from the fifth shift tooth 412, and connected to the sixth shift tooth 413. The third moving member 514 in the third empty position is connected to the seventh shift tooth 511, spaced apart from the eighth shift tooth 512, and spaced apart from the ninth shift tooth 513.

[0239] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth transmission gear 215 to rotate, which in turn drives the intermediate shaft 22 to rotate. The rotation of the intermediate shaft 22 drives the sixth transmission gear 216 to rotate, which in turn drives the second transmission gear 212 to rotate. The rotation of the second transmission gear 212 drives the sixth shift gear 413 to rotate, which in turn drives the second moving member 414 located in the second right position to rotate. The rotation of the second moving member 414 located in the second right position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0240] Therefore, when the second motor 12 is working, the first motor 11 is not working, reducing the drag loss of the first motor 11. The first motor 11 is disengaged from the transmission mechanism, and the first motor 11 has no idling drag loss.

[0241] The second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the second motor 12. The energy recovery path of the second motor 12 is the opposite of the power transmission path.

[0242] like Figure 26and Figure 27 As shown, the uninterrupted electric drive system 1 is in its thirteenth mode, with the first motor 11 inactive and the second motor 12 active. The first moving component 314 is in the first empty position, the second moving component 414 is in the second left position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is active. That is, the uninterrupted electric drive system 1 is in a single-motor active mode.

[0243] The first moving member 314 in the first empty position is spaced apart from the first shift tooth 311, connected to the second shift tooth 312, and spaced apart from the third shift tooth 313. The second moving member 414 in the second left position is connected to the fourth shift tooth 411, connected to the fifth shift tooth 412, and spaced apart from the sixth shift tooth 413. The third moving member 514 in the third empty position is connected to the seventh shift tooth 511, spaced apart from the eighth shift tooth 512, and spaced apart from the ninth shift tooth 513.

[0244] The second motor 12 operates, causing the second input shaft 121 to rotate. The second input shaft 121 drives the output shaft 13 to rotate via the second shift sleeve 40. The rotation of the second input shaft 121 drives the second reduction drive gear 711 to rotate, which in turn drives the second reduction driven gear 712 to rotate. The rotation of the second reduction driven gear 712 drives the first transmission gear 211 to rotate. The rotation of the first transmission gear 211 drives the fifth shift gear 412 to rotate. The rotation of the fifth shift gear 412 drives the second moving member 414 located in the second left position to rotate. The rotation of the second moving member 414 located in the second left position drives the fourth shift gear 411 to rotate, which in turn drives the output shaft 13 to rotate.

[0245] Therefore, when the second motor 12 is working, the first motor 11 is not working, reducing the drag loss of the first motor 11. The first motor 11 is disengaged from the transmission mechanism, and the first motor 11 has no idling drag loss.

[0246] The second motor 12 can also convert the vehicle's mechanical energy into electrical energy, achieving energy recovery. The uninterrupted electric drive system can recover energy to the second motor 12. The energy recovery path of the second motor 12 is the opposite of the power transmission path.

[0247] The first motor 11 and the second motor 12 can transmit power to the transmission mechanism through different paths. Both the first motor 11 and the second motor 12 can be high-speed, low-torque motors, reducing motor costs. The first motor 11 and the second motor 12 input power to the transmission mechanism through different paths. When one motor is driving the transmission, the other motor can intervene as an auxiliary power source to connect the power supply, achieving uninterrupted power shifting. The pure electric uninterrupted drive system of this application can achieve independent drive of single or dual motors, providing flexible control. The non-working motor can be disengaged from the transmission gear 21 to avoid dragging losses.

[0248] The pure electric uninterrupted drive system of this application can realize a variety of single motor or dual motor working modes, including dual motor four-speed uninterrupted power mode, single motor one-speed mode (e.g., M1 single motor working, M2 motor disengaged), dual motor four-speed power interruption mode, and single motor four-speed mode (e.g., M2 single motor working, M1 motor disengaged).

[0249] Dual-motor four-speed uninterrupted power mode: When two high-speed motors (first motor 11 and second motor 12) work simultaneously, the first moving component 314 of the first shift sleeve 30 slides to the left. By adjusting the different positions of the second shift sleeve 40 and the third shift sleeve 50, the first motor 11 can drive the power path to output one transmission ratio, which is combined with the second motor 12 to output four transmission ratios. These four transmission ratios are then combined in a regular pattern to form a set of four uninterrupted power transmission ratios.

[0250] Single-motor, single-gear mode (M1 motor operates, M2 motor disengaged): With the first shift sleeve 30 and the third shift sleeve 50 in neutral, adjusting the position of the first shift sleeve 30 allows the first motor 11 to be directly connected to the output shaft 13 via a single-stage reduction gear. Simultaneously, this gear transmission is a direct drive, and the gears in the transmission section do not rotate, eliminating gear churning losses and resulting in high transmission efficiency. Furthermore, it allows disengagement of the motor from the transmission mechanism, eliminating idling drag losses for the second motor 12.

[0251] Dual-motor four-speed power interruption mode: When two high-speed motors (first motor 11 and second motor 12) work simultaneously, the first moving component 314 of the first shift sleeve 30 slides to the right. By adjusting the different positions of the second shift sleeve 40 and the third shift sleeve 50, the four transmission ratios generated by the first motor 11 driving power path and the four transmission ratios generated by the second motor 12 driving power path can be combined in a regular manner to form a set of four power interruption transmission ratios.

[0252] Single motor four-speed mode (M2 single motor working, M1 motor disengaged): With the first shift sleeve 30 in neutral, by adjusting the different positions of the second shift sleeve 40 and the third shift sleeve 50, the second motor 12 can be driven by combining four transmission ratios, which can disengage the motor from the transmission mechanism, and the first motor 11 has no idling drag loss.

[0253] When both the first shift sleeve 30 and the second shift sleeve 40 are in the neutral position, the transmission mechanism is in neutral. The transmission paths and sleeve positions for other gears are shown in the table below.

[0254]

[0255] In the table above, "M1" refers to the first motor 11. "M2" refers to the second motor 12. "Gear ratio" is the ratio of the number of teeth between two meshing gears. Gear ratio "i1" is the ratio of the number of teeth between the first reduction drive gear 611 and the first reduction driven gear 612. The first reduction drive gear 611 and the first reduction driven gear 612 have different numbers of teeth to adjust speed and torque. Gear ratio "i2" is the ratio of the number of teeth between the second reduction drive gear 711 and the second reduction driven gear 712. The second reduction drive gear 711 and the second reduction driven gear 712 have different numbers of teeth to adjust speed and torque. Gear ratio "i3" is the ratio of the number of teeth between the first transmission gear 211 and the fifth transmission gear 215. The first transmission gear 211 and the fifth transmission gear 215 have different numbers of teeth to adjust speed and torque. Gear ratio "i4" is the ratio of the number of teeth between the second transmission gear 212 and the sixth transmission gear 216. The second gear 212 and the sixth gear 216 have different numbers of teeth to adjust speed and torque. Gear ratio "i5" is the ratio of the number of teeth between the third gear 213 and the seventh gear 217. The third gear 213 and the seventh gear 217 have different numbers of teeth to adjust speed and torque. Gear ratio "i6" is the ratio of the number of teeth between the fourth gear 214 and the eighth gear 218. The fourth gear 214 and the eighth gear 218 have different numbers of teeth to adjust speed and torque.

[0256] The checkmark below indicates that the two gears with the corresponding gear ratio in that column participate in power transmission. The blank space below indicates that the two gears with the corresponding gear ratio in that column do not participate in power transmission. For example, the checkmark below i1 in the table indicates that the first reduction drive gear 611 and the first reduction driven gear 612 participate in power output.

[0257] "C1" refers to the first shift sleeve 30. The "←" below C1 indicates that the first moving member 314 is in the first left position. The "→" below C1 indicates that the first moving member 314 is in the first right position. The "empty" below C1 indicates that the first moving member 314 is in the first empty position.

[0258] "C2" refers to the second shift sleeve 40. The "←" below C2 indicates that the second moving member 414 is in the second left position. The "→" below C2 indicates that the second moving member 414 is in the second right position. The "empty" below C2 indicates that the second moving member 414 is in the second empty position.

[0259] "C3" refers to the third shift slide 50. The "←" below C3 indicates that the third moving component 514 is in the third left position. The "→" below C3 indicates that the third moving component 514 is in the third right position. The "empty" below C3 indicates that the third moving component 514 is in the third empty position.

[0260] In the section on "transmission ratio and path", transmission ratio refers to the sum of the ratios of all gears. Path refers to the different structural operations under different modes.

[0261] For example, a motor transmits power through a series power transmission path. The total transmission ratio is equal to the product of the individual transmission ratios of each stage, and the transmission ratio is usually represented by i. The individual transmission ratios of each stage are also the ratio of the number of teeth of each gear (hereinafter referred to as gear ratio). When the pure electric uninterrupted drive system has n stages of transmission, the gear ratios of each stage are represented by i1, i2, ..., in, respectively. Then the total transmission ratio i = i1 × i2 × ... in. The first motor 11 and the second motor 12 can obtain different transmission ratios through different power transmission paths.

[0262] "Working mode" refers to the working state of the first motor 11 and the second motor 12.

[0263] "Gear" refers to the multiple modes of the pure electric uninterrupted drive system 1, namely 1st, 2nd, 2E, 3rd, 4th, 4S, 4E and 4D gears.

[0264] "1st" refers to the first mode of the uninterrupted electric drive system 1, in which both the first motor 11 and the second motor 12 are operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third right position. The uninterrupted electric drive system 1 is in first gear.

[0265] In "1st" mode, both the first motor 11 and the second motor 12 are operational. The power output of the first motor 11 is transmitted via "i1". The transmission ratio i of the first motor 11 is i = i1. The power output of the second motor 12 is transmitted via "i2", "i3", and "i6". The transmission ratio i of the second motor 12 is i = i2 × i3 × i6.

[0266] "2nd" refers to the second mode of the uninterrupted electric drive system 1, in which both the first motor 11 and the second motor 12 are operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third left position. The uninterrupted electric drive system 1 is in second gear.

[0267] In "2nd" mode, both the first motor 11 and the second motor 12 are operational. The power output from the first motor 11 is transmitted via "i1". The transmission ratio i of the first motor 11 is i = i1. The power output from the second motor 12 is transmitted via "i2", "i3", and "i5". The transmission ratio i of the second motor 12 is i = i2 × i3 × i5.

[0268] "3rd" refers to the third mode of the uninterrupted electric drive system 1, in which both the first motor 11 and the second motor 12 are operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second right position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in the third gear.

[0269] In the "3rd" mode, both the first motor 11 and the second motor 12 are operational. The power output from the first motor 11 is transmitted via "i1". The transmission ratio i of the first motor 11 is i = i1. The power output from the second motor 12 is transmitted via "i2", "i3", and "i4". The transmission ratio i of the second motor 12 is i = i2 × i3 × i4.

[0270] "4th" refers to the fourth mode of the uninterrupted electric drive system 1, in which both the first motor 11 and the second motor 12 are operating. The first moving component 314 is in the first left position, the second moving component 414 is in the second left position, and the third moving component 514 is in the third empty position. The uninterrupted electric drive system 1 is in fourth gear.

[0271] In "4th" mode, both the first motor 11 and the second motor 12 are operational. The power output from the first motor 11 is transmitted via "i1". The transmission ratio of the first motor 11 is i = i1. The power output from the second motor 12 is transmitted via "i2". The transmission ratio of the second motor 12 is i = i2.

[0272] "4S" refers to the fifth mode of the uninterrupted electric drive system 1, in which the first motor 11 is working and the second motor 12 is not working. The first moving component 314 is located in the first left position, the second moving component 414 is located in the second empty position, and the third moving component 514 is located in the third empty position.

[0273] In "4S" mode, the first motor 11 is working, and the second motor 12 is not working. The power output by the first motor 11 is transmitted through "i1". The transmission ratio of the first motor 11 is i = i1.

[0274] "4E" includes the tenth, eleventh, twelfth and thirteenth modes of the pure electric uninterrupted drive system 1.

[0275] In the tenth mode, the first motor 11 is not working, and the second motor 12 is working. The first moving member 314 is in the first empty position, the second moving member 414 is in the second empty position, and the third moving member 514 is in the third right position. The pure electric uninterrupted drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is working. The pure electric uninterrupted drive system 1 is in M2 single motor first gear. The power output of the second motor 12 is transmitted through "i2", "i3", and "i6". The transmission ratio i of the output of the second motor 12 is i = i2 × i3 × i6.

[0276] In the eleventh mode, the first motor 11 is not working, and the second motor 12 is working. The first moving member 314 is in the first empty position, the second moving member 414 is in the second empty position, and the third moving member 514 is in the third left position. The pure electric uninterrupted drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is working. The pure electric uninterrupted drive system 1 is in M2 single motor second gear. The power output by the second motor 12 is transmitted through "i2", "i3", and "i5". The transmission ratio i of the output of the second motor 12 is i = i2 × i3 × i5.

[0277] In the twelfth mode, the first motor 11 is not working, and the second motor 12 is working. The first moving member 314 is in the first empty position, the second moving member 414 is in the second right position, and the third moving member 514 is in the third empty position. The pure electric uninterrupted drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is working. The pure electric uninterrupted drive system 1 is in M2 single motor third gear. The power output by the second motor 12 is transmitted through "i2", "i3", and "i4". The transmission ratio i of the output of the second motor 12 is i = i2 × i3 × i4.

[0278] In the thirteenth mode, the first motor 11 is not working, and the second motor 12 is working. The first moving member 314 is in the first empty position, the second moving member 414 is in the second left position, and the third moving member 514 is in the third empty position. The pure electric uninterrupted drive system 1 is in a mode where the first motor 11 is disengaged and the second motor 12 is working. The pure electric uninterrupted drive system 1 is in M2 single motor fourth gear. The power output by the second motor 12 is transmitted via "i2". The transmission ratio i of the output of the second motor 12 is i = i2.

[0279] "4E" includes the sixth, seventh, eighth and ninth modes of the pure electric uninterrupted drive system 1.

[0280] In the sixth mode, both the first motor 11 and the second motor 12 are operational. The first moving component 314 is in the first right position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third right position. The pure electric uninterrupted drive system 1 is in first gear.

[0281] In the sixth mode, both the first motor 11 and the second motor 12 are operational. The power output of the first motor 11 is transmitted via "i1", "i3", and "i6". The transmission ratio i of the first motor 11 is i = i1 × i3 × i6. The power output of the second motor 12 is transmitted via "i2", "i3", and "i6". The transmission ratio i of the second motor 12 is i = i2 × i3 × i6.

[0282] In the seventh mode, both the first motor 11 and the second motor 12 are operational. The first moving component 314 is in the first right position, the second moving component 414 is in the second empty position, and the third moving component 514 is in the third left position. The pure electric uninterrupted drive system 1 is in second gear.

[0283] In the seventh mode, both the first motor 11 and the second motor 12 are operational. The power output of the first motor 11 is transmitted via "i1", "i3", and "i5". The transmission ratio i of the first motor 11 is i = i1 × i3 × i5. The power output of the second motor 12 is transmitted via "i2", "i3", and "i5". The transmission ratio i of the second motor 12 is i = i2 × i3 × i5.

[0284] In the eighth mode, both the first motor 11 and the second motor 12 are operational. The first moving component 314 is in the first right position, the second moving component 414 is in the second right position, and the third moving component 514 is in the third empty position. The pure electric uninterrupted drive system 1 is in third gear.

[0285] In the eighth mode, both the first motor 11 and the second motor 12 are operational. The power output of the first motor 11 is transmitted via "i1", "i3", and "i4". The transmission ratio i of the first motor 11 is i = i1 × i3 × i4. The power output of the second motor 12 is transmitted via "i2", "i3", and "i4". The transmission ratio i of the second motor 12 is i = i2 × i3 × i4.

[0286] In the ninth mode, both the first motor 11 and the second motor 12 are operational. The first moving component 314 is in the first right position, the second moving component 414 is in the second left position, and the third moving component 514 is in the third empty position. The pure electric uninterrupted drive system 1 is in fourth gear.

[0287] In the ninth mode, both the first motor 11 and the second motor 12 are operational. The power output from the first motor 11 is transmitted via "i1". The transmission ratio of the first motor 11 is i = i1. The power output from the second motor 12 is transmitted via "i2". The transmission ratio of the second motor 12 is i = i2.

[0288] Of course, this application is not limited to the number of gears and gear positions mentioned above. More gear positions and transmission ratios can be obtained by increasing the number of sliding sleeves and gears.

[0289] like Figures 29 to 32 As shown, this application provides a first shift sleeve 30 for shifting gears. The first shift sleeve 30 is used in a pure electric uninterrupted drive system 1. The pure electric uninterrupted drive system 1 includes an output shaft 13, a first reduction driven gear 612, and a transmission gear 21. The first reduction driven gear 612 transmits power to the output shaft 13 or the transmission gear 21. The first shift sleeve 30 connects the transmission gear 21 to the output shaft 13 to drive the output shaft 13 to rotate. The axial direction of the first reduction driven gear 612 is parallel to the axial direction of the output shaft 13. The axial direction of the transmission gear 21 is parallel to the axial direction of the output shaft 13. The axial direction of the first shift sleeve 30 is parallel to the axial direction of the output shaft 13. Preferably, the central axis of the transmission gear 21 coincides with the central axis of the output shaft 13. The central axis of the first shift sleeve 30 coincides with the central axis of the output shaft 13. The first reduction driven gear 612 and the transmission gear 21 are located on both sides of the first shift sleeve 30 along the axial direction of the first shift sleeve 30.

[0290] The first shift sleeve 30 includes a first moving member 314, a first shift tooth 311, a second shift tooth 312, and a third shift tooth 313. The first moving member 314 is movable. The first moving member 314 is movable along the axial direction of the first shift sleeve 30. The axial direction of the first moving member 314 is movable in the same direction as the axial direction of the first shift sleeve 30. The first moving member 314 is hollow. The first moving member 314 has a generally cylindrical structure. The first moving member 314 is rotatable about the axial direction of the first shift sleeve 30.

[0291] The first moving member 314 can be selectively connected to the first shift gear 311. The first moving member 314 can selectively engage with the first shift gear 311. The first shift gear 311 is used for fixed connection with the output shaft 13. The first shift gear 311 can be connected to the output shaft 13 by welding or the first shift gear 311 and the output shaft 13 can be integrally formed. Rotation of the first shift gear 311 can drive the output shaft 13 to rotate. As an optional embodiment, the first moving member 314 can be connected to the first shift gear 311, for example, the first moving member 314 can engage with the first shift gear 311, and rotation of the first moving member 314 can drive the first shift gear 311 to rotate. As another optional embodiment, the first moving member 314 can also be spaced apart from the first shift gear 311, and rotation of the first moving member 314 will not drive the first shift gear 311 to rotate. Of course, the first moving member 314 can also be connected to the first shift gear 311 in other ways, such as by snap-fit, etc., which is not limited in this application.

[0292] The second shifting tooth 312 and the first shifting tooth 311 are located on both sides of the first moving member 314 along the radial direction of the first shifting sleeve 30. The first moving member 314 is connected to the second shifting tooth 312. The first moving member 314 meshes with the second shifting tooth 312. Rotation of the second shifting tooth 312 can drive the first moving member 314 to rotate. Of course, the first moving member 314 can also be connected to the second shifting tooth 312 in other ways, such as by engaging, etc., and this application does not limit this.

[0293] The first moving member 314 may be selectively connected to the third shift gear 313. The first moving member 314 may selectively mesh with the third shift gear 313. The third shift gear 313 is used to connect with the transmission gear 21. The third shift gear 313 may be connected to the transmission gear 21 by welding or may be integrally formed with the transmission gear 21. Rotation of the third shift gear 313 can drive the transmission gear 21 to rotate. The third shift gear 313 is located to the side of the transmission gear 21 along the axial direction of the first shift sleeve 30. As an optional embodiment, the first moving member 314 may be connected to the third shift gear 313, for example, the first moving member 314 meshes with the third shift gear 313, and rotation of the first moving member 314 can drive the third shift gear 313 to rotate. As another optional embodiment, the first moving member 314 may also be spaced apart from the third shift gear 313, and rotation of the first moving member 314 will not drive rotation of the third shift gear 313. Of course, the first moving member 314 can also be connected to the third shifting gear 313 in other ways, such as by engaging, and this application does not limit this.

[0294] According to this application, the first shift sleeve 30 is used in a pure electric uninterrupted drive system 1. The pure electric uninterrupted drive system 1 includes an output shaft 13, a first reduction driven gear 612, and a transmission gear 21. The first shift sleeve 30 includes a first shift tooth 311, a second shift tooth 312, a third shift tooth 313, and a first moving member 314. The first shift tooth 311 is used to connect to the output shaft 13, the second shift tooth 312 is used to connect to the first reduction driven gear 612, and the third shift tooth 313 is used to connect to the first transmission driven gear 612. 313 is used to connect to the transmission gear 21. The first shift tooth 311 and the second shift tooth 312 are located on both sides of the first moving member 314 along the radial direction of the first shift sleeve 30, and the first shift tooth 311 and the third shift tooth 313 are located on both sides of the first moving member 314 along the axial direction of the first shift sleeve 30. The first moving member 314 is connected to the second shift tooth 312, and the first moving member 314 can be selectively connected to either the first shift tooth 311 or the third shift tooth 313. In this way, the first moving member 314 can move. The first moving member 314 is connected to the second shift tooth 312, and the first moving member 314 can be selectively connected to either the first shift tooth 311 or the third shift tooth 313, saving space in the axial direction of the first shift sleeve 30 and reducing the size of the first shift sleeve 30.

[0295] Specifically, the first reduction driven gear 612 includes a gear body 613 and a protrusion 614, with the gear body 613 connected to the protrusion 614. The protrusion 614 protrudes from the gear body 613 along the axial direction of the first shift sleeve 30. The gear body 613 and the protrusion 614 can be integrally formed. The second shift tooth 312 is used to connect with the protrusion 614. The protrusion 614 and the second shift tooth 312 can be integrally formed. The gear body 613 is used to connect with a motor. When the motor rotates, it can drive the gear body 613 to rotate. The rotation of the gear body 613 can drive the protrusion 614 to rotate. The rotation of the protrusion 614 can drive the second shift tooth 312 to rotate.

[0296] The gear body 613 has a shaft hole that penetrates the gear body 613. The shaft hole extends through the gear body 613 along the axial direction of the first shift sleeve 30. The output shaft 13 passes through the shaft hole. The axial direction of the output shaft 13 is parallel to the direction of the shaft hole. Preferably, the central axis of the output shaft 13 coincides with the central axis of the shaft hole. This ensures the coaxiality of the shaft hole and the output shaft 13. The output shaft 13 is located in the shaft hole and can rotate within it. A bearing is provided between the central shaft and the gear body 613 to allow the output shaft 13 to rotate smoothly.

[0297] The outer peripheral surface of the gear body 613 is also provided with input teeth for connecting to a motor. The motor can drive the gear body 613 to rotate. For example, the motor includes an input shaft that can rotate. The input shaft is parallel to the axial direction of the output shaft 13. A first reduction driven gear 612 is also provided between the motor and the speed-changing gear 21.

[0298] Preferably, combined with Figure 1 As shown, the uninterrupted electric drive system 1 further includes a first motor 11, which includes a first input shaft 111 that is rotatable. The first input shaft 111 is connected to a first reduction driven gear 612. As an optional embodiment, the uninterrupted electric drive system 1 also includes a first reduction driving gear 611, which is connected to the first input shaft 111. The center of the first reduction driving gear 611 is connected to the first input shaft 111. For example, the center of the first reduction driving gear 611 is fixed to the first input shaft 111. The first reduction driving gear 611 meshes with the first reduction driven gear 612. The first motor 11 is capable of outputting power. A first reduction driven gear 612 and a first shift sleeve 30 are also provided between the first motor 11 and the transmission gear 21. When the first motor 11 operates, the first input shaft 111 rotates. The rotation of the first input shaft 111 drives the first reduction driving gear 611 to rotate. The rotation of the first reduction driving gear 611 drives the first reduction driven gear 612 to rotate. The rotation of the first reduction driven gear 612 can drive the rotation of the second shift gear 312.

[0299] The first reduction driven gear 612 also includes a receiving cavity 615, which is formed by the protrusion 614 surrounding it. An output shaft 13 is disposed in the receiving cavity 615. The output shaft 13 is rotatable within the receiving cavity 615. A first moving member 314 is also disposed in the receiving cavity 615. The first moving member 314 is movable within the receiving cavity 615. Thus, since both the output shaft 13 and the first moving member 314 are located within the receiving cavity 615, the size of the first shift sleeve 30 in the radial direction can be reduced. The receiving cavity 615 communicates with a shaft hole. The axial direction of the shaft hole is parallel to the protrusion direction of the protrusion 614. The shaft hole and the protrusion 614 are spaced apart in the radial direction of the first shift sleeve 30.

[0300] Furthermore, the protrusion 614 includes an inner peripheral surface 616, which faces the output shaft 13 along the radial direction of the first shift sleeve 30. The inner peripheral surface 616 can surround the cavity wall forming the receiving cavity 615. The inner peripheral surface 616 is provided with a second shift tooth 312. The second shift tooth 312 protrudes from the inner peripheral surface 616 along the radial direction of the first shift sleeve 30. The radial height direction (i.e., tooth height direction) of the second shift tooth 312 is parallel to the radial direction of the first shift sleeve 30. The second shift tooth 312 faces the first moving member 314 along the radial direction of the first shift sleeve 30. The second shift tooth 312 faces the output shaft 13 along the radial direction of the first shift sleeve 30. The protrusion 614 also includes an outer peripheral surface. The outer peripheral surface is constructed as a smooth surface. This reduces the number of processing steps and saves costs.

[0301] The first moving member 314 includes a moving body 315, a first engaging tooth 316, and a second engaging tooth 317. The first engaging tooth 316 and the second engaging tooth 317 are located on opposite sides of the moving body 315 along the radial direction of the first shift sleeve 30. The radial height direction of the first engaging tooth 316 is parallel to the radial direction of the first shift sleeve 30. The radial height direction of the second engaging tooth 317 is parallel to the radial direction of the first shift sleeve 30. The first engaging tooth 316 is closer to the output shaft 13 than the second engaging tooth 317. The first engaging tooth 316 faces the output shaft 13. The first engaging tooth 316 can selectively engage with either the first shift tooth 311 or the third shift tooth 313. The second engaging tooth 317 is closer to the protrusion 614 than the first engaging tooth 316. The second engaging tooth 317 engages with the second shift tooth 312. The rotation of the second shifting gear 312 can drive the second meshing gear 317 to rotate, which in turn drives the first moving component 314 to rotate.

[0302] Further, the moving body 315 includes a first end 318 and a second end 319, which are located at opposite ends of the moving body 315 along the axial direction of the first shift sleeve 30. The second end 319 is closer to the gear body 613 than the first end 318. The second end 319 is also closer to the transmission gear 21 along the axial direction of the first shift sleeve 30. The first end 318 is provided with a first meshing tooth 316. The first meshing tooth 316 can be integrally formed with the moving body 315. The first meshing tooth 316 is integrally formed with the first end 318. The first meshing tooth 316 is spaced apart from the second end 319.

[0303] The first engagement tooth 316 engages with the first shifting tooth 311, or the first engagement tooth 316 engages with the third shifting tooth 313. Both the first shifting tooth 311 and the third shifting tooth 313 are located inside the first moving member 314. The first engagement tooth 316 is constructed as an internal tooth. The first engagement tooth 316 is disposed on the inner circumferential surface of the moving body 315. This facilitates the engagement of the first engagement tooth 316 with either the first shifting tooth 311 or the third shifting tooth 313.

[0304] The first moving member 314 includes a plurality of first meshing teeth 316, which are arranged along the circumferential direction of the first shift sleeve 30. The first shift sleeve 30 also includes a plurality of first shift teeth 311, which are arranged along the circumferential direction of the first shift sleeve 30 and are all connected to the output shaft 13. The plurality of first meshing teeth 316 and the plurality of first shift teeth 311 can mesh together. Thus, rotation of the first moving member 314 can drive the first shift teeth 311 to rotate through the first meshing teeth 316, thereby driving the output shaft 13 to rotate.

[0305] The first shift sleeve 30 also includes a plurality of third shift teeth 313, which are arranged along the circumferential direction of the first shift sleeve 30. The transmission gear 21 is connected to the third shift teeth 313. All of the third shift teeth 313 are connected to the transmission gear 21; preferably, the transmission gear 21 and the third shift teeth 313 are integrally formed. The transmission gear 21 is connected to all of the third shift teeth 313. A plurality of first meshing teeth 316 and a plurality of third shift teeth 313 can mesh together. Thus, rotation of the first moving member 314 can drive the third shift teeth 313 to rotate via the first meshing teeth 316, thereby driving the transmission gear 21 to rotate.

[0306] The second end 319 is provided with a second meshing tooth 317. The second meshing tooth 317 is connected to the moving body 315. The second meshing tooth 317 and the moving body 315 can be integrally formed. The second meshing tooth 317 is integrally formed with the second end 319. The second meshing tooth 317 is spaced apart from the first end 318. The second meshing tooth 317 meshes with the second shifting tooth 312. The second meshing tooth 317 is an external tooth. The second meshing tooth 317 is provided on the outer peripheral surface of the moving body 315. Thus, it is convenient for the second meshing tooth 317 to mesh with the second shifting tooth 312. The first moving member 314 includes a plurality of second meshing teeth 317, which are arranged along the circumferential direction of the first shifting sleeve 30. The first shifting sleeve 30 also includes a plurality of second shifting teeth 312, which are arranged along the circumferential direction of the first shifting sleeve 30, and all the plurality of second shifting teeth 312 are connected to the first reduction driven gear 612. Multiple second meshing teeth 317 and multiple second shifting teeth 312 can mesh together. In this way, the rotation of the gear body 613 can drive the rotation of the second meshing teeth 317 through the second shifting teeth 312.

[0307] The dimension of the second meshing tooth 317 along the axial direction of the first shift sleeve 30 is greater than the distance between the first shift tooth 311 and the third shift tooth 313. This prevents the second shift tooth 312 from disengaging from the second meshing tooth 317, and keeps the second meshing tooth 317 engaged with the second shift tooth 312.

[0308] The distance between the first shift tooth 311 and the third shift tooth 313 along the axial direction of the first shift sleeve 30 is greater than the size of the first meshing tooth 316. When the first meshing tooth 316 engages with the first shift tooth 311, the first meshing tooth 316 and the third shift tooth 313 are spaced apart. Therefore, the first shift tooth 311 does not affect the connection between the first meshing tooth 316 and the third shift tooth 313. When the first meshing tooth 316 engages with the third shift tooth 313, the first meshing tooth 316 and the first shift tooth 311 are spaced apart. Therefore, the third shift tooth 313 does not affect the connection between the first meshing tooth 316 and the first shift tooth 311. This allows the first moving member 314 to connect with both the first shift tooth 311 and the third shift tooth 313 respectively, avoiding simultaneous connection of the first moving member 314 with both the first shift tooth 311 and the third shift tooth 313, thus allowing power to be transmitted through different paths.

[0309] To facilitate the movement of the first moving member 314, the first moving member 314 further includes a slot 320, which is disposed on the outer peripheral surface of the moving body 315. The slot 320 extends along the circumferential direction of the moving body 315. The slot 320 opens outward along the radial direction of the first shift sleeve 30. A shift fork 321 can be inserted into the slot 320. The shift fork 321 is movable along the axial direction of the first shift sleeve 30, thereby pushing the first moving member 314 to move along the axial direction of the first shift sleeve 30.

[0310] The first moving member 314 is movable between a first empty position, a first left position, and a first right position. The first left position is closer to the gear body 613 than the first right position. The first moving member 314 located in the first empty position can move to the first left position. The first moving member 314 located in the first left position can move to the first empty position. The first moving member 314 located in the first empty position can move to the first right position. The first moving member 314 located in the first right position can move to the first empty position.

[0311] like Figure 29 As shown, the first moving member 314 located in the first empty position is connected to the second shift gear 312. The first moving member 314 located in the first empty position is spaced apart from the first shift gear 311. The first moving member 314 located in the first empty position is spaced apart from the third shift gear 313. The rotation of the second shift gear 312 will not drive the first shift gear 311 to rotate, will not drive the third shift gear 313 to rotate, and will not drive the output shaft 13 to rotate, thus reducing oil stirring losses.

[0312] The rotation of the first shift gear 311 will not cause the first moving member 314 located in the first neutral position to rotate, nor will it cause the second shift gear 312 to rotate. Similarly, the rotation of the third shift gear 313 will not cause the first moving member 314 located in the first neutral position to rotate, nor will it cause the second shift gear 312 to rotate. Thus, the rotation of the output shaft 13 and the transmission gear 21 will not cause the first moving member 314 located in the first neutral position to rotate, nor will it cause the second shift gear 312 to rotate, reducing oil churning losses.

[0313] like Figure 30As shown, the first moving member 314 located in the first left position is connected to the first shift gear 311 and the second shift gear 312. The first moving member 314 located in the first left position meshes with the first shift gear 311. The first moving member 314 located in the first left position meshes with the second shift gear 312. The first moving member 314 located in the first left position is spaced apart from the third shift gear 313. Rotation of the second shift gear 312 can drive the first moving member 314 located in the first left position to rotate, and the first moving member 314 located in the first left position can drive the first shift gear 311 to rotate, thereby driving the output shaft 13 to rotate. The first meshing gear 316 located in the first left position meshes with the first shift gear 311. The second meshing gear 317 located in the first left position meshes with the second shift gear 312. Rotation of the second shift gear 312 can drive the second meshing gear 317 located in the first left position to rotate, and the first meshing gear 316 located in the first left position can drive the first shift gear 311 to rotate, thereby driving the output shaft 13 to rotate.

[0314] like Figure 31 As shown, the first moving member 314 located in the first right position is connected to the second shift gear 312 and the third shift gear 313. The first moving member 314 located in the first right position meshes with the second shift gear 312. The first moving member 314 located in the first right position meshes with the third shift gear 313. The first moving member 314 located in the first right position is spaced apart from the first shift gear 311. Rotation of the second shift gear 312 can drive the first moving member 314 located in the first right position to rotate, and the first moving member 314 located in the first right position can drive the third shift gear 313 to rotate, thereby driving the transmission gear 21 to rotate. The first meshing gear 316 located in the first right position meshes with the third shift gear 313. The second meshing gear 317 located in the first right position meshes with the second shift gear 312. The rotation of the second shift gear 312 can drive the rotation of the second meshing gear 317 located in the first right position, and the rotation of the first meshing gear 316 located in the first right position can drive the rotation of the third shift gear 313, thereby driving the transmission gear 21 to rotate.

[0315] like Figure 1 As shown, this application also provides a pure electric uninterrupted drive system 1, which includes the first shift sleeve 30 described above.

[0316] According to the uninterrupted pure electric drive system 1 of this application, the uninterrupted pure electric drive system 1 includes the aforementioned first shift sleeve 30. The uninterrupted pure electric drive system 1 includes an output shaft 13, a first reduction driven gear 612, and a transmission gear 21. The first shift sleeve 30 includes a first shift tooth 311, a second shift tooth 312, a third shift tooth 313, and a first moving member 314. The first shift tooth 311 is used to connect to the output shaft 13, and the second shift tooth 312 is used to connect to the first reduction driven gear 612. 2. The third shift tooth 313 is used to connect to the transmission gear 21. The first shift tooth 311 and the second shift tooth 312 are located on both sides of the first moving member 314 along the radial direction of the first shift sleeve 30, and on both sides of the first moving member 314 along the axial direction of the first shift sleeve 30. The first moving member 314 is connected to the second shift tooth 312, and can be selectively connected to either the first shift tooth 311 or the third shift tooth 313. In this way, the first moving member 314 can move. The first moving member 314 is connected to the second shift tooth 312, and can be selectively connected to either the first shift tooth 311 or the third shift tooth 313, saving space in the axial direction of the first shift sleeve 30 and reducing the size of the first shift sleeve 30.

[0317] This application also provides a vehicle that includes the aforementioned uninterrupted electric drive system 1.

[0318] According to this application, the vehicle includes the aforementioned uninterrupted electric drive system 1. The uninterrupted electric drive system 1 includes a first motor 11, a second motor 12, an output shaft 13, a first shift sleeve 30, a second shift sleeve 40, and a transmission gear 21. The transmission gear 21 is loosely fitted onto the output shaft 13 and connected to the output shaft 13 via the second shift sleeve 40. The first shift sleeve 30 includes a first shift tooth 311, a second shift tooth 312, a third shift tooth 313, and a first moving member 314. The first shift tooth 311... A first moving member 314 is selectively connected to the first shift gear 311, the second shift gear 312, and the third shift gear 313. The first motor 11 is connected to the output shaft 13 via a first shift sleeve 40, and the second motor 12 is connected to the output shaft 13 via the shift gear 21 and the second shift sleeve 40. Thus, the first shift sleeve 30 allows the power of the first motor 11 to be transmitted to the output shaft 13 via different paths, and the second shift sleeve 40 allows the power of the second motor 12 to be transmitted to the output shaft 13 via different paths. Rotation of the output shaft 13 will not reverse the operation of the first motor 11 and the second motor 12, reducing drag losses of both motors and reducing oil churning losses.

[0319] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application. Terms such as “part” or “component” appearing herein can refer to a single part or a combination of multiple parts. Terms such as “installation” or “installation” appearing herein can refer to one component being directly attached to another component or one component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0320] This application has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit this application to the described embodiments. Furthermore, those skilled in the art will understand that this application is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this application, all of which fall within the scope of protection claimed in this application. The scope of protection of this application is defined by the appended claims and their equivalents.

Claims

1. An all-electric power uninterrupted drive system, characterized by, The pure electric uninterrupted drive system comprises: a first motor, a second motor and an output shaft, the first motor comprising a first input shaft; a first shift sleeve, a second shift sleeve and a variable speed gear, the variable speed gear being sleeved to the output shaft and being connected to the output shaft through the second shift sleeve, a first reduction mechanism, the first reduction mechanism connecting the first motor and the first shift sleeve, the first reduction mechanism comprising a first reduction driving gear and a first reduction driven gear, the first reduction driving gear and the first reduction driven gear being engaged, the first input shaft being directly connected with the first reduction driving gear; the first shift sleeve comprising: a first shift gear, the first shift gear being fixedly connected to the output shaft; a second shift gear, the second shift gear being connected to the first motor, the first reduction driven gear being fixed with the second shift gear; a third shift gear, the third shift gear being sleeved to the output shaft and the third shift gear being connected to the variable speed gear, the end surface of the third shift gear and the end surface of the variable speed gear being fixedly connected together; and a first moving member, the first moving member being connected with the second shift gear, the first moving member being selectively connected with the first shift gear or the third shift gear, wherein the first motor is connected to the output shaft or the variable speed gear through the first shift sleeve, and / or the second motor is connected to the output shaft through the variable speed gear and the second shift sleeve, the first moving member being movable between a first empty position, a first left position and a first right position, the first moving member located at the first empty position being connected with the second shift gear to connect the first motor, the first moving member located at the first empty position being spaced apart from the first shift gear and the third shift gear, the first moving member located at the first left position being connected with the first shift gear and the second shift gear, the first moving member located at the first right position being connected with the second shift gear and the third shift gear.

2. The pure electric uninterrupted drive system of claim 1, wherein, The pure electric uninterrupted drive system further comprises a first variable speed gear, the third shift gear being connected with the first variable speed gear.

3. The pure electric uninterrupted drive system of claim 2, wherein, The first variable speed gear is further connected to the second motor.

4. The pure electric uninterrupted drive system of claim 1, wherein, The first shift gear and the second shift gear are respectively located on two sides of the first moving member along a radial direction of the output shaft.

5. The pure electric uninterrupted drive system of claim 1, wherein, The first shift gear and the third shift gear are respectively located on two sides of the first moving member along an axial direction of the output shaft.

6. The pure electric uninterrupted drive system of claim 1, wherein, The first motor comprises a first input shaft, the first input shaft being connected with a gear, the gear being connected with the second shift gear.

7. The pure electric uninterrupted drive system of claim 1, wherein, The pure electric uninterrupted drive system further comprises a first variable speed gear, a second variable speed gear and an intermediate shaft, the first variable speed gear being connected with the second variable speed gear through the intermediate shaft, the first variable speed gear and the second variable speed gear being respectively located on two sides of the second shift sleeve along an axial direction of the output shaft.

8. The pure electric uninterrupted drive system of claim 7, wherein, The second shift sleeve comprising: a fourth shift gear, the fourth shift gear being connected to the output shaft; a fifth shift tooth, the fifth shift tooth being sleeved to the output shaft, the fifth shift tooth being connected to the first transmission gear; a second moving member, the second moving member being selectively connected to the fourth shift tooth and the fifth shift tooth.

9. The pure electric uninterrupted drive system of claim 8, wherein, The second shift sleeve further comprises a sixth shift tooth, the sixth shift tooth being sleeved to the output shaft, the sixth shift tooth being connected to the second transmission gear, the second moving member being selectively connected to the fourth shift tooth, the fifth shift tooth and the sixth shift tooth.

10. The pure electric uninterrupted drive system of claim 9, wherein, The second moving member is movable between a second left position, a second neutral position and a second right position, The second moving member at the second neutral position is connected to the fourth shift tooth, the second moving member at the second neutral position being spaced apart from the fifth shift tooth and the sixth shift tooth, The second moving member at the second left position is connected to the fourth shift tooth and the fifth shift tooth, The second moving member at the second right position is connected to the fourth shift tooth and the sixth shift tooth.

11. The pure electric uninterrupted drive system of claim 1, wherein, The pure electric uninterrupted driving system comprises at least two second shift sleeves, the at least two second shift sleeves being spaced apart along an axial direction of the output shaft.

12. The pure electric uninterrupted drive system of any one of claims 1-11, wherein, The pure electric uninterrupted driving system further comprises a second reduction mechanism, the second reduction mechanism being connected to the second motor and a transmission gear.

13. A vehicle characterized by comprising: The vehicle comprises the pure electric uninterrupted driving system according to any one of claims 1-12.

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