Multi-gear transmission electric drive axle system and vehicle

Abstract

The utility model relates to a multi-gear transmission electric drive axle system and a vehicle. The multi-gear transmission electric drive axle system comprises a first power unit, a second power unit, a planetary gear train and a differential mechanism assembly. The first power unit and the second power unit are structurally and symmetrically arranged, the first power unit comprises a first motor and a first gear shifting mechanism in transmission connection with the first motor, and the second power unit comprises a second motor and a second gear shifting mechanism in transmission connection with the second motor. The first gear shifting mechanism comprises a first gear shaft system, a second gear shaft system, a third gear shaft system and a fourth gear shaft system which are different in reduction ratio, the first gear shaft system and the second gear shaft system are meshed with an input shaft of the first motor, and a first sliding sleeve is arranged between the first gear shaft system and the second gear shaft system. A second sliding sleeve is arranged between the third gear shaft system and the fourth gear shaft system, the output end of the first gear shifting mechanism and the output end of the second gear shifting mechanism are both in transmission connection with the planetary gear train, and the output end of the planetary gear train is in transmission connection with the differential mechanism assembly.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, in particular to a multi-speed transmission electric drive axle system and a vehicle. Background Art

[0002] At present, pure electric heavy-duty commercial trucks mostly use two drive modes: central electric drive and electric drive axle to achieve vehicle power transmission. Compared with central electric drive, electric drive axle contributes more to vehicle layout space and has a higher degree of integration.

[0003] In the prior art, the dual-motor electric drive axle layout mainly includes offset parallel shaft and coaxial full planetary gear arrangement. Taking the "dual motor + planetary gear arrangement" electric drive axle system as an example, one motor is used as the main drive motor and the other motor is used as the auxiliary drive motor. The industry currently mostly adopts a two-speed transmission layout.

[0004] There is an existing dual-motor electric drive axle system consisting of dual motors, parallel shafts and planetary gears, in which one motor gear set is used as the main drive, including a two-speed shifting mechanism, and the other motor gear set is used as the auxiliary drive, using a two-stage parallel shaft gear transmission, and then a first-stage planetary gear reduction and torque increase drive. However, this system only realizes the layout and switching of two gears on the second-stage parallel shaft on one side, and the number of gears is small, and it is impossible to further reduce the speed ratio difference between gears, making it difficult to achieve smooth shifting of the electric drive axle. In addition, when the gears on both sides are inconsistent, it is difficult to take into account the speed of each motor in its optimal efficiency range.

[0005] Based on the above defects, it is necessary to design a new multi-speed transmission electric drive axle system to overcome the problems existing in the prior art. Utility Model Content

[0006] The utility model discloses a multi-speed transmission electric drive axle system and a vehicle, aiming to solve the technical problems existing in the prior art.

[0007] The utility model adopts the following technical solutions:

[0008] On the one hand, the embodiment of the utility model provides a multi-speed transmission electric drive axle system, including a first power unit, a planetary gear train and a differential assembly;

[0009] The first power unit includes a first motor and a first shifting mechanism transmission-connected thereto, and an output end of the first shifting mechanism is transmission-connected to a planetary gear train;

[0010] The first shift mechanism includes a first gear shaft system, a second gear shaft system, a third gear shaft system and a fourth gear shaft system with different reduction ratios. The first gear shaft system and the second gear shaft system are respectively meshed with the input shaft of the first motor, and a first sliding sleeve is arranged between the two. The first sliding sleeve can be selectively connected to the first gear shaft system or the second gear shaft system in driving connection. A second sliding sleeve is arranged between the third gear shaft system and the fourth gear shaft system, and the second sliding sleeve can be selectively connected to the third gear shaft system or the fourth gear shaft system in driving connection.

[0011] The differential assembly includes a differential, a first output half shaft and a second output half shaft;

[0012] The planetary gear train includes a sun gear, planetary gears, an inner ring gear and a planet carrier. The inner ring gear is engaged with the housing, and the planet carrier is engaged with the differential.

[0013] As a preferred technical solution, it also includes a second power unit, which is symmetrically arranged with the first power unit along the first output axis. The second power unit includes a second motor and a second shift mechanism transmission-connected thereto, and the output ends of the second shift mechanism and the first shift mechanism are commonly transmission-connected to the planetary gear train.

[0014] As a preferred technical solution, the second shifting mechanism includes a fifth gear shaft system, a sixth gear shaft system, a seventh gear shaft system and an eighth gear shaft system with different reduction ratios. The fifth gear shaft system and the sixth gear shaft system are respectively meshed with the input shaft of the second motor, and a third sleeve is provided between the two. The third sleeve can be selectively connected to the fifth gear shaft system or the sixth gear shaft system for transmission. A fourth sleeve is provided between the seventh gear shaft system and the eighth gear shaft system, and the fourth sleeve can be selectively connected to the seventh gear shaft system and the eighth gear shaft system for transmission; the seventh gear shaft system is meshed with the third gear shaft system, and the eighth gear shaft system is meshed with the fourth gear shaft system.

[0015] As a preferred technical solution, the first gear shaft system includes a first constant mesh gear, the second gear shaft system includes a second constant mesh gear, the input shaft of the first motor is provided with a first input gear and a second input gear, the first constant mesh gear is meshed with the first input gear, the second constant mesh gear is meshed with the second input gear, and the first sliding sleeve can be selectively connected to the output end of the first constant mesh gear or the output end of the second constant mesh gear in a transmission manner;

[0016] The fifth gear shaft system includes a fifth constant mesh gear, the sixth gear shaft system includes a sixth constant mesh gear, a third input gear and a fourth input gear are provided on the input shaft of the second motor, the fifth constant mesh gear is meshed with the third input gear, the sixth constant mesh gear is meshed with the fourth input gear, and the third sliding sleeve can be selectively connected to the output end of the fifth constant mesh gear or the output end of the sixth constant mesh gear in driving connection;

[0017] The first gear shaft system and the fifth gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same; the second gear shaft system and the sixth gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same.

[0018] As a preferred technical solution, the third gear shaft system includes a third combined gear and a third transmission gear connected thereto, the fourth gear shaft system includes a fourth combined gear and a fourth transmission gear connected thereto, and the second sliding sleeve can be selectively transmission-connected to the third combined gear or the fourth combined gear;

[0019] The third transmission gear and the fourth transmission gear are respectively connected to the planetary gears;

[0020] The seventh gear shaft system is symmetrically arranged with the third gear shaft system along the first output semi-axis, the seventh gear shaft system includes a seventh combined gear and a third transmission gear meshed therewith, the eighth gear shaft system is symmetrically arranged with the fourth gear shaft system along the first output semi-axis, the eighth gear shaft system includes an eighth combined gear and a fourth transmission gear meshed therewith, and the third sliding sleeve can be transmission-connected with the seventh combined gear or the eighth combined gear;

[0021] The third gear shaft system and the seventh gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same. The fourth gear shaft system and the eighth gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same.

[0022] As a preferred technical solution, the first constant meshing gear, the second constant meshing gear, the third combined gear, and the fourth combined gear are coaxially arranged, and the first sliding sleeve and the second sliding sleeve are coaxially driven;

[0023] The fifth constant meshing gear, the sixth constant meshing gear, the seventh combining gear and the eighth combining gear are coaxially arranged, and the third sliding sleeve and the fourth sliding sleeve are coaxially driven.

[0024] As a preferred technical solution, the reduction ratio of the first gear shaft system is greater than that of the second gear shaft system, and the reduction ratio of the fourth gear shaft system is greater than that of the third gear shaft system.

[0025] As a preferred technical solution, when in the first gear transmission state, the first sleeve is transmission connected to the output end of the first constant mesh gear, the second sleeve is transmission connected to the fourth combining gear, the third sleeve is transmission connected to the output end of the fifth constant mesh gear, and the fourth sleeve is transmission connected to the eighth combining gear.

[0026] As a preferred technical solution, when in the second gear transmission state, the first sleeve is transmission connected to the output end of the second constant mesh gear, the second sleeve is transmission connected to the fourth combining gear, the third sleeve is transmission connected to the output end of the sixth constant mesh gear, and the fourth sleeve is transmission connected to the eighth combining gear.

[0027] As a preferred technical solution, when in the third gear transmission state, the first sleeve is transmission connected to the output end of the first constant mesh gear, the second sleeve is transmission connected to the third combining gear, the third sleeve is transmission connected to the output end of the fifth constant mesh gear, and the fourth sleeve is transmission connected to the seventh combining gear.

[0028] As a preferred technical solution, when in the fourth gear transmission state, the first sleeve is transmission connected to the output end of the second constant mesh gear, the second sleeve is transmission connected to the third combining gear, the third sleeve is transmission connected to the output end of the sixth constant mesh gear, and the fourth sleeve is transmission connected to the seventh combining gear.

[0029] On the other hand, an embodiment of the utility model further provides a vehicle, comprising a multi-speed transmission electric drive axle system as described in any one of the above items.

[0030] One embodiment of the above utility model has the following advantages or beneficial effects:

[0031] The utility model mainly provides a multi-speed transmission electric drive axle system, which is suitable for pure electric drive heavy-duty commercial trucks. Compared with the prior art, the multi-speed design in the utility model makes the speed ratio difference between gears smaller, can more smoothly transmit power and shift gears, and can achieve no power interruption during the shifting process, thereby improving the driving smoothness of the vehicle; through a more reasonable gear design, it can ensure that both motors can operate in the optimal efficiency speed range to improve the transmission efficiency and energy-saving effect of the overall system. Furthermore, the system can also provide large torque output at low speed to meet the starting and climbing requirements of heavy trucks, and provide small speed ratio and high-efficiency operation at high speed to improve the driving economy of the vehicle.

[0032] In addition, since the electric drive axle system provided by the utility model adopts a modular design, it is possible to easily increase or decrease gears to meet the needs of different vehicles. For example, by retaining half of the motor and a set of shifting mechanisms, it can be used as a single-motor four-speed electric drive axle system to match applicable vehicle models, significantly reducing the R&D cycle and cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solution of the embodiment of the utility model, the following is a brief introduction to the drawings required for the description of the embodiment, which constitute a part of the utility model. The schematic embodiment of the utility model and its description explain the utility model and do not constitute an improper limitation of the utility model. In the drawings:

[0034] Figure 1 This is a structural schematic diagram of a multi-speed transmission electric drive axle system disclosed in a preferred implementation manner of Example 1 of the utility model;

[0035] Figure 2This is a schematic structural diagram of a planetary gear train disclosed in a preferred implementation manner of Example 1 of the utility model;

[0036] Figure 3 It is a structural schematic diagram of a multi-speed transmission electric drive axle system disclosed in a preferred implementation manner of Example 1 of the utility model in a first-speed transmission state;

[0037] Figure 4 It is a structural schematic diagram of a multi-speed transmission electric drive axle system in a second-speed transmission state disclosed in a preferred implementation manner of Example 1 of the utility model;

[0038] Figure 5 It is a structural schematic diagram of a multi-speed transmission electric drive axle system in a third-speed transmission state disclosed in a preferred implementation manner of Example 1 of the utility model;

[0039] Figure 6 It is a structural schematic diagram of a multi-speed transmission electric drive axle system in a fourth-speed transmission state disclosed in a preferred implementation manner of Example 1 of the utility model;

[0040] Figure 7 This is a schematic structural diagram of a multi-speed transmission electric drive axle system disclosed in a preferred implementation manner of Example 2 of the utility model.

[0041] Description of reference numerals:

[0042] The first motor 11, the first input gear 12, the second input gear 13, the first constant mesh gear 14, the second constant mesh gear 15, the third combining gear 16, the third transmission gear 17, the fourth combining gear 18, the fourth transmission gear 19, the first sleeve 21, the second sleeve 31, the second motor 41, the third input gear 42, the fourth input gear 43, the fifth constant mesh gear 44, the sixth constant mesh gear 45, the seventh combining gear 46, the eighth combining gear 47, the third sleeve 51, the fourth sleeve 61, the planetary gear train 71, the sun gear 711, the planetary gear 712, the planetary carrier 713, the inner ring gear 714, the differential 81, the first output half shaft 82, the second output half shaft 83, and the wheel end 91. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solution and advantages of the utility model clearer, the technical solution of the utility model will be clearly and completely described below in combination with the specific embodiments of the utility model and the corresponding drawings. In the description of the utility model, it should be noted that the term "or" is usually used in the sense of including "and / or", unless the content clearly indicates otherwise.

[0044] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or a magnetic connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be internal communication between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances. In addition, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0045] Obviously, the described embodiments are only some embodiments of the utility model, not all embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0046] Example 1

[0047] refer to Figure 1 The embodiment of the utility model provides a dual-motor multi-speed transmission electric drive axle system, which is preferably suitable for pure electric drive heavy-duty commercial trucks. It can take into account the high torque requirements of low gears and the high speed requirements of high gears while ensuring that both motors are in the optimal efficiency speed range.

[0048] In a preferred embodiment, the dual-motor multi-speed transmission electric drive bridge system includes a first power unit, a second power unit, a planetary gear train 71 and a differential assembly, wherein the first power unit and the second power unit are symmetrically deployed, the first power unit includes a first motor 11 and a first shifting mechanism transmission-connected thereto, the second power unit includes a second motor 41 and a second shifting mechanism transmission-connected thereto, the first motor 11 and the second motor 41 are used to simultaneously provide power to the system, the first shifting mechanism and the second shifting mechanism can simultaneously and symmetrically shift, and each can achieve four-speed shifting and torque adjustment by changing its own meshing transmission relationship, the first shifting mechanism and the second shifting mechanism are jointly transmission-connected to the planetary gear train 71, the planetary gear train 71 transmits power to the differential assembly, and the differential assembly finally outputs the power to the wheel end 91 to achieve low-speed high-torque output or high-speed and high-efficiency operation.

[0049] Preferably, the differential assembly includes a differential 81, a first output half shaft 82 and a second output half shaft 83. The differential 81 can evenly distribute the power from the planetary gear system 71 to the first output half shaft 82 and the second output half shaft 83. The first output half shaft 82 and the second output half shaft 83 drive the corresponding wheel ends 91 to achieve driving. In addition, when the vehicle turns or travels on uneven roads, the differential 81 can allow the wheel ends 91 on the left and right sides to rotate at different speeds to ensure the smooth driving and controllability of the vehicle.

[0050] Preferably, in this embodiment, the longer output half shaft is defined as the first output half shaft 82 , the first power unit and the second power unit are symmetrically arranged on both sides of the first output half shaft 82 , and the other shorter output half shaft is defined as the second output half shaft 83 .

[0051] Preferably, the symmetrical deployment of the first power unit and the second power unit not only means that the two are symmetrically arranged in position, but also includes that the two have the same structure and are symmetrically arranged along the first output half shaft 82. In addition, it also includes that the two change symmetrically at the same time when their respective meshing relationships are changed. For example, when the meshing relationship of a certain gear shaft system in the first gear shifting mechanism changes, the corresponding gear shaft system in the symmetrical position in the second gear shifting mechanism also undergoes the same meshing relationship change.

[0052] Since the first motor 11 and the second motor 41 are both main drive motors, it is necessary to ensure that the motors on both sides output the same power and torque to balance the power of the left and right wheel ends 91. At the same time, using the same model of motors can ensure that the two motors have the same efficiency curve and performance parameters, which is crucial to achieving optimal system efficiency and performance. Specifically, in this embodiment, the specific models or specifications of the first motor 11 and the second motor 41 are no longer limited. While ensuring that the specifications of the two are the same, those skilled in the art can make adaptive selections or adjustments according to actual needs.

[0053] In a preferred embodiment, the first gear shifting mechanism includes a first gear shaft system, a second gear shaft system, a third gear shaft system and a fourth gear shaft system with different reduction ratios. Preferably, the reduction ratio of the first gear shaft system is greater than that of the second gear shaft system, and the reduction ratio of the fourth gear shaft system is greater than that of the third gear shaft system.

[0054] Specifically, the larger the reduction ratio, the greater the output torque. In this embodiment, the specific ratio of the reduction ratio and the number of teeth of each transmission tooth are no longer limited, and technical personnel in this field can make adaptive adjustments according to actual application scenarios.

[0055] In a preferred embodiment, the first gear shaft system and the second gear shaft system are respectively meshed with the input shaft of the first motor 11, and a first sleeve 21 is provided therebetween. The first sleeve 21 can be selectively transmission-connected to the first gear shaft system or the second gear shaft system.

[0056] Preferably, the first gear shaft system includes a first constant mesh gear 14, the second gear shaft system includes a second constant mesh gear 15, a first input gear 12 and a second input gear 13 are provided on the input shaft of the first motor 11, the input end of the first constant mesh gear 14 is meshed with the first input gear 12, the input end of the second constant mesh gear 15 is meshed with the second input gear 13, and the first sleeve 21 can be selectively connected to the output end of the first constant mesh gear 14 or the output end of the second constant mesh gear 15 in transmission.

[0057] Since the reduction ratio of the first gear shaft system is greater than that of the second gear shaft system, when the first sleeve 21 is transmission-connected to the output end of the first constant-mesh gear 14, the output torque is larger and the speed is lower; when the first sleeve 21 is transmission-connected to the output end of the second constant-mesh gear 15, the output torque is smaller and the speed is higher.

[0058] In a preferred embodiment, a second sliding sleeve 31 is provided between the third gear shaft system and the fourth gear shaft system, and the second sliding sleeve 31 can be selectively drivingly connected to the third gear shaft system or the fourth gear shaft system.

[0059] In a preferred embodiment, the third gear shaft system includes a third combining gear 16 and a third transmission gear 17 connected thereto, the fourth gear shaft system includes a fourth combining gear 18 and a fourth transmission gear 19 connected thereto, the second sleeve 31 can be selectively connected to the third combining gear 16 or the fourth combining gear 18, and the third transmission gear 17 and the fourth transmission gear 19 are respectively connected to the planetary gear 712 in the planetary gear system 71.

[0060] Since the reduction ratio of the fourth gear shaft system is greater than that of the third gear shaft system, when the second sleeve 31 is connected to the fourth combining gear 18, the output torque is larger and the speed is lower; when the second sleeve 31 is connected to the third combining gear 16, the output torque is smaller and the speed is higher.

[0061] Preferably, the first constant mesh gear 14, the second constant mesh gear 15, the third combined gear 16 and the fourth combined gear 18 are coaxially arranged. By arranging multiple gears coaxially, the volume of the shift mechanism can be greatly reduced, making the entire electric drive axle system more compact, which is beneficial to the vehicle layout and space utilization. In addition, through the coaxial design, the transmission path between the gears is shorter, which can reduce energy loss to improve transmission efficiency, and can also reduce unnecessary bearings and support structures, further reducing mechanical losses.

[0062] Preferably, the first sliding sleeve 21 and the second sliding sleeve 31 are coaxially driven, and the two are fixedly connected to the same intermediate shaft, and can achieve meshing relationship with different gears through sliding, thereby realizing flexible switching of different gears.

[0063] In the first power unit, when the first sleeve 21 is connected to the first constant mesh gear 14, the power input by the first motor 11 first passes through the first gear shaft system; when the first sleeve 21 is connected to the second constant mesh gear 15, the power input by the first motor 11 first passes through the second gear shaft system; when the second sleeve 31 is connected to the third combining gear 16, the power from the first gear shaft system or the second gear shaft system will be transmitted to the planetary gear system 71 via the third gear shaft system, and then output to the wheel end 91 via the differential assembly; when the second sleeve 31 is connected to the fourth combining gear 18, the power from the first gear shaft system or the second gear shaft system will be transmitted to the planetary gear system 71 via the fourth gear shaft system, and then output to the wheel end 91 via the differential assembly.

[0064] In a preferred embodiment, the second shifting mechanism includes a fifth gear shaft system, a sixth gear shaft system, a seventh gear shaft system and an eighth gear shaft system with different reduction ratios; preferably, the reduction ratio of the fifth gear shaft system is greater than the reduction ratio of the sixth gear shaft system, and the reduction ratio of the eighth gear shaft system is greater than the reduction ratio of the seventh gear shaft system.

[0065] Preferably, the fifth gear shaft system and the sixth gear shaft system are respectively meshed with the input shaft of the second motor 41, and a third sleeve 51 is provided therebetween. The third sleeve 51 can be selectively transmission-connected to the fifth gear shaft system or the sixth gear shaft system.

[0066] In a preferred embodiment, the fifth gear shaft system includes a fifth constant mesh gear 44, the sixth gear shaft system includes a sixth constant mesh gear 45, a third input gear 42 and a fourth input gear 43 are provided on the input shaft of the second motor 41, the fifth constant mesh gear 44 is meshed with the third input gear 42, the sixth constant mesh gear 45 is meshed with the fourth input gear 43, and the third sleeve 51 can be selectively connected to the output end of the fifth constant mesh gear 44 or the output end of the sixth constant mesh gear 45 in a transmission manner.

[0067] Since the reduction ratio of the fifth gear shaft system is greater than that of the sixth gear shaft system, when the third sleeve 51 is transmission-connected to the output end of the fifth constant-mesh gear 44, the output torque is larger and the speed is lower; when the third sleeve 51 is transmission-connected to the output end of the sixth constant-mesh gear 45, the output torque is smaller and the speed is higher.

[0068] Preferably, the first gear shaft system and the fifth gear shaft system are symmetrically arranged along the first output half shaft 82, and the reduction ratio of the two is the same; the second gear shaft system and the sixth gear shaft system are symmetrically arranged along the first output half shaft 82, and the reduction ratio of the two is the same; the first sleeve 21 and the third sleeve 51 move synchronously, that is, when the first sleeve 21 is transmission connected to the first gear shaft system with a large reduction ratio, the third sleeve 51 is also transmission connected to the fifth gear shaft system with a large reduction ratio. In this way, not only can the gear shifting be ensured to be synchronous and the impact and frustration can be reduced, but it can also ensure that the two motors bear the same load and torque, and at the same time ensure that the two motors work in the same efficiency range, thereby maximizing the transmission efficiency of the entire system.

[0069] Preferably, a fourth sleeve 61 is provided between the seventh gear shaft system and the eighth gear shaft system, and the fourth sleeve 61 can be selectively transmission-connected with the seventh gear shaft system and the eighth gear shaft system; preferably, the seventh gear shaft system is meshed with the third gear shaft system, that is, the two gear shaft systems share a transmission gear, and the eighth gear shaft system is meshed with the fourth gear shaft system, and the two gear shaft systems also share a transmission gear.

[0070] In a preferred embodiment, the seventh gear shaft system and the third gear shaft system are symmetrically arranged along the first output half shaft 82, the seventh gear shaft system includes the seventh combining gear 46 and the third transmission gear meshing therewith, the eighth gear shaft system and the fourth gear shaft system are symmetrically arranged along the first output half shaft 82, the eighth gear shaft system includes the eighth combining gear 47 and the fourth transmission gear 19 meshing therewith, and the third sleeve 51 can be transmission-connected with the seventh combining gear 46 or the eighth combining gear 47.

[0071] Preferably, the third gear shaft system and the seventh gear shaft system are symmetrically arranged along the first output half shaft 82, and the reduction ratio of the two is the same; the fourth gear shaft system and the eighth gear shaft system are symmetrically arranged along the first output half shaft 82, and the reduction ratio of the two is the same; the second sleeve 31 moves synchronously with the fourth sleeve 61, that is, when the second sleeve 31 is transmission connected to the fourth gear shaft system with a large reduction ratio, the fourth sleeve 61 is also transmission connected to the eighth gear shaft system with a large reduction ratio, so as to ensure synchronous gear shifting and reduce the sense of frustration, and at the same time ensure that the two motors operate in the same efficiency range.

[0072] Preferably, the fifth constant meshing gear 44 , the sixth constant meshing gear 45 , the seventh combining gear 46 and the eighth combining gear 47 are coaxially arranged; the third sliding sleeve 51 and the fourth sliding sleeve 61 are coaxially driven, and both are transmission-fixedly connected to the same intermediate shaft.

[0073] In the second power unit, when the third sleeve 51 is transmission-connected with the fifth constant mesh gear 44, the power input by the second motor 41 first passes through the fifth gear shaft system; when the third sleeve 51 is transmission-connected with the sixth constant mesh gear 45, the power input by the second motor 41 first passes through the sixth gear shaft system; when the fourth sleeve 61 is transmission-connected with the seventh combining gear 46, the power from the fifth gear shaft system or the sixth gear shaft system will be transmitted to the planetary gear system 71 via the seventh gear shaft system, and then output to the wheel end 91 via the differential assembly; when the fourth sleeve 61 is transmission-connected with the eighth combining gear 47, the power from the fifth gear shaft system or the sixth gear shaft system will be transmitted to the planetary gear system 71 via the eighth gear shaft system, and then output to the wheel end 91 via the differential assembly.

[0074] like Figure 2 Preferably, the planetary gear system 71 includes a sun gear 711, a planetary gear 712, an inner ring gear 714 and a planet carrier 713. The inner ring gear 714 is engaged with the housing, the planet carrier 713 is engaged with the differential 81, and the sun gear 711 is engaged with the third transmission tooth and the fourth transmission tooth. After the power from the third transmission tooth or the fourth transmission tooth is transmitted to the sun gear 711, it is transmitted to the differential 81 through the planet carrier 713. The differential 81 distributes the power to the first output half shaft 82 and the second output half shaft 83, thereby driving the wheel end 91 to rotate, and finally realizing the power transmission and vehicle driving.

[0075] In a preferred embodiment, the sun gear 711 is arranged in the middle of the planetary gear 712, and the sun gear 711 can mesh with the inner gear ring 714 through the planetary gear 712; the planetary gear 712 is arranged around the sun gear 711, and its inner side meshes with the sun gear 711, and its outer side meshes with the inner gear ring 714, and is connected to the planetary carrier 713 through rollers or bearings. There can be multiple planetary gears 712, which are evenly distributed around the planetary carrier 713; the planetary carrier 713 is a supporting structure connected to the planetary gear 712, and there are multiple holes on the planetary carrier 713, and a planetary gear 712 is installed in each hole to support the planetary gear 712 and ensure its normal movement. Specifically, the specific structure of the planetary gear system 71 can select any embodiment disclosed in the prior art, and its structure is not specifically limited in this patent.

[0076] like Figure 3 In a preferred embodiment, when the first sleeve 21 is transmission connected to the output end of the first constant mesh gear 14, the third sleeve 51 is transmission connected to the output end of the fifth constant mesh gear 44, the second sleeve 31 is transmission connected to the fourth combining gear 18, and the fourth sleeve 61 is transmission connected to the eighth combining gear 47, the system is in the first gear transmission state.

[0077] When in the first gear transmission state, the power flow of the entire system is: power is input by the first motor 11 and the second motor 41 respectively, transmitted to the first input gear 12 and the third input gear 42, and then transmitted to the first constant mesh gear 14 and the fifth constant mesh gear 44, and then transmitted to the fourth transmission gear 19 by the fourth combining gear 18 and the eighth combining gear 47 respectively, and then transmitted to the planetary gear 712 through the sun gear 711 in the planetary gear train 71, and transmitted to the differential 81 through the planetary carrier 713, and finally transmitted to the wheel end 91 by the first output half shaft 82 and the second output half shaft 83 respectively, realizing three-stage deceleration and torque increase power transmission.

[0078] like Figure 4 In a preferred embodiment, when the first sleeve 21 is transmission connected to the output end of the second constant mesh gear 15, the third sleeve 51 is transmission connected to the output end of the sixth constant mesh gear 45, the second sleeve 31 is transmission connected to the fourth combining gear 18, and the fourth sleeve 61 is transmission connected to the eighth combining gear 47, the system is in the second gear transmission state.

[0079] When in the second gear transmission state, the power flow of the entire system is: power is input by the first motor 11 and the second motor 41 respectively, transmitted to the second input gear 13 and the fourth input gear 43, and then transmitted to the second constant mesh gear 15 and the sixth constant mesh gear 45, and then transmitted to the fourth transmission gear 19 by the fourth combining gear 18 and the eighth combining gear 47 respectively, and then transmitted to the planetary gear 712 through the sun gear 711 in the planetary gear train 71, and transmitted to the differential 81 through the planetary carrier 713, and finally transmitted to the wheel end 91 by the first output half shaft 82 and the second output half shaft 83 respectively, realizing three-stage deceleration and torque increase power transmission.

[0080] like Figure 5 In a preferred embodiment, when the first sleeve 21 is transmission connected to the output end of the first constant mesh gear 14, the third sleeve 51 is transmission connected to the output end of the fifth constant mesh gear 44, the second sleeve 31 is transmission connected to the third combining gear 16, and the fourth sleeve 61 is transmission connected to the seventh combining gear 46, the entire system is in a third gear transmission state.

[0081] When in the third gear transmission state, the power flow of the entire system is: power is input by the first motor 11 and the second motor 41 respectively, transmitted to the first input gear 12 and the third input gear 42, and then transmitted to the first constant mesh gear 14 and the fifth constant mesh gear 44, and then transmitted to the third transmission gear 17 by the third combining gear 16 and the seventh combining gear 46 respectively, and then transmitted to the planetary gear 712 through the sun gear 711 in the planetary gear train 71, and transmitted to the differential 81 through the planetary carrier 713, and finally transmitted to the wheel end 91 by the first output half shaft 82 and the second output half shaft 83 respectively, realizing three-stage deceleration and torque increase power transmission.

[0082] like Figure 6 In a preferred embodiment, when the first sleeve 21 is transmission connected to the output end of the second constant mesh gear 15, the third sleeve 51 is transmission connected to the output end of the sixth constant mesh gear 45, the second sleeve 31 is transmission connected to the third combining gear 16, and the fourth sleeve 61 is transmission connected to the seventh combining gear 46, the entire system is in the fourth gear transmission state.

[0083] When in the fourth gear transmission state, the power flow of the entire system is: power is input by the first motor 11 and the second motor 41 respectively, transmitted to the second input gear 13 and the fourth input gear 43, and then transmitted to the second constant mesh gear 15 and the sixth constant mesh gear 45, and then transmitted to the third transmission gear 17 by the third combining gear 16 and the seventh combining gear 46 respectively, and then transmitted to the planetary gear 712 through the sun gear 711 in the planetary gear train 71, and transmitted to the differential 81 through the planetary carrier 713, and finally transmitted to the wheel end 91 by the first output half shaft 82 and the second output half shaft 83 respectively, realizing three-stage deceleration and torque increase power transmission.

[0084] In the present embodiment, the above-mentioned first gear transmission state to fourth gear transmission state can realize three-stage deceleration and torque increase power transmission. Taking the first power unit in the first gear transmission state as an example, the first input gear 12 of the first motor 11 is meshed with the first constant meshing gear 14. Since the input shaft of the first motor 11 has a relatively large rotation speed, after the power is transmitted from the first input gear 12 to the first constant meshing gear 14, it undergoes the first stage of deceleration and torque increase; when the power is transmitted from the fourth combining tooth to the fourth transmission tooth, since the two have a relatively large reduction ratio, they undergo the second stage of deceleration and torque increase; when the power is transmitted from the sun gear 711 to the planetary carrier 713, since the sun gear 711 has a relatively high rotation speed but a small torque, but the planetary gear 712 has a relatively low orbital rotation speed but a relatively large torque, the third stage of deceleration and torque increase can be realized.

[0085] The multi-gear design of the electric drive axle system in this embodiment can make the speed ratio difference between gears smaller, enable smoother power transmission and gear shifting, and achieve no power interruption during the gear shifting process, thereby improving the driving smoothness of the vehicle; through a more reasonable gear design, it can ensure that both motors can operate in the optimal efficiency speed range to improve the transmission efficiency and energy-saving effect of the overall system. Furthermore, the system can also provide large torque output at low speeds to meet the starting and climbing requirements of heavy trucks, and provide small speed ratio and high-efficiency operation at high speeds to improve the vehicle's driving economy.

[0086] Example 2

[0087] refer to Figure 7 The embodiment of the utility model provides a single-motor multi-speed transmission electric drive axle system. Different from the above-mentioned embodiment 1, only one power system is retained in this embodiment, namely the first power unit, to match the applicable vehicle as a single-motor four-speed electric drive axle system.

[0088] In a preferred embodiment, the single-motor multi-speed transmission electric drive axle system includes a first power unit, a planetary gear train 71 and a differential assembly, wherein the first power unit includes a first motor 11 and a first shift mechanism transmission-connected thereto, the first shift mechanism can achieve four-speed shifting and torque adjustment by changing its own meshing transmission relationship, the first shift mechanism is transmission-connected to the planetary gear train 71, the planetary gear train 71 transmits power to the differential assembly, and the differential assembly finally outputs the power to the wheel end 91 to achieve low-speed high-torque output or high-speed and high-efficiency operation.

[0089] In a preferred embodiment, the differential assembly includes a differential 81 , a first output half shaft 82 and a second output half shaft 83 .

[0090] In a preferred embodiment, the first gear shifting mechanism includes a first gear shaft system, a second gear shaft system, a third gear shaft system and a fourth gear shaft system with different reduction ratios. Preferably, the reduction ratio of the first gear shaft system is greater than that of the second gear shaft system, and the reduction ratio of the fourth gear shaft system is greater than that of the third gear shaft system.

[0091] In a preferred embodiment, the first gear shaft system and the second gear shaft system are respectively meshed with the input shaft of the first motor 11, and a first sleeve 21 is provided therebetween. The first sleeve 21 can be selectively transmission-connected to the first gear shaft system or the second gear shaft system.

[0092] Preferably, the first gear shaft system includes a first constant mesh gear 14, the second gear shaft system includes a second constant mesh gear 15, a first input gear 12 and a second input gear 13 are provided on the input shaft of the first motor 11, the input end of the first constant mesh gear 14 is meshed with the first input gear 12, the input end of the second constant mesh gear 15 is meshed with the second input gear 13, and the first sleeve 21 can be selectively connected to the output end of the first constant mesh gear 14 or the output end of the second constant mesh gear 15 in transmission.

[0093] In a preferred embodiment, a second sliding sleeve 31 is provided between the third gear shaft system and the fourth gear shaft system, and the second sliding sleeve 31 can be selectively drivingly connected to the third gear shaft system or the fourth gear shaft system.

[0094] In a preferred embodiment, the third gear shaft system includes a third combining gear 16 and a third transmission gear 17 connected thereto, the fourth gear shaft system includes a fourth combining gear 18 and a fourth transmission gear 19 connected thereto, the second sleeve 31 can be selectively connected to the third combining gear 16 or the fourth combining gear 18, and the third transmission gear 17 and the fourth transmission gear 19 are respectively connected to the planetary gear 712 in the planetary gear system 71.

[0095] Preferably, the first constant meshing gear 14, the second constant meshing gear 15, the third combining gear 16 and the fourth combining gear 18 are coaxially arranged; preferably, the first sliding sleeve 21 and the second sliding sleeve 31 are coaxially transmitted, and the two are fixedly connected to the same intermediate shaft, and the meshing relationship with different gears can be achieved by sliding, thereby realizing flexible switching of different gears.

[0096] In the first power unit, when the first sleeve 21 is connected to the first constant mesh gear 14, the power input by the first motor 11 first passes through the first gear shaft system; when the first sleeve 21 is connected to the second constant mesh gear 15, the power input by the first motor 11 first passes through the second gear shaft system; when the second sleeve 31 is connected to the third combining gear 16, the power from the first gear shaft system or the second gear shaft system will be transmitted to the planetary gear system 71 via the third gear shaft system, and then output to the wheel end 91 via the differential assembly; when the second sleeve 31 is connected to the fourth combining gear 18, the power from the first gear shaft system or the second gear shaft system will be transmitted to the planetary gear system 71 via the fourth gear shaft system, and then output to the wheel end 91 via the differential assembly.

[0097] Preferably, the planetary gear system 71 includes a sun gear 711, a planetary gear 712, an inner ring gear 714 and a planet carrier 713. The inner ring gear 714 is engaged with the housing, the planet carrier 713 is engaged with the differential 81, and the sun gear 711 is engaged with the third transmission tooth and the fourth transmission tooth. After the power from the third transmission tooth or the fourth transmission tooth is transmitted to the sun gear 711, it is transmitted to the differential 81 through the planet carrier 713. The differential 81 distributes the power to the first output half shaft 82 and the second output half shaft 83, thereby driving the wheel end 91 to rotate, and finally realizing the power transmission and vehicle drive.

[0098] In a preferred embodiment, when the first sliding sleeve 21 is transmission-connected to the output end of the first constant meshing gear 14 and the second sliding sleeve 31 is transmission-connected to the fourth combining gear 18, the system is in a first gear transmission state.

[0099] In a preferred embodiment, when the first sliding sleeve 21 is transmission-connected to the output end of the second constant meshing gear 15 and the second sliding sleeve 31 is transmission-connected to the fourth combining gear 18, the system is in the second gear transmission state.

[0100] In a preferred embodiment, when the first sliding sleeve 21 is transmission-connected to the output end of the first constant meshing gear 14 and the second sliding sleeve 31 is transmission-connected to the third combining gear 16, the entire system is in a third gear transmission state.

[0101] In a preferred embodiment, when the first sliding sleeve 21 is transmission-connected to the output end of the second constant meshing gear 15 and the second sliding sleeve 31 is transmission-connected to the third combining gear 16, the entire system is in a fourth-gear transmission state.

[0102] Preferably, when in any gear transmission state, except that there is no power from the second power unit, the power flow of the entire system is the same as that of the above-mentioned embodiment 1, and will not be repeated here.

[0103] Example 3

[0104] The present embodiment provides a vehicle, preferably a heavy-duty commercial truck with pure electric drive, including the multi-speed transmission electric drive axle system described in the above-mentioned embodiment 1 or embodiment 2. The technical features already recorded in the above-mentioned embodiment 1 or 2 are naturally inherited in the present embodiment; specifically, in the present embodiment, a multi-speed transmission electric drive axle system is configured with the same functions as those in the above-mentioned embodiment 1 or 2, and therefore they will not be described one by one.

[0105] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present application to this. Those of ordinary skill in the art may make various changes and modifications therein without departing from the scope and spirit of the present application. All these changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0106] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0107] Similarly, it should be understood that in order to streamline the present application and help understand one or more of the various utility model aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present application should not be interpreted as reflecting the following intention: the claimed application requires more features than the features clearly stated in each claim. More specifically, as reflected in the corresponding claims, its utility model point is that the corresponding technical problem can be solved with less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby explicitly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present application.

[0108] It will be understood by those skilled in the art that, except for mutually exclusive features, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this specification may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

Claims

1. A multi-speed transmission electric drive axle system, characterized in that: It includes a first power unit, a planetary gear train and a differential assembly; The first power unit includes a first motor and a first shifting mechanism transmission-connected thereto, and an output end of the first shifting mechanism is transmission-connected to the planetary gear train; The first shift mechanism comprises a first gear shaft system, a second gear shaft system, a third gear shaft system and a fourth gear shaft system with different reduction ratios, the first gear shaft system and the second gear shaft system are respectively meshed with the input shaft of the first motor, a first sliding sleeve is arranged between the two, the first sliding sleeve can be selectively connected to the first gear shaft system or the second gear shaft system by transmission, a second sliding sleeve is arranged between the third gear shaft system and the fourth gear shaft system, the second sliding sleeve can be selectively connected to the third gear shaft system or the fourth gear shaft system by transmission; The differential assembly includes a differential, a first output half shaft and a second output half shaft; The planetary gear train comprises a sun gear, planetary gears, an inner gear ring and a planet carrier. The inner gear ring is engaged with a housing, and the planet carrier is engaged with the differential.

2. The multi-speed transmission electric drive axle system according to claim 1, characterized in that: It also includes a second power unit, which is symmetrically arranged with the first power unit along the first output axis. The second power unit includes a second motor and a second shifting mechanism transmission-connected thereto, and the output ends of the second shifting mechanism and the first shifting mechanism are commonly transmission-connected to the planetary gear train.

3. The multi-speed transmission electric drive axle system according to claim 2, characterized in that: The second shift mechanism comprises a fifth gear shaft system, a sixth gear shaft system, a seventh gear shaft system and an eighth gear shaft system with different reduction ratios, the fifth gear shaft system and the sixth gear shaft system are respectively meshed with the input shaft of the second motor, a third sliding sleeve is arranged between the two, the third sliding sleeve can be selectively connected to the fifth gear shaft system or the sixth gear shaft system by transmission, a fourth sliding sleeve is arranged between the seventh gear shaft system and the eighth gear shaft system, the fourth sliding sleeve can be selectively connected to the seventh gear shaft system and the eighth gear shaft system by transmission; The seventh gear shaft system is meshed with the third gear shaft system, and the eighth gear shaft system is meshed with the fourth gear shaft system.

4. The multi-speed transmission electric drive axle system according to claim 3, characterized in that: The first gear shaft system includes a first constantly meshed gear, the second gear shaft system includes a second constantly meshed gear, a first input gear and a second input gear are provided on the input shaft of the first motor, the first constantly meshed gear is meshed with the first input gear, the second constantly meshed gear is meshed with the second input gear, and the first sliding sleeve can be selectively connected to the output end of the first constantly meshed gear or the output end of the second constantly meshed gear in a transmission manner; The fifth gear shaft system includes a fifth constantly meshed gear, the sixth gear shaft system includes a sixth constantly meshed gear, a third input gear and a fourth input gear are provided on the input shaft of the second motor, the fifth constantly meshed gear is meshed with the third input gear, the sixth constantly meshed gear is meshed with the fourth input gear, and the third sliding sleeve can be selectively connected to the output end of the fifth constantly meshed gear or the output end of the sixth constantly meshed gear in driving connection; The first gear shaft system and the fifth gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same; the second gear shaft system and the sixth gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same.

5. The multi-speed transmission electric drive axle system according to claim 4, characterized in that: The third gear shaft system includes a third combined gear and a third transmission gear connected thereto, the fourth gear shaft system includes a fourth combined gear and a fourth transmission gear connected thereto, and the second sliding sleeve can be selectively connected to the third combined gear or the fourth combined gear in transmission connection; The third transmission gear and the fourth transmission gear are respectively connected to the planetary gears in a transmission manner; The seventh gear shaft system is symmetrically arranged with the third gear shaft system along the first output semi-axis, the seventh gear shaft system includes a seventh combined gear and the third transmission gear meshing therewith, the eighth gear shaft system is symmetrically arranged with the fourth gear shaft system along the first output semi-axis, the eighth gear shaft system includes an eighth combined gear and the fourth transmission gear meshing therewith, and the third sliding sleeve can be transmission-connected with the seventh combined gear or the eighth combined gear; The third gear shaft system and the seventh gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same. The fourth gear shaft system and the eighth gear shaft system are symmetrically arranged along the first output semi-axis, and the reduction ratio of the two is the same.

6. The multi-speed transmission electric drive axle system according to claim 5, characterized in that: The first constant meshing gear, the second constant meshing gear, the third combined gear, and the fourth combined gear are coaxially arranged, and the first sliding sleeve and the second sliding sleeve are coaxially driven; The fifth constantly meshing gear, the sixth constantly meshing gear, the seventh combining gear and the eighth combining gear are coaxially arranged, and the third sliding sleeve and the fourth sliding sleeve are coaxially driven.

7. The multi-speed transmission electric drive axle system according to claim 6, characterized in that: The reduction ratio of the first gear shaft system is greater than that of the second gear shaft system, and the reduction ratio of the fourth gear shaft system is greater than that of the third gear shaft system.

8. The multi-speed transmission electric drive axle system according to claim 7, characterized in that: When in the first gear transmission state, the first sleeve is transmission connected to the output end of the first constant meshing gear, the second sleeve is transmission connected to the fourth combining gear, the third sleeve is transmission connected to the output end of the fifth constant meshing gear, and the fourth sleeve is transmission connected to the eighth combining gear.

9. The multi-speed transmission electric drive axle system according to claim 7, characterized in that: When in the second gear transmission state, the first sliding sleeve is transmission connected to the output end of the second constantly meshing gear, the second sliding sleeve is transmission connected to the fourth combining gear, the third sliding sleeve is transmission connected to the output end of the sixth constantly meshing gear, and the fourth sliding sleeve is transmission connected to the eighth combining gear.

10. The multi-speed transmission electric drive axle system according to claim 7, characterized in that: When in the third gear transmission state, the first sliding sleeve is transmission connected to the output end of the first constant meshing gear, the second sliding sleeve is transmission connected to the third combining gear, the third sliding sleeve is transmission connected to the output end of the fifth constant meshing gear, and the fourth sliding sleeve is transmission connected to the seventh combining gear.

11. The multi-speed transmission electric drive axle system according to claim 7, characterized in that: When in the fourth gear transmission state, the first sleeve is transmission connected to the output end of the second constant meshing gear, the second sleeve is transmission connected to the third combining gear, the third sleeve is transmission connected to the output end of the sixth constant meshing gear, and the fourth sleeve is transmission connected to the seventh combining gear.

12. A vehicle, characterized in that: It comprises a multi-speed transmission electric drive axle system as described in any one of claims 1-11.

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