Multi-gear transmission electric drive axle

Abstract

The utility model relates to the technical field of electric drive axles, and provides a multi-gear transmission electric drive axle. The device comprises a motor assembly, a first gear reduction assembly, a first gear transmission assembly, a differential mechanism and a half shaft, the motor assembly outputs power to the differential mechanism through the first gear reduction assembly and the first gear transmission assembly, and the differential mechanism drives the wheel end to rotate through a half shaft. The first gear reduction assembly is provided with two reduction gears, the first gear transmission assembly is provided with three gears including a neutral gear, and the first gear reduction assembly and the first gear transmission assembly work cooperatively to form five gears including the neutral gear. According to the technical scheme, power is transmitted through a multi-shaft and multi-gear meshing structure, the stress stability of the structure is better, the reliability is higher, meanwhile, the assembling positions of the adjacent shafts are more flexible, and the multi-shaft transmission device can be better suitable for heavy commercial truck type electric cars.

Description

Technical Field

[0001] This utility model relates to the field of electric drive bridge technology, and in particular to a multi-speed transmission electric drive bridge. Background Technology

[0002] The electric drive axle is a transmission structure on electric vehicles used to transmit the torque generated by the motor to the wheels. In existing technology, electric drive axles mainly use a planetary arrangement structure for power transmission. This structure can achieve a larger reduction ratio. However, the planetary arrangement structure has the characteristics of low power transmission efficiency, low reliability, large space occupation, and high manufacturing difficulty, making it difficult to apply to heavy-duty commercial trucks. Utility Model Content

[0003] The purpose of this invention is to provide a multi-speed transmission electric drive axle, which can transmit power through a multi-axis, multi-gear meshing structure, and is better suited for electric vehicles in heavy-duty commercial trucks.

[0004] This utility model provides a multi-speed transmission electric drive bridge, including:

[0005] Motor assembly, first gear reduction assembly, first gear transmission assembly, differential and half shaft;

[0006] The motor assembly outputs power to the differential through the first gear reduction assembly and the first gear transmission assembly. The differential drives the wheel ends to rotate through the half-shaft.

[0007] The first gear reduction assembly has two reduction gears, and the first gear transmission assembly has three gears, including neutral. The first gear reduction assembly and the first gear transmission assembly work together to form five gears, including neutral.

[0008] The technical solution of this utility model transmits power through a multi-shaft, multi-gear meshing structure. This structure has better stress stability and higher reliability. At the same time, the assembly position between adjacent multi-shafts is more flexible, making it more suitable for trolleybuses in heavy-duty commercial truck models. Attached Figure Description

[0009] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0010] Figure 1 This is a schematic diagram of the structure of a multi-speed transmission electric drive bridge according to the present invention;

[0011] Figure 2 for Figure 1 A schematic diagram of the first gear transmission assembly in neutral in a multi-speed transmission electric drive axle;

[0012] Figure 3 for Figure 1 A schematic diagram of the structure after the first gear reduction assembly in the multi-speed transmission electric drive axle is replaced with the second gear reduction assembly;

[0013] Figure 4 for Figure 3 A schematic diagram of the modified structure of the fourth shaft in a multi-speed transmission electric drive axle;

[0014] Figure 5 for Figure 1 A schematic diagram of the structure of a multi-speed transmission electric drive axle after using a second gear transmission assembly;

[0015] Figure 6 for Figure 5 Assembly diagram of adding a 28th gear to a multi-speed transmission electric drive axle;

[0016] Figure 7 for Figure 5 Assembly diagram of a multi-speed transmission electric drive axle after removing the reducer;

[0017] Figure 8 for Figure 5 Assembly diagram of the modified second gear transmission structure in a multi-speed electric drive axle;

[0018] Figure 9 for Figure 1 Assembly diagram of a multi-speed transmission electric drive axle after adopting the third gear transmission assembly.

[0019] Explanation of reference numerals in the attached figures:

[0020] 100. Motor assembly; 101. First shaft; 102. First gear; 103. First moving gear sleeve; 104. Second gear; 105. Third gear; 106. Second shaft; 107. Fourth gear; 108. Fifth gear; 109. Third shaft; 110. Sixth gear;

[0021] 111. Seventh gear; 112. Fourth shaft; 113. Eighth gear; 114. Ninth gear; 115. Tenth gear; 116. Second moving gear sleeve; 117. Eleventh gear;

[0022] 118. Differential; 119. Half shaft; 120. Power take-off; 121. Differential lock;

[0023] 201. Fifth shaft; 202. Twelfth gear; 203. Thirteenth gear; 204. Third moving gear sleeve; 205. Fourteenth gear; 206. Fifteenth gear; 207. Sixth shaft; 208. Sixteenth gear; 209. Seventh shaft; 210. Seventeenth gear;

[0024] 211. Eighteenth gear; 212. Nineteenth gear; 213. Eighth shaft; 214. Twentieth gear; 215. Twenty-first gear; 216. Ninth shaft; 217. Twenty-second gear; 218. Fourth moving gear sleeve; 219. Twenty-third gear; 220. Twenty-fourth gear;

[0025] 221. Multistage gear; 222. Twenty-fifth gear; 223. Fifth moving gear sleeve; 224. Twenty-sixth gear; 225. Tenth shaft; 226. Twenty-seventh gear; 227. Twenty-eighth gear;

[0026] 231. Twenty-ninth gear; 232. Thirtieth gear; 233. Thirty-first gear; 234. Eleventh shaft;

[0027] 235. Twelfth Axis; 236. Thirty-second Gear; 237. Thirty-third Gear; 238. Sixth Moving Gear Sleeve; 239. Thirty-fourth Gear; 240. Thirty-fifth Gear; 241. Thirty-sixth Gear; 242. Thirteenth Axis. Detailed Implementation

[0028] The technical solution of this utility model will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0029] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0030] In the description of this utility model, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified. Furthermore, the terms "installed," "connected," and "linked" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] First embodiment, such as Figure 1 , Figure 2 As shown.

[0032] A multi-speed transmission electric drive bridge, comprising:

[0033] Motor assembly 100, first gear reduction assembly, first gear transmission assembly, differential 118 and half shaft 119;

[0034] The motor assembly 100 outputs power to the differential 118 through the first gear reduction assembly and the first gear transmission assembly. The differential 118 drives the wheel ends to rotate through the half-shaft 119.

[0035] The first gear reduction assembly has two reduction gears, and the first gear transmission assembly has three gears, including neutral. The first gear reduction assembly and the first gear transmission assembly work together to form five gears, including neutral.

[0036] The first gear reduction assembly includes a first shaft 101, a second shaft 106, a third shaft 109, and a first movable gear sleeve 103;

[0037] A first gear 102 is fixedly mounted on the first shaft 101, and a second gear 104 is rotatably mounted on the first shaft 101. The first shaft 101 is fixedly connected to the drive end of the motor assembly 100. A third gear 105 and a fourth gear 107 are fixedly mounted on the first shaft 101, and the third gear 105 meshes with the second gear 104. A fifth gear 108 and a sixth gear 110 are fixedly mounted on the third shaft 109, and the fifth gear 108 meshes with the fourth gear 107. A first movable gear sleeve 103 is mounted on the first gear 102, and the first movable gear sleeve 103 can shift and connect the second gear 104 or the sixth gear 110 to form two reduction gears of the first gear reduction assembly.

[0038] The first gear transmission assembly includes a fourth shaft 112 and a second movable gear sleeve 116;

[0039] The seventh gear 111, the eighth gear 113, and the ninth gear 114 are fixedly mounted on the fourth shaft 112. The seventh gear 111 meshes with the sixth gear 110. The tenth gear 115 and the eleventh gear 117 are rotatably mounted on the half shaft 119. The tenth gear 115 meshes with the ninth gear 114, and the eleventh gear 117 meshes with the eighth gear 113. The output end of the differential 118 is fixedly connected to the half shaft 119. The second movable gear sleeve 116 is mounted on the input gear of the differential 118. The second movable gear sleeve 116 can shift and connect the tenth gear 115 or the eleventh gear 117 to form three gears in the first gear transmission assembly, including neutral.

[0040] This embodiment includes a total of 4 drive gears and one parking gear:

[0041] When the first moving sleeve 103 is connected to gears 102 and 104, and the second moving sleeve 116 is connected to gears 115 and differential 118, it is in first gear.

[0042] When the first moving sleeve 103 is connected to gear 102 and gear 110, and the second moving sleeve 116 is connected to gear 115 and differential 118, it is in second gear.

[0043] When the first moving sleeve 103 connects to gears 102 and 104, and the second moving sleeve 116 connects to gears 117 and differential 118, it is in third gear.

[0044] When the first moving sleeve 103 is connected to gear 102 and gear 110, and the second moving sleeve 116 is connected to gear 117 and differential 118, it is in fourth gear.

[0045] When the second moving gear sleeve 116 is only connected to the differential 118, it is in neutral, i.e., the parking gear.

[0046] In this embodiment, the first gear transmission assembly is also connected to a power take-off (PTO) 120. The input gear and the tenth gear 115 of the PTO 120 mesh to achieve power take-off in any of the five gears. In addition, a differential lock 121 can be installed on the differential 118 to lock the differential 118 in extreme road conditions and help the vehicle get out of trouble.

[0047] Second embodiment, such as Figure 3 As shown.

[0048] Compared with the first embodiment, the difference is that the first gear reduction assembly is replaced with a second gear reduction assembly, and the motor assembly 100 transmits power to the first gear transmission assembly through the second gear reduction assembly;

[0049] The second gear reduction assembly includes:

[0050] The fifth shaft 201 is fixedly mounted with the twelfth gear 202, and the fifth shaft 201 is fixedly connected to the drive end of the motor assembly 100;

[0051] The sixth shaft 207 is fixedly equipped with a thirteenth gear 203 and a fifteenth gear 206, and the thirteenth gear 203 meshes with the twelfth gear 202.

[0052] The seventh shaft 209 is fixedly mounted with the fourteenth gear 205 and the seventeenth gear 210, which mesh with the seventh gear 111. The sixteenth gear 208 is rotatably mounted on the seventh shaft 209, which meshes with the sixth shaft 207.

[0053] The third movable gear sleeve 204 is mounted on the fourteenth gear 205. The third movable gear sleeve 204 can shift the two reduction gears of the second gear reduction assembly connected to the twelfth gear 202 or the sixteenth gear 208.

[0054] The first gear reduction assembly and the second gear reduction assembly are inverted. This structural change allows for adjustment of the overall space occupied, achieving greater space flexibility. This enables better utilization of the remaining space during loading into heavy commercial trucks, effectively improving space utilization.

[0055] The third embodiment, such as Figure 4 As shown.

[0056] Compared with the first embodiment, the difference lies in the position swap of the seventh gear 111, the eighth gear 113 and the ninth gear 114 on the fourth shaft 112. This utilizes the characteristics of a multi-shaft, multi-gear meshing structure. The torque transmission process is not affected after the position swap, but the position of the second gear reduction assembly is shifted and the overall shape changes. This adjustment method allows for flexible adjustment of the shape and size of the electric drive bridge.

[0057] Fourth embodiment, such as Figure 5 As shown.

[0058] In this embodiment, the motor assembly 100 outputs power to the differential 118 through the second gear transmission assembly, and the drive end of the motor assembly 100 is connected to the twenty-first gear 215.

[0059] The second gear transmission assembly includes:

[0060] The ninth shaft 216 is fixedly mounted with the twenty-second gear 217 and the twenty-first gear 215. The twenty-third gear 219 and the twenty-fourth gear 220 are rotatably mounted on the ninth shaft 216.

[0061] The fourth movable gear sleeve 218 is mounted on the twentieth gear 217. The fourth movable gear sleeve 218 can shift the two reduction gears of the second gear transmission assembly formed by connecting the twentieth gear 219 or the twentieth gear 220.

[0062] The tenth shaft 225 is fixedly mounted with the twenty-sixth gear 224 and the twenty-seventh gear 226. The twenty-seventh gear 226 meshes with the input gear of the differential 118. The twenty-fifth gear 222 is rotatably mounted on the tenth shaft 225.

[0063] The fifth movable gear sleeve 223 is mounted on the twenty-sixth gear 224. The fifth movable gear sleeve 223 can shift and connect the twenty-fifth gear 222 to form two start and stop positions of the second gear transmission assembly.

[0064] The ninth shaft 216 and the tenth shaft 225 are located on both sides of the half shaft 119, and a multi-stage gear 221 is rotatably mounted on the half shaft 119. The multi-stage gear 221 is a three-stage gear and simultaneously meshes with the twenty-third gear 219, the twenty-fourth gear 220, and the twenty-fifth gear 222.

[0065] The main feature of this embodiment is that the parallel shafts are distributed on both sides of the half shaft 119, which forms a new spatial shape while ensuring normal torque transmission.

[0066] In this embodiment, since a second gear transmission assembly is used, the connection position of the power take-off 120 also needs to be changed synchronously. The input gear of the power take-off 120 meshes with the 25th gear 222, thereby connecting the power take-off 120 to the second gear transmission assembly.

[0067] Fifth embodiment, as follows Figure 6 As shown.

[0068] Compared with the fourth embodiment, the main change is that a 28th gear 227 is added. The 28th gear 227 is rotatably mounted on the 10th shaft 225. At the same time, the multi-stage gear 221 is changed to a four-stage gear, and the multi-stage gear 221 meshes with the 28th gear 227. The fifth movable gear sleeve 223 is adjusted to be able to connect the 25th gear 222 and the 28th gear 227. The second gear transmission assembly forms five gears, including neutral. The addition of a new transmission speed gear is achieved by adding a gear structure.

[0069] The sixth embodiment, as follows Figure 7 As shown.

[0070] In this embodiment, the output gear of the motor assembly 100 directly meshes with the 21st gear 215. Compared with the fifth embodiment, where the motor assembly 100 is connected to the 21st gear 215 via a reducer, this reduces one stage of reduction, thereby reducing space volume and lowering costs.

[0071] The reducer includes an eighteenth gear 211, a nineteenth gear 212, an eighth shaft 213, and a twentieth gear 214. The eighteenth gear 211 is fixedly connected to the output end of the motor assembly 100. The nineteenth gear 212 and the twentieth gear 214 are both fixedly mounted on the eighth shaft 213. The nineteenth gear 212 meshes with the eighteenth gear 211, and the twentieth gear 214 meshes with the twenty-first gear 215.

[0072] The 7th embodiment, as follows Figure 8 As shown.

[0073] This implementation is mainly based on the fourth embodiment, and the result of the adjustment is that the entire gear set is moved to one side of the half shaft 119.

[0074] The adjustment process is as follows: the multi-stage gear 221, the twenty-fifth gear 222, the fifth moving gear sleeve 223, the twenty-sixth gear 224, the tenth shaft 225, and the twenty-seventh gear 226 are simultaneously replaced with the twenty-ninth gear 231, the thirtieth gear 232, the thirty-first gear 233, and the eleventh shaft 234. The twenty-ninth gear 231, the thirtieth gear 232, and the thirty-first gear 233 are all fixedly mounted on the eleventh shaft 234. The twenty-ninth gear 231 meshes with the twenty-third gear 219, the thirtieth gear 232 meshes with the input gear of the differential 118, and the thirty-first gear 233 meshes with the twenty-fourth gear 220.

[0075] The 8th embodiment, as follows Figure 9 As shown.

[0076] In this embodiment, the motor assembly 100 outputs power to the differential 118 through the third gear transmission assembly, and the drive end of the motor assembly 100 is connected to the twenty-first gear 215.

[0077] The third gear transmission assembly includes:

[0078] The twelfth shaft 235, on which the thirtieth gear 236 is fixedly mounted, and the twenty-first gear 215 is also fixedly mounted on the twelfth shaft 235;

[0079] The thirteenth shaft 242 is fixedly equipped with the thirty-fourth gear 239 and the thirty-sixth gear 241. The thirty-sixth gear 241 meshes with the input gear of the differential 118. The thirteenth shaft 242 is rotatably equipped with the thirty-third gear 237 and the thirty-fifth gear 240. The thirty-third gear 237 meshes with the twenty-first gear 215, and the thirty-fifth gear 240 meshes with the thirty-second gear 236.

[0080] The six movable gear sleeve 238 is mounted on the thirty-fourth gear 239. The six movable gear sleeve 238 can shift and connect the thirty-third gear 237 and the thirty-fifth gear 240 to form a third gear transmission assembly with three gears including neutral.

[0081] This embodiment is similar to the 7th embodiment, although they have different structures but the same advantages.

[0082] In practical applications, a vehicle can be equipped with multiple electric drive axle systems, and these systems can each adopt different solutions from the above embodiments. For example, the middle axle assembly can use the solution from the first embodiment, and the rear axle assembly can use the solution from the fourth embodiment.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A multi-speed transmission electric drive bridge, characterized in that, include: The motor assembly (100), the first gear reduction assembly, the first gear transmission assembly, the differential (118), and the half shaft (119). The motor assembly (100) outputs power to the differential (118) through the first gear reduction assembly and the first gear transmission assembly. The differential (118) drives the wheel ends to rotate through the half shaft (119). The first gear reduction assembly has two reduction gears, and the first gear transmission assembly has three gears, including neutral. The first gear reduction assembly and the first gear transmission assembly work together to form five gears, including neutral.

2. The multi-speed transmission electric drive bridge according to claim 1, characterized in that, The first gear reduction assembly includes a first shaft (101), a second shaft (106), a third shaft (109), and a first movable gear sleeve (103). A first gear (102) is fixedly mounted on the first shaft (101), and a second gear (104) is rotatably mounted on the first shaft (101). The first shaft (101) is fixedly connected to the drive end of the motor assembly (100). A third gear (105) and a fourth gear (107) are fixedly mounted on the first shaft (101), and the third gear (105) meshes with the second gear (104). A fifth gear (108) and a sixth gear (110) are fixedly mounted on the third shaft (109), and the fifth gear (108) meshes with the fourth gear (107). A first movable gear sleeve (103) is mounted on the first gear (102), and the first movable gear sleeve (103) can shift and connect the second gear (104) or the sixth gear (110) to form two reduction gears of the first gear reduction assembly. The first gear transmission assembly includes a fourth shaft (112) and a second movable gear sleeve (116). The fourth shaft (112) is fixedly equipped with a seventh gear (111), an eighth gear (113) and a ninth gear (114), the seventh gear (111) meshing with the sixth gear (110); the half shaft (119) is rotatably equipped with a tenth gear (115) and an eleventh gear (117), the tenth gear (115) meshing with the ninth gear (114), the eleventh gear (117) meshing with the eighth gear (113), the output end of the differential (118) is fixedly connected to the half shaft (119), the second moving gear sleeve (116) is mounted on the input gear of the differential (118), the second moving gear sleeve (116) can shift and connect the tenth gear (115) or the eleventh gear (117) to form a first gear transmission assembly including three gears including neutral.

3. The multi-speed transmission electric drive bridge according to claim 2, characterized in that, The first gear transmission assembly is also connected to a power take-off (120), the input gear of the power take-off (120) meshing with the tenth gear (115).

4. The multi-speed transmission electric drive bridge according to claim 2, characterized in that, The first gear reduction assembly is replaced by the second gear reduction assembly, and the motor assembly (100) transmits power to the first gear transmission assembly through the second gear reduction assembly; The second gear reduction assembly includes: The fifth shaft (201) is fixedly mounted with the twelfth gear (202), and the fifth shaft (201) is fixedly connected to the drive end of the motor assembly (100); The sixth shaft (207) is fixedly equipped with a thirteenth gear (203) and a fifteenth gear (206), and the thirteenth gear (203) meshes with the twelfth gear (202); The seventh shaft (209) is fixedly mounted with the fourteenth gear (205) and the seventeenth gear (210), which mesh with the seventh gear (111). The seventeenth gear (210) is rotatably mounted with the sixteenth gear (208), which meshes with the sixth shaft (207). The third movable gear sleeve (204) is mounted on the fourteenth gear (205). The third movable gear sleeve (204) can shift to connect the twelfth gear (202) or the sixteenth gear (208) to form two reduction gears of the second gear reduction assembly.

5. The multi-speed transmission electric drive bridge according to claim 1, characterized in that, The first gear reduction assembly and the first gear transmission assembly are simultaneously replaced by the second gear transmission assembly. The motor assembly (100) outputs power to the differential (118) through the second gear transmission assembly. The drive end of the motor assembly (100) is connected to the twenty-first gear (215). The second gear transmission assembly includes: The ninth shaft (216) is fixedly mounted with the twenty-second gear (217) and the twenty-first gear (215) is also fixedly mounted on the ninth shaft (216). The twenty-third gear (219) and the twenty-fourth gear (220) are rotatably mounted on the ninth shaft (216). The fourth movable gear sleeve (218) is mounted on the twentieth gear (217). The fourth movable gear sleeve (218) can shift and connect the twentieth gear (219) or the twentieth gear (220) to form two reduction gears of the second gear transmission assembly. The tenth shaft (225) is fixedly equipped with the twenty-sixth gear (224) and the twenty-seventh gear (226), the twenty-seventh gear (226) meshes with the input gear of the differential (118), and the twenty-fifth gear (222) is rotatably equipped on the tenth shaft (225). The fifth movable gear sleeve (223) is mounted on the twenty-sixth gear (224). The fifth movable gear sleeve (223) can shift and connect to the twenty-fifth gear (222) to form two start and stop positions of the second gear transmission assembly. The ninth shaft (216) and the tenth shaft (225) are located on both sides of the half shaft (119). A multi-stage gear (221) is rotatably mounted on the half shaft (119). The multi-stage gear (221) is a three-stage gear and meshes with the twenty-third gear (219), the twenty-fourth gear (220), and the twenty-fifth gear (222) at the same time.

6. The multi-speed transmission electric drive bridge according to claim 3, characterized in that, The input gear of the power take-off (120) is connected to the second gear transmission assembly, and the input gear of the power take-off (120) meshes with the 25th gear (222).

7. The multi-speed transmission electric drive bridge according to claim 5, characterized in that, The tenth shaft (225) is also rotatably equipped with the twenty-eighth gear (227). The multi-stage gear (221) is a four-stage gear, and the multi-stage gear (221) meshes with the twenty-eighth gear (227). The fifth movable gear sleeve (223) can shift and connect the twenty-fifth gear (222) and the twenty-eighth gear (227) to form a second gear transmission assembly including five gears, including neutral.

8. The multi-speed transmission electric drive bridge according to claim 5, characterized in that, The motor assembly (100) is connected to the 21st gear (215) via a reducer. The reducer includes the 18th gear (211), the 19th gear (212), the 8th shaft (213), and the 20th gear (214). The 18th gear (211) is fixedly connected to the output end of the motor assembly (100). The 19th gear (212) and the 20th gear (214) are both fixedly mounted on the 8th shaft (213). The 19th gear (212) meshes with the 18th gear (211), and the 20th gear (214) meshes with the 21st gear (215).

9. The multi-speed transmission electric drive bridge according to claim 5, characterized in that, The multi-stage gear (221), the twenty-fifth gear (222), the fifth moving gear sleeve (223), the twenty-sixth gear (224), the tenth shaft (225), and the twenty-seventh gear (226) are simultaneously replaced by the twenty-ninth gear (231), the thirtieth gear (232), the thirty-first gear (233), and the eleventh shaft (234). The twenty-ninth gear (231), the thirtieth gear (232), and the thirty-first gear (233) are all fixedly mounted on the eleventh shaft (234). The twenty-ninth gear (231) meshes with the twenty-third gear (219). The thirtieth gear (232) meshes with the input gear of the differential (118). The thirty-first gear (233) meshes with the twenty-fourth gear (220).

10. The multi-speed transmission electric drive bridge according to claim 1, characterized in that, The first gear reduction assembly and the first gear transmission assembly are simultaneously replaced by the third gear transmission assembly. The motor assembly (100) outputs power to the differential (118) through the third gear transmission assembly. The drive end of the motor assembly (100) is connected to the twenty-first gear (215). The third gear transmission assembly includes: The twelfth shaft (235) is fixedly mounted with the thirtieth gear (236), and the twenty-first gear (215) is also fixedly mounted on the twelfth shaft (235); The thirteenth shaft (242) is fixedly equipped with the thirty-fourth gear (239) and the thirty-sixth gear (241). The thirty-sixth gear (241) meshes with the input gear of the differential (118). The thirteenth shaft (242) is rotatably equipped with the thirty-third gear (237) and the thirty-fifth gear (240). The thirty-third gear (237) and the twenty-first gear (215) are also mounted on the thirteenth shaft (242). The thirty-fifth gear (240) and the thirty-second gear (236) mesh; A six-moving gear sleeve (238) is mounted on the thirty-fourth gear (239). The six-moving gear sleeve (238) can shift and connect the thirty-third gear (237) and the thirty-fifth gear (240) to form a third gear transmission assembly with three gears including neutral.

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