Single-motor electric drive axle structure

Abstract

The utility model discloses a single motor electric drive axle structure to overcome the deficiency of the whole axle weight of existing electric drive axle, low space utilization rate. Including drive motor, have the first level driving gear, the first level driven gear, the first level output shaft, the second level driving gear through input shaft connection in proper order, be provided with three gear shift key wheel of three gear shift slide sleeve and three gear shift gear on the first level output shaft. The second level driven gear of setting up with the second level driving gear is engaged and the first gear shift key wheel of connecting one, two gear shift slide sleeve is arranged on left hollow shaft, and the sun gear is set up two gear shift gear and ring gear on right hollow shaft, and the sun gear is connected in proper order planetary gear, gear ring, and the differential is connected through planetary gear carrier, and the fourth level driving gear and the third level driven gear of engaging with two gear shift gear are connected on the first gear intermediate shaft, and the first gear is engaged in the hollow sleeve on left hollow shaft. The scheme has obvious advantage in cost control, weight optimization, space utilization, control complexity.

Description

Technical Field

[0001] This utility model relates to the field of vehicle engineering, specifically to a single-motor electric drive axle structure. Background Technology

[0002] Pure electric vehicles have broad market prospects, but currently, due to limitations in driving range and charging issues, the electrification of commercial vehicles lags significantly behind that of passenger vehicles.

[0003] With the development of pure electric vehicles, the proportion of electric drive axles in the electrification market is also increasing. However, commonly used dual-motor electric drive axles have two independent motors, electronic control systems, and reduction systems, which not only significantly increases manufacturing and maintenance costs but also has obvious shortcomings in terms of lightweight axle design and efficient space utilization. At the same time, commonly used electric drive axles are mostly matched with two-speed gearboxes, resulting in a limited number of gears and poor smoothness during gear shifts, affecting ride comfort; the narrow speed ratio range forces the motor to operate within a wider speed range, which can easily deviate from the efficient operating range, further restricting the overall power performance and efficiency of the axle.

[0004] Single-motor electric drive axles have significant advantages in terms of cost control, weight optimization, space utilization, and control complexity. However, the current common single-motor electric drive axle designs have many structural defects. They integrate the motor and gearbox on one side of the axle, resulting in uneven stress on the axle housing, which seriously affects the service life of the entire axle. Furthermore, due to the limitations of the structural layout, it is often difficult to match the power take-off unit, which limits its application in some commercial vehicle models.

[0005] In summary, there is an urgent need for a new single-motor electric drive axle structure design to overcome the aforementioned shortcomings in existing commercial vehicle electric drive axle technology and meet the new performance requirements of the commercial vehicle industry under the background of low-carbon transformation. Utility Model Content

[0006] The purpose of this utility model is to provide a single-motor electric drive bridge structure to overcome the shortcomings of existing electric drive bridges, such as large overall bridge weight and low space utilization.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A single-motor electric drive bridge structure includes a drive motor, a primary drive gear connected to an input shaft; the primary drive gear meshes with a primary driven gear, and the primary driven gear is connected to a secondary drive gear through a primary output shaft.

[0009] A three-speed gear is loosely connected to the first-stage output shaft, and a three-speed shift spline wheel is also fixedly connected to it. A three-speed shift sliding sleeve is provided on the three-speed shift spline wheel.

[0010] It also includes a left hollow shaft and a right hollow shaft;

[0011] A secondary driven gear is connected to the left hollow shaft, and the secondary driven gear meshes with the secondary driving gear; a first and second gear shift spline wheel is also fixed on the left hollow shaft, and a first and second gear shift sleeve is connected to the first and second gear shift spline wheel;

[0012] The right hollow shaft is connected to a sun gear and a second gear. The sun gear meshes with a planet gear, and the planet gear also meshes with a ring gear. The planet gear is connected to the planet carrier, and the planet carrier is connected to the differential. The second gear meshes with the third gear.

[0013] It also includes a first gear intermediate shaft, on which a third-stage driven gear and a fourth-stage driving gear are connected. The third-stage driven gear meshes with a first gear that is loosely fitted on the left hollow shaft, and the fourth-stage driving gear meshes with a second gear.

[0014] The planetary carrier is connected to the differential housing, and the gear ring is fixed to the gearbox housing.

[0015] The differential is connected to the wheels via half-shafts.

[0016] The third gear shift sleeve is movably connected to the third gear shift spline wheel via a spline, and the first and second gear shift sleeves are movably connected to the first and second gear shift spline wheels via a spline.

[0017] When the third-gear shift sleeve engages only with the third-gear shift spline wheel via splines, and the first and second-gear shift sleeves engage only with the first and second-gear shift spline wheels via splines, the drive motor is connected sequentially to the first-stage drive gear, the first-stage driven gear, and the first-stage output shaft via the input shaft. The first-stage output shaft is connected sequentially to the second-stage driven gear, the first and second-gear shift spline wheels, and the first and second-gear shift sleeves via the second-stage drive gear. The first-stage output shaft is connected to the third-gear shift sleeve via the third-gear shift spline wheel.

[0018] The first and second gear shift sleeves are simultaneously splined with the first and second gear shift splined wheels and the first gear gear. When the third gear shift sleeve is splined only with the third gear shift splined wheel, the drive motor is sequentially connected to the first-stage drive gear, the first-stage driven gear, and the first-stage output shaft via the input shaft. The first-stage output shaft is sequentially connected to the second-stage driven gear and the left hollow shaft via the second-stage drive gear. The left hollow shaft is sequentially connected to the first and second gear shift sleeves, the first gear gear, the third-stage driven gear, the first gear intermediate shaft, and the fourth-stage drive gear via the first and second gear shift splined wheels. The fourth-stage drive gear is sequentially connected to the second gear, the right hollow shaft, and the sun gear. The sun gear is sequentially connected to the planetary gears, the planet carrier, and the differential.

[0019] The first and second gear shift sleeves are simultaneously connected to the first and second gear shift splined wheels and the second gear gear via splines. When the third gear shift sleeve is only engaged with the third gear shift splined wheel via splines, the drive motor connects to the first-stage driving gear and the first-stage driven gear in sequence via the input shaft. The first-stage driven gear connects to the second-stage driving gear and the second-stage driven gear in sequence via the first-stage output shaft. The second-stage driven gear connects to the first and second gear shift splined wheels, the first and second gear shift sleeves, and the second gear in sequence via the left hollow shaft. The second gear connects to the sun gear, planetary gears, planet carrier, and differential in sequence via the right hollow shaft.

[0020] The first and second gear shift sleeves are only splined to the first and second gear shift splined wheels. When the third gear shift sleeve is splined to both the third gear shift splined wheel and the third gear, the drive motor is sequentially connected to the first-stage drive gear, the first-stage driven gear, and the first-stage output shaft via the input shaft. The first-stage output shaft is sequentially connected to the third gear shift splined wheel, the third gear, and the second gear via the third gear shift sleeve. The second gear is sequentially connected to the sun gear, planetary gears, planet carrier, and differential via the right hollow shaft.

[0021] It also includes a power take-off (PTO), with a hollow intermediate shaft for the first gear. The PTO is connected to a PTO gear via an output shaft. The secondary driven gear meshes with an input gear. The input gear is connected to a PTO splined wheel via a PTO input shaft. The PTO splined wheel is connected to the PTO gear via a PTO sliding sleeve.

[0022] When matching the power take-off (PTO), the drive motor is connected in sequence to the first-stage driving gear, the first-stage driven gear, the first-stage output shaft, and the second-stage driving gear via the input shaft. The second-stage driving gear is connected in sequence to the input gear, the PTO input shaft, and the PTO splined wheel via the second-stage driven gear. The PTO splined wheel is connected in sequence to the PTO gear, the output gear, and the output shaft via the PTO sliding sleeve.

[0023] Compared with the prior art, the present invention has the following beneficial technical effects:

[0024] The present invention provides a single-motor electric drive bridge structure, which, through ingenious design and reasonable layout, effectively overcomes the shortcomings of existing electric drive bridges, such as large overall bridge weight and low space utilization.

[0025] The structure adopts a single-motor drive, eliminating the need for an additional motor and its supporting facilities in a dual-motor electric drive axle, significantly reducing the overall axle weight. The input shaft connects to the first-stage drive gear, which meshes with the first-stage driven gear. The latter connects to the second-stage drive gear through the first-stage output shaft, resulting in efficient and simple power transmission, reducing unnecessary components, and laying the foundation for weight reduction and improved space utilization.

[0026] In terms of gear shifting structure design, a third-speed gear is hollowly connected to the first-stage output shaft, and a third-speed shift spline wheel is fixedly connected to it, working in conjunction with a third-speed shift sleeve to achieve three-speed power transmission. On the left hollow shaft, the second-stage driven gear meshes with the second-stage driving gear. First and second-speed shift spline wheels are also fixed on the left hollow shaft, connected to first and second-speed shift sleeves to achieve first and second-speed switching. This gear shifting structure has a compact layout, utilizing a socketed connection method and a reasonable arrangement of shafts and gears to avoid a large and complex transmission mechanism, reducing the number and size of components and optimizing space utilization.

[0027] The left and right hollow shafts connect to key gear components. On the right hollow shaft, the sun gear meshes with planetary gears and externally with the ring gear. The planetary gears connect to the differential via the planet carrier, achieving efficient power distribution and transmission. On the first-gear intermediate shaft, the third-stage driven gear meshes with the first-gear, and the fourth-stage driving gear meshes with the second-gear, further optimizing power transmission in low-speed gears. These shafts work together to form a complete power transmission chain. Simultaneously, their compact design and rational space arrangement reduce space occupation, lower the overall axle weight, and optimize space utilization. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of a single-motor electric drive bridge structure in an embodiment of this utility model.

[0029] Figure 2 This is a schematic diagram of power transmission in the neutral state of a single-motor electric drive bridge structure according to an embodiment of this utility model.

[0030] Figure 3 This is a schematic diagram of the power transmission in the first gear state of a single-motor electric drive bridge structure in an embodiment of this utility model.

[0031] Figure 4 This is a schematic diagram of the power transmission in two gears of a single-motor electric drive bridge structure in an embodiment of this utility model.

[0032] Figure 5 This is a schematic diagram of the three-speed power transmission of a single-motor electric drive bridge structure in an embodiment of this utility model.

[0033] Figure 6 This is a schematic diagram of the power transmission state of a single-motor electric drive bridge structure matched with a power take-off unit in an embodiment of this utility model.

[0034] In the diagram, 1. Drive motor; 2. Input shaft; 3. Three-speed shift sleeve; 4. Three-speed shift splined wheel; 5. First-stage drive gear; 6. First-stage driven gear; 7. First-stage output shaft; 8. Second-stage drive gear; 9. First-speed gear; 10. Second-stage driven gear; 11. First and second-speed shift sleeve; 12. Wheel; 13. Half-shaft; 14. Left hollow shaft; 15. First and second-speed shift splined wheel; 16. Third-stage driven gear; 17. 17. First gear intermediate shaft; 18. Fourth stage drive gear; 19. Gear ring; 20. Right hollow shaft; 21. Differential; 22. Sun gear; 23. Planet carrier; 24. Planetary gear; 25. Second gear; 26. Third gear; 17. First gear intermediate shaft; 27. Input gear; 28. Power take-off input shaft; 29. ​​Power take-off sleeve; 30. Power take-off splined wheel; 31. Power take-off gear; 32. Output gear; 33. Output shaft. Detailed Implementation

[0035] Pure electric vehicles have broad market prospects, but currently, due to limitations in driving range and charging issues, the electrification of commercial vehicles lags significantly behind that of passenger vehicles. With the development of pure electric commercial vehicles, the proportion of electric drive axles in the electrification market is increasing. However, commonly used dual-motor electric drive axles have two independent motors, electronic controls, and reduction systems, which not only significantly increases manufacturing and maintenance costs but also has obvious shortcomings in lightweight axle design and efficient space utilization. Furthermore, commonly used electric drive axles are mostly matched with two-speed gearboxes, resulting in fewer gears and less smooth shifting, affecting ride comfort; the narrow speed ratio range increases the motor's speed range, making it prone to deviating from its efficient operating range, further restricting the overall axle's power performance and efficiency.

[0036] Single-motor electric drive axles have significant advantages in terms of cost control, weight optimization, space utilization, and control complexity. However, the current common single-motor electric drive axle designs have many structural defects. They integrate the motor and gearbox on one side of the axle, resulting in uneven stress on the axle housing, which seriously affects the service life of the entire axle. Furthermore, due to the limitations of the structural layout, it is often difficult to match the power take-off unit, which limits its application in some commercial vehicle models.

[0037] In summary, this invention proposes a novel single-motor electric drive axle structure design, supplemented by a multi-speed gearbox to optimize motor efficiency under different vehicle speeds and load conditions, thereby improving overall performance and providing sufficient power to the vehicle. Simultaneously, by optimizing the gearbox layout to ensure even distribution on both sides of the axle housing, the axle body experiences uniform stress, enhancing structural stability and reliability. Furthermore, by optimizing the gearbox layout to match the power take-off (PTO), various operational requirements of the vehicle can be met, facilitating flexible configuration to meet specific vehicle needs. This overcomes the aforementioned shortcomings of existing commercial vehicle electric drive axle technologies and meets the new performance demands of the commercial vehicle industry in the context of low-carbon transformation.

[0038] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0039] 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 component 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.

[0040] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0041] Furthermore, 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" means two or more, unless otherwise explicitly specified.

[0042] Reference Figure 1 The diagram shows a specific embodiment of the single-motor electric drive bridge structure provided by this utility model, which specifically includes a drive motor 1, a first-stage drive gear 5 connected to an input shaft 2, and the drive motor 1 and the input shaft 2 connected by a spline; the first-stage drive gear 5 meshes with a first-stage driven gear 6, and the first-stage driven gear 6 is connected to a second-stage drive gear 8 through a first-stage output shaft 7.

[0043] A three-speed gear 26 is loosely connected to the first-stage output shaft 7, and a three-speed shift spline wheel 4 is also fixedly connected. A three-speed shift sliding sleeve 3 is provided on the three-speed shift spline wheel 4, and the three-speed shift sliding sleeve 3 can move left and right on the outer spline of the three-speed shift spline wheel 4 through the inner spline.

[0044] In this specific embodiment, the electric drive bridge structure also includes a left hollow shaft 14 and a right hollow shaft 20;

[0045] A secondary driven gear 10 is connected to the left hollow shaft 14, which meshes with the secondary driving gear 8; a first and second gear shift spline wheel 15 is also fixed on the left hollow shaft 14, and a first and second gear shift sleeve 11 is connected to the first and second gear shift spline wheel 15. The first and second gear shift sleeve 11 can move left and right on the outer spline of the first and second gear shift spline wheel 15 through the inner spline;

[0046] The right hollow shaft 20 is connected to a sun gear 22 and a second gear 25. The sun gear 22 meshes with a planet gear 24, and the planet gear 24 is also meshed with a ring gear 19. The planet gear 24 is connected to a planet carrier 23, the planet carrier 23 is connected to the differential housing 21, and the ring gear 19 is fixed to the gearbox housing. The second gear 25 meshes with the third gear 26.

[0047] It also includes a first-gear intermediate shaft 17, on which a third-stage driven gear 16 and a fourth-stage driving gear 18 are connected. The third-stage driven gear 16 meshes with a first-gear 9 that is loosely fitted on the left hollow shaft 14, and the fourth-gear driving gear 18 meshes with a second-gear 25. After the power is output from the drive motor 1, it is finally coupled to the differential 21 housing, and then transmitted to the wheels 12 through the differential 21 and half-shafts 13 to drive the vehicle.

[0048] To make the solution provided by this utility model easier to understand, a specific implementation method combining multiple usage states is provided below.

[0049] Reference Figure 2 The diagram shows a specific implementation in neutral mode. In this state, the third-gear shift sleeve 3 engages only with the third-gear shift spline wheel 4 via splines, and the first and second-gear shift sleeves 11 engage only with the first and second-gear shift spline wheels 15 via splines. Power from the drive motor 1 is transmitted through the input shaft 2, which in turn drives the first-gear driven gear 6, the first-gear output shaft 7, the second-gear driven gear 8, the third-gear shift spline wheel 4, and the third-gear shift sleeve 3 via the first-gear driven gear 5. This further drives the second-gear driven gear 10, the first and second-gear shift spline wheels 15, and the first and second-gear shift sleeves 11 via the second-gear driven gear 8, resulting in no overall power output.

[0050] Reference Figure 3As shown, this is a specific implementation in first gear mode. In this mode, the first and second gear shift sleeves 11 are simultaneously connected to the first and second gear shift splined wheels 15 and the first gear 9 via splines. The third gear shift sleeve 3 is only splinedly engaged with the third gear shift splined wheel 4. The power from the drive motor 1 is transmitted through the input shaft 2, through the first-stage drive gear 5, which drives the first-stage driven gear 6, and then the first-stage output shaft 7. The power is then transmitted to the left hollow shaft 14 via the second-stage drive gear 8 and the second-stage driven gear 10. The first and second gear shift splined wheels 15 transmit power to the first gear 9 via the first and second gear shift sleeves 11, which further drives the third-stage driven gear 16, the first gear intermediate shaft 17, and the fourth-stage drive gear 18. The power is then transmitted to the second gear 25, the right hollow shaft 20, and the sun gear 22 via the fourth-stage drive gear 18. Finally, the power is transmitted to the wheels 12 via the planetary gears 24, the planet carrier 23, the differential 21, and the half-shaft 13. In this specific embodiment, the output power of the drive motor 1 is reduced to its maximum transmission ratio after five stages of reduction, which can provide the maximum wheel end torque. This mode is suitable for working conditions with high torque requirements, such as starting and climbing.

[0051] Reference Figure 4 The diagram illustrates a specific implementation in second gear. In this state, the first and second gear shift sleeves 11 are simultaneously splinedly connected to the first and second gear shift splined wheels 15 and the second gear 25. The third gear shift sleeve 3 only engages with the third gear shift splined wheel 4 via splines. Power from the drive motor 1 is transmitted through the input shaft 2, then through the first-stage drive gear 5, which drives the first-stage driven gear 6, which in turn drives the first-stage output shaft 7. Power is then transmitted to the left hollow shaft 14 via the second-stage drive gear 8 and the second-stage driven gear 10. The first and second gear shift splined wheels 15 transmit power to the second gear 25 via the first and second gear shift sleeves 11, further driving the right hollow shaft 20 and the sun gear 22. Finally, power is transmitted to the wheels 12 via the planetary gears 24, planet carrier 23, differential 21, and half-shaft 13. This specific implementation has a moderate gear ratio, suitable for normal cruising and other applications.

[0052] Reference Figure 5The diagram illustrates a specific implementation in three-gear mode. In this mode, the first and second gear shift sleeves 11 are only splinedly connected to the first and second gear shift splined wheels 15, while the third gear shift sleeve 3 engages with both the third gear shift splined wheel 4 and the third gear 26 via splines. Power from the drive motor 1 travels through the input shaft 2, drives the first-stage driven gear 6 via the first-stage driving gear 5, and then drives the first-stage output shaft 7. Power is then transmitted from the third gear shift splined wheel 4 to the third gear 26 via the third gear shift sleeve 3, further transmitted through the third gear 26 to the second gear 25, the right hollow shaft 20, and the sun gear 22, and finally to the wheels 12 via the planetary gears 24, planet carrier 23, differential 21, and half-shaft 13. This specific implementation has the smallest reduction ratio and the highest mechanical transmission efficiency, making it suitable for high-speed applications such as high-speed cruising.

[0053] In another specific embodiment of this utility model, the electric drive axle structure is also matched with a power take-off (PTO). In this case, the intermediate shaft 17 of the first gear is preferably a hollow shaft. The PTO is connected to the PTO gear 31 through the output shaft 33. The secondary driven gear 10 meshes with the input gear 27. The input gear 27 is connected to the PTO spline wheel 30 through the power take-off input shaft 28. The PTO spline wheel 30 is connected to the PTO gear 31 through the PTO sliding sleeve 29 to achieve power take-off. In addition, the PTO gear position is independent of the driving gear position, which satisfies the power take-off for driving and power take-off for parking.

[0054] Reference Figure 6 As shown, this is a specific implementation in the power take-off (PTO) mode. In this mode, the drive motor 1 transmits power through the input shaft 2, which in turn drives the first-stage driven gear 6, the first-stage output shaft 7, and the second-stage driven gear 8 via the first-stage driving gear 5. The second-stage driven gear 8 further drives the second-stage driven gear 10. The second-stage driven gear 10 meshes with the input gear 27 to transmit power to the PTO input shaft 28 and the PTO splined wheel 30. The PTO sleeve 29 connects the PTO splined wheel 30 to the PTO gear 31, transmitting power to the output gear 32, and finally to the output shaft 33. In this mode, the PTO can connect to different external devices, expanding the versatility of commercial vehicles. Simultaneously, the integrated design of the PTO and the electric drive axle further reduces system complexity and improves system efficiency and reliability.

[0055] The single-motor electric drive axle structure provided by this utility model optimizes the gearbox layout, ensuring a uniform weight distribution across the front and rear of the axle housing. This balanced stress on the axle enhances structural stability and reliability while extending the overall axle's service life. Furthermore, the single-motor electric drive axle structure of this utility model cleverly designs the power transmission route and rationally arranges the positions of various components, achieving a high degree of integration. Without compromising performance, it reduces the number of components, optimizes the spatial layout, and significantly improves space utilization, meeting the space utilization needs of commercial vehicles.

[0056] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A single-motor electric drive bridge structure, characterized in that, It includes a drive motor (1), which is connected to a first-stage drive gear (5) via an input shaft (2); the first-stage drive gear (5) meshes with a first-stage driven gear (6), and the first-stage driven gear (6) is connected to a second-stage drive gear (8) via a first-stage output shaft (7); The first-stage output shaft (7) is loosely connected to a three-speed gear (26) and is also fixedly connected to a three-speed shift spline wheel (4). A three-speed shift sliding sleeve (3) is provided on the three-speed shift spline wheel (4). It also includes a left hollow shaft (14) and a right hollow shaft (20); A secondary driven gear (10) is connected to the left hollow shaft (14), and the secondary driven gear (10) meshes with the secondary driving gear (8); a first and second gear shift spline wheel (15) is also fixed on the left hollow shaft (14), and a first and second gear shift sleeve (11) is connected to the first and second gear shift spline wheel (15); The right hollow shaft (20) is connected to a sun gear (22) and a second gear (25). The sun gear (22) meshes with a planet gear (24), and a gear ring (19) meshes with the planet gear (24). The planet gear (24) is connected to a planet carrier (23), and the planet carrier (23) is connected to a differential (21). The second gear (25) meshes with a third gear (26). It also includes a first gear intermediate shaft (17), on which a third-stage driven gear (16) and a fourth-stage driving gear (18) are connected. The third-stage driven gear (16) meshes with a first gear (9) that is loosely fitted on the left hollow shaft (14), and the fourth-stage driving gear (18) meshes with a second gear (25).

2. The single-motor electric drive bridge structure according to claim 1, characterized in that, The planetary carrier (23) is connected to the differential (21) housing, and the gear ring (19) is fixed to the gearbox housing.

3. The single-motor electric drive bridge structure according to claim 1, characterized in that, The differential (21) is connected to the wheel (12) via a half-shaft (13).

4. The single-motor electric drive bridge structure according to claim 1, characterized in that, The three-speed shift sleeve (3) is movably connected to the three-speed shift spline wheel (4) via a spline, and the first and second-speed shift sleeves (11) are movably connected to the first and second-speed shift spline wheels (15) via a spline.

5. The single-motor electric drive bridge structure according to claim 4, characterized in that, When the three-speed shift sleeve (3) engages only with the three-speed shift spline wheel (4) via splines, and the first and second-speed shift sleeves (11) engage only with the first and second-speed shift spline wheels (15) via splines, the drive motor (1) is connected in sequence to the first-level drive gear (5), the first-level driven gear (6), and the first-level output shaft (7) via the input shaft (2). The first-level output shaft (7) is connected in sequence to the second-level driven gear (10), the first and second-speed shift spline wheels (15), and the first and second-speed shift sleeves (11) via the second-level drive gear (8). The first-level output shaft (7) is connected to the three-speed shift sleeve (3) via the three-speed shift spline wheel (4).

6. The single-motor electric drive bridge structure according to claim 4, characterized in that, The first and second gear shift sleeves (11) are simultaneously splined with the first and second gear shift splined wheels (15) and the first gear (9). When the third gear shift sleeve (3) is splined only with the third gear shift splined wheel (4), the drive motor (1) is sequentially connected to the first-stage drive gear (5), the first-stage driven gear (6), and the first-stage output shaft (7) through the input shaft (2). The first-stage output shaft (7) is sequentially connected to the second-stage driven gear (10) and the left hollow shaft through the second-stage drive gear (8). (14) The left hollow shaft (14) is connected in sequence to the first and second gear shift sleeve (11), the first gear (9), the third stage driven gear (16), the first gear intermediate shaft (17), and the fourth stage driving gear (18) via the first and second gear shift spline wheel (15). The fourth stage driving gear (18) is connected in sequence to the second gear (25), the right hollow shaft (20), and the sun gear (22). The sun gear (22) is connected in sequence to the planetary gear (24), the planet carrier (23), and the differential (21).

7. The single-motor electric drive bridge structure according to claim 4, characterized in that, The first and second gear shift sleeves (11) are simultaneously connected to the first and second gear shift splined wheels (15) and the second gear (25) via splines. When the third gear shift sleeve (3) is only engaged with the third gear shift splined wheel (4) via splines, the drive motor (1) is connected to the first-stage drive gear (5) and the first-stage driven gear (6) in sequence via the input shaft (2). The first-stage driven gear (6) is connected to the second-stage drive gear (8) and the second-stage driven gear (10) in sequence via the first-stage output shaft (7). The second-stage driven gear (10) is connected to the first and second gear shift splined wheels (15), the first and second gear shift sleeves (11), and the second gear (25) in sequence via the left hollow shaft (14). The second gear (25) is connected to the sun gear (22), the planetary gear (24), the planet carrier (23), and the differential (21) in sequence via the right hollow shaft (20).

8. A single-motor electric drive bridge structure according to claim 4, characterized in that, The first and second gear shift sleeves (11) are only splined to the first and second gear shift splined wheels (15). When the third gear shift sleeve (3) is splined to both the third gear shift splined wheel (4) and the third gear (26), the drive motor is connected to the first-stage drive gear (5), the first-stage driven gear (6), and the first-stage output shaft (7) in sequence through the input shaft (2). The first-stage output shaft (7) is connected to the third gear shift splined wheel (4), the third gear (26), and the second gear (25) in sequence through the third gear shift sleeve (3). The second gear (25) is connected to the sun gear (22), the planetary gear (24), the planet carrier (23), and the differential (21) in sequence through the right hollow shaft (20).

9. A single-motor electric drive bridge structure according to claim 1, characterized in that, It also includes a power take-off (PTO), the first gear intermediate shaft (17) is a hollow shaft, the PTO is connected to a PTO gear (31) through an output shaft (33), the second-stage driven gear (10) meshes with an input gear (27), the input gear (27) is connected to a PTO spline wheel (30) through a power take-off input shaft (28), and the PTO spline wheel (30) is connected to the PTO gear (31) through a PTO sliding sleeve (29).

10. A single-motor electric drive bridge structure according to claim 9, characterized in that, When matching the power take-off (PTO), the drive motor (1) is connected in sequence to the first-stage driving gear (5), the first-stage driven gear (6), the first-stage output shaft (7), and the second-stage driving gear (8) via the input shaft (2). The second-stage driving gear (8) is connected in sequence to the input gear (27), the power take-off input shaft (28), and the PTO spline wheel (30) via the second-stage driven gear (10). The PTO spline wheel is connected in sequence to the PTO gear (31), the output gear (32), and the output shaft (33) via the PTO sleeve (29).

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