Four-motor drive assembly with auxiliary gearbox structure

Abstract

The utility model relates to a kind of vehicle transmission system assembly, specifically to a four-motor drive assembly with sub-gearbox structure, to solve the problems of gear shifting failure, low regulation accuracy of output power and high complexity in existing transmission system technology. The utility model includes first motor, second motor, third motor and fourth motor and transmission structure in 2x2 matrix arrangement, four motors are divided into two groups, respectively form two power transmission routes, one sliding sleeve is respectively arranged on two power transmission routes: C1 sliding sleeve and C2 sliding sleeve;By the position switching of each sliding sleeve, the speed ratio of the power transmission route where the sliding sleeve is located can be switched. The drive system can realize three driving modes, so as to realize power uninterrupted during gear shifting. And it can realize large torque output, meet the working condition of pure electric mine truck in harsh environment. Moreover, sub-gearbox is provided, which can amplify torque.

Description

Technical Field

[0001] This utility model relates to a vehicle transmission system assembly, specifically a four-motor drive assembly with a sub-box structure. Background Technology

[0002] Currently, the power systems used in pure electric mining trucks mostly employ a single motor and single gearbox structure, a dual motor and dual gearbox structure, or a multi-motor and dual gearbox structure. The single motor and single gearbox structure, due to its predominantly sliding sleeve gear engagement mechanism, is prone to issues such as gear misalignment and gear engagement failures in mining conditions.

[0003] Chinese patent CN219035473U discloses a drive system with no power interruption during gear shifting. It involves arranging a first motor and a second motor in parallel, connecting them to the first and second input shafts of a gearbox, respectively. Each input shaft is equipped with two gears. The gearbox includes three shift sleeve structures: sleeve C1, sleeve C2, and sleeve C3. Through combinations of these three sleeves, eight operating modes of the gearbox can be achieved. During sequential switching between modes 1 to 7, the torque of at least one motor is output to the flange via the gearbox, ensuring uninterrupted power during gear shifting. This combination and control of dual motors and gearbox sleeve shifting achieves uninterrupted power shifting and minimal power loss. It allows for flexible allocation of two motors for drive and energy recovery, ensuring the motors always operate in their most efficient range and reducing energy consumption. However, this patent has a drawback: with only two motors, the adjustment precision for output power and torque is not high.

[0004] Chinese patent CN118893970A discloses a transmission system and method for achieving uninterrupted power shifting in a pure electric vehicle, including a drive structure, a transmission structure, and an output shaft. The drive structure comprises a first motor and a second motor connected in parallel. The transmission structure includes a first gearbox and a second gearbox, respectively fixedly connected to the output shafts of the first and second motors. Both gearboxes are mounted on the output shaft. By employing a drive structure consisting of two parallel motors and two gearboxes connected to each motor, uninterrupted power is achieved through power coupling, ensuring vehicle safety during driving and effectively improving shifting comfort. This solves the technical problem of power interruption during shifting in conventional multi-speed electric drive systems. However, this patent has a drawback: the use of two motors and three sliding sleeves increases complexity.

[0005] In summary, existing transmission systems are prone to problems such as shifting failures, low precision in output power adjustment, and high complexity. Utility Model Content

[0006] The purpose of this invention is to solve the problems of poor shifting reliability, low output power adjustment accuracy and high structural complexity in existing transmission systems, and to provide a four-motor drive assembly with a secondary gearbox structure.

[0007] To achieve the above objectives, the technical solution provided by this utility model is as follows:

[0008] A four-motor drive assembly with an auxiliary housing structure is characterized by the following:

[0009] It includes a first motor, a second motor, a third motor, and a fourth motor, as well as a right intermediate shaft of the rear auxiliary box, a left intermediate shaft of the rear auxiliary box, a first output shaft, and an assembly output shaft for outputting power, which are arranged in parallel with each other;

[0010] The first motor has a first gear and a second gear fixedly connected to its output shaft in sequence. The second motor has a third gear and a fourth gear fixedly connected to its output shaft in sequence. The third motor has a fifth gear and a sixth gear fixedly connected to its output shaft in sequence. The fourth motor has a seventh gear and an eighth gear fixedly connected to its output shaft in sequence.

[0011] The right intermediate shaft of the rear auxiliary gearbox is equipped with the ninth and tenth gears at both ends, and the left intermediate shaft of the rear auxiliary gearbox is equipped with the eleventh and twelfth gears at both ends.

[0012] The first output shaft is sequentially equipped with a C1 high-gear sleeve gear that meshes with the seventh gear and the fifth gear, a C1 high-gear sleeve engagement gear that is fixed to the C1 high-gear sleeve gear, a C1 low-gear sleeve engagement gear, a C1 low-gear sleeve gear that is fixed to the C1 low-gear sleeve engagement gear and meshes with the eighth gear and the sixth gear, a C2 high-gear sleeve gear that meshes with the third gear and the first gear, a C2 high-gear sleeve engagement gear that is fixed to the C2 high-gear sleeve gear, a C2 low-gear sleeve engagement gear, and a C2 low-gear sleeve gear that is fixed to the C2 low-gear sleeve engagement gear and meshes with the fourth gear and the second gear; the output end of the first output shaft is provided with a rear auxiliary gearbox input gear that meshes with the ninth gear and the eleventh gear; one end of the assembly output shaft is provided with a rear auxiliary gearbox output gear that meshes with the tenth gear and the twelfth gear, and the other end is used for outputting power;

[0013] A C1 sliding sleeve spline shaft is fixedly disposed on the first output shaft between the high-gear engagement gear and the low-gear engagement gear of the C1 sliding sleeve, and a C2 sliding sleeve spline shaft is fixedly disposed between the high-gear engagement gear and the low-gear engagement gear of the C2 sliding sleeve; a C1 sliding sleeve for engaging with the high-gear engagement gear or the low-gear engagement gear of the C1 sliding sleeve is splined on the C1 sliding sleeve spline shaft; a C2 sliding sleeve for engaging with the high-gear engagement gear or the low-gear engagement gear of the C2 sliding sleeve is splined on the C2 sliding sleeve spline shaft.

[0014] Furthermore, the first motor, the second motor, the third motor, and the fourth motor are arranged in a 2×2 matrix, with the first motor and the second motor positioned on one diagonal and the third motor and the fourth motor positioned on the other diagonal.

[0015] Furthermore, the first motor, the second motor, the third motor, and the fourth motor are all low-torque high-speed motors.

[0016] Furthermore, the engagement state of the C1 sliding sleeve and the C2 sliding sleeve is as follows:

[0017] Working mode 0: Both C1 and C2 sliding sleeves are in neutral and do not engage with any gears;

[0018] Working mode 1: C1 sliding sleeve engages with the low-gear engagement gear of C1 sliding sleeve; C2 sliding sleeve engages with the low-gear engagement gear of C2 sliding sleeve;

[0019] Working mode 2: C1 sliding sleeve engages with the low-gear engagement gear of C1 sliding sleeve; C2 sliding sleeve engages with the high-gear engagement gear of C2 sliding sleeve;

[0020] Working mode 3A: C1 sliding sleeve engages with C1 sliding sleeve high gear; C2 sliding sleeve engages with C2 sliding sleeve high gear.

[0021] Working mode 3B: C1 sleeve engages with the high-gear engagement gear of C1 sleeve; C2 sleeve does not engage with any gear.

[0022] Furthermore, an output flange is provided at the other end of the assembly's output shaft.

[0023] Furthermore, the output end of the assembly's output shaft is provided with an output flange.

[0024] Compared with the prior art, the beneficial effects of this utility model are:

[0025] 1. The four-motor drive assembly with auxiliary gearbox structure provided by this utility model has five working modes to adapt to different working conditions. When switching between working modes in sequence, only the position of one sliding sleeve needs to be switched, which can ensure that the power output of the entire transmission system is uninterrupted. Moreover, reverse gear can be achieved by reversing the motor, which has good flexibility and adaptability. When sliding sleeves C1 and C2 do not shift gears, the torque ratio can be flexibly adjusted between the first motor, the second motor, the third motor and the fourth motor to ensure that the motors work at a higher efficiency point and a lower temperature.

[0026] 2. The four-motor drive assembly with auxiliary box structure provided by this utility model adopts high-speed, low-torque motors for the first, second, third, and fourth motors. High-speed motors of the same power level can effectively reduce the weight of the system assembly. After the power of the four motors is added together, the total output power is greater.

[0027] 3. The four-motor drive assembly with auxiliary gearbox structure provided by this utility model is equipped with an auxiliary gearbox consisting of a rear auxiliary gearbox input gear, a ninth gear, a rear auxiliary gearbox right intermediate shaft, a tenth gear, an eleventh gear, a rear auxiliary gearbox left intermediate shaft, a twelfth gear, and a rear auxiliary gearbox output gear, which can realize torque amplification with a fixed speed ratio.

[0028] 4. The four-motor drive assembly with auxiliary box structure provided by this utility model can switch to working mode 3B by shifting to neutral through the C2 sliding sleeve in the highest working mode 3A, so as to achieve higher speed output.

[0029] 5. The four-motor drive assembly with auxiliary box structure provided by this utility model has the first motor, second motor, third motor and fourth motor arranged in a 2×2 matrix; the first motor and second motor are symmetrically arranged on the diagonal, and the third motor and fourth motor are symmetrically arranged on the other diagonal, which can realize the transmission path is arranged in the axial direction; since the first motor and second motor are symmetrically arranged, and the third motor and fourth motor are symmetrically arranged, the radial force on the output shaft of each motor can be canceled to the greatest extent. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of an embodiment of the four-motor drive assembly with auxiliary housing of this utility model;

[0031] Figure 2 This is a diagram showing the arrangement of the first motor, second motor, third motor, and fourth motor in an embodiment of the four-motor drive assembly with auxiliary box structure of this utility model;

[0032] Figure 3 This is a schematic diagram of the structure of the four-motor drive assembly with auxiliary box structure of this utility model in working mode 0;

[0033] Figure 4 This is a schematic diagram of the structure of the four-motor drive assembly with auxiliary box structure of this utility model in working mode 1;

[0034] Figure 5 This is a schematic diagram of the structure of the four-motor drive assembly with auxiliary box structure of this utility model in working mode 2;

[0035] Figure 6 This is a schematic diagram of the structure of the four-motor drive assembly with auxiliary box structure of this utility model in working mode 3A.

[0036] Explanation of reference numerals in the attached figures:

[0037] 10 - First motor, 40 - Second motor, 20 - Third motor, 30 - Fourth motor;

[0038] 390 - First motor output shaft, 50 - Second motor output shaft, 380 - Third motor output shaft, 130 - Fourth motor output shaft, 190 - First output shaft, 210 - Right intermediate shaft of rear auxiliary box, 280 - Left intermediate shaft of rear auxiliary box, 240 - Assembly output shaft, 250 - Output flange;

[0039] 60-C1 high-gear sliding sleeve, 70-C1 high-gear sliding sleeve engagement gear, 110-C1 low-gear sliding sleeve, 360-C1 low-gear sliding sleeve engagement gear, 340-C2 high-gear sliding sleeve, 160-C2 high-gear sliding sleeve engagement gear, 300-C2 low-gear sliding sleeve, 180-C2 low-gear sliding sleeve engagement gear;

[0040] 100-C1 sliding sleeve, 90-C1 sliding sleeve splined shaft, 170-C2 sliding sleeve, C2 sliding sleeve splined shaft;

[0041] 310 - Second gear, 320 - First gear, 140 - Third gear, 150 - Fourth gear, 370 - Fifth gear, 350 - Sixth gear, 80 - Seventh gear, 120 - Eighth gear, 200 - Ninth gear, 220 - Tenth gear, 290 - Eleventh gear, 270 - Twelfth gear, 260 - Rear auxiliary gearbox input gear, 230 - Rear auxiliary gearbox output gear. Detailed Implementation

[0042] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0043] A four-motor drive assembly with a sub-box structure, see [link / reference]. Figure 1 and Figure 2 It includes a first motor 10, a second motor 40, a third motor 20, and a fourth motor 30 arranged in a 2×2 matrix, as well as a right intermediate shaft 210, a left intermediate shaft 280, a first output shaft 190, and an assembly output shaft 240 for outputting power, which are arranged in parallel to each other; wherein the first motor 10 and the second motor 40 are arranged on one diagonal, and the third motor 20 and the fourth motor 30 are arranged on the other diagonal.

[0044] A first gear 320 and a second gear 310 are sequentially fixed to the first motor output shaft 390 of the first motor 10; a third gear 140 and a fourth gear 150 are sequentially fixed to the second motor output shaft 50 of the second motor 40; a fifth gear 370 and a sixth gear 350 are sequentially fixed to the third motor output shaft 380 of the third motor 20; and a seventh gear 80 and an eighth gear 120 are sequentially fixed to the fourth motor output shaft 130 of the fourth motor 30.

[0045] The right intermediate shaft 210 of the rear auxiliary gearbox is provided with a ninth gear 200 and a tenth gear 220 at both ends, and the left intermediate shaft 280 of the rear auxiliary gearbox is provided with an eleventh gear 290 and a twelfth gear 270 at both ends.

[0046] The first output shaft 190 is sequentially and floatingly equipped with: a C1 sliding sleeve high-gear 60 that meshes with the seventh gear 80 and the fifth gear 370 respectively; a C1 sliding sleeve high-gear engagement gear 70 fixedly connected to the C1 sliding sleeve high-gear 60; a C1 sliding sleeve low-gear engagement gear 360; a C1 sliding sleeve low-gear 110 fixedly connected to the C1 sliding sleeve low-gear engagement gear 360 and meshing with the eighth gear 120 and the sixth gear 350 respectively; a C2 sliding sleeve high-gear 340 that meshes with the third gear 140 and the first gear 320 respectively; and a C2 sliding sleeve fixedly connected to the C2 sliding sleeve high-gear 340. The assembly includes a high-gear engagement gear 160, a C2 sliding sleeve low-gear engagement gear 180, and a C2 sliding sleeve low-gear gear 300 which is fixedly connected to the C2 sliding sleeve low-gear engagement gear 180 and meshes with the fourth gear 150 and the second gear 310 respectively; the output end of the first output shaft 190 is provided with a rear auxiliary box input gear 260 that meshes with the ninth gear 200 and the eleventh gear 290 respectively; one end of the assembly output shaft 240 is provided with a rear auxiliary box output gear 230 that meshes with the tenth gear 220 and the twelfth gear 270 respectively, and the other end is provided with an output flange 250 for outputting power;

[0047] A C1 sleeve spline shaft 90 is fixedly disposed on the first output shaft 190 between the high-gear engagement gear 70 and the low-gear engagement gear 360 of the C1 sleeve, and a C2 sleeve spline shaft 330 is fixedly disposed between the high-gear engagement gear 160 and the low-gear engagement gear 180 of the C2 sleeve; a C1 sleeve 100 is splinedly connected to the C1 sleeve spline shaft 90 for engaging with the high-gear engagement gear 70 or the low-gear engagement gear 360 of the C1 sleeve; a C2 sleeve 170 is splinedly connected to the C2 sleeve spline shaft 330 for engaging with the high-gear engagement gear 160 or the low-gear engagement gear 180 of the C2 sleeve.

[0048] The first motor 10, the second motor 40, the third motor 20, and the fourth motor 30 are all low-torque high-speed motors. High-speed motors of the same power level can effectively reduce the weight of the system assembly. After the power of the four motors is combined, the total output power is greater.

[0049] The rear auxiliary gearbox consists of input gear 260, ninth gear 200, right intermediate shaft 210, tenth gear 220, eleventh gear 290, left intermediate shaft 280, twelfth gear 270, and output gear 230, which together can realize torque amplification at a fixed speed ratio.

[0050] The four-motor drive assembly in this embodiment has five different operating modes depending on the positions of the C1 sliding sleeve 100 and the C2 sliding sleeve 170. Referring to Table 1, the engagement states of the C1 sliding sleeve 100 and the C2 sliding sleeve 170 are as follows:

[0051] Working mode 0: Both C1 sliding sleeve 100 and C2 sliding sleeve 170 are in neutral and do not engage with any gears;

[0052] Working mode 1: Both C1 sliding sleeve 100 and C2 sliding sleeve 170 are located on the right side, where C1 sliding sleeve 100 is engaged with C1 sliding sleeve low gear 360, and C2 sliding sleeve 170 is engaged with C2 sliding sleeve low gear 180.

[0053] Working mode 2: C1 sliding sleeve 100 is located on the right and C2 sliding sleeve 170 is located on the left. C1 sliding sleeve 100 is engaged with C1 sliding sleeve low gear 360, and C2 sliding sleeve 170 is engaged with C2 sliding sleeve high gear 160.

[0054] Working mode 3A: C1 sliding sleeve 100 and C2 sliding sleeve 170 are both located on the left side, where C1 sliding sleeve 100 is engaged with C1 sliding sleeve high gear 70, and C2 sliding sleeve 170 is engaged with C2 sliding sleeve high gear 160.

[0055] Working mode 3B: C1 sliding sleeve 100 is located on the left side, and C2 sliding sleeve 170 is in neutral. C1 sliding sleeve 100 is engaged with C1 sliding sleeve high gear 70, while C2 sliding sleeve 170 is not engaged with any gear.

[0056] Table 1. Working Modes Corresponding to the States of Slip Sleeves C1 and C2

[0057]

[0058] The working modes 0, 1, 2, and 3A correspond to the following in sequence: Figure 3 , Figure 4 , Figure 5 , Figure 6 The "→" sign indicates the direction of power transmission, specifically:

[0059] Operating mode 0: The first motor 10, the second motor 40, the third motor 20, and the fourth motor 30 do not output any power.

[0060] Working Mode 1: The transmission route is divided into two lines. The first line: The third motor 20 transmits power from the sixth gear 350 to the C1 sliding sleeve low gear 110 through the third motor output shaft 380. At the same time, the fourth motor 30 transmits power from the eighth gear 120 to the C1 sliding sleeve low gear 110 through the fourth motor output shaft 130. The C1 sliding sleeve low gear 110 then transmits power to the C1 sliding sleeve low engagement gear 360, C1 sliding sleeve 100, C1 sliding sleeve spline shaft 90, and first output shaft 190 in sequence. The second line: The first motor 10 transmits power from the second gear 310 to the C2 sliding sleeve low gear 300 through 390. At the same time, the second motor 40 transmits power from the fourth gear 150 to the C2 sliding sleeve low gear 300 through the second motor output shaft 50. The C2 sliding sleeve low gear 300 then transmits power to the C2 sliding sleeve low engagement gear 180, C2 sliding sleeve 170, C2 sliding sleeve spline shaft 330, and first output shaft 190 in sequence. The power output from the two transmission routes is superimposed and coupled on the first output shaft 190 and then transmitted to the rear auxiliary gearbox input gear 260. At this point, it splits into two paths: one path transmits the power through the ninth gear 200, which meshes with the rear auxiliary gearbox input gear 260, to the right intermediate shaft 210 of the rear auxiliary gearbox, and then to the tenth gear 220; the other path transmits the power through the eleventh gear 290, which meshes with the rear auxiliary gearbox input gear 260, to the left intermediate shaft 280 of the rear auxiliary gearbox, and then to the twelfth gear 270. The tenth gear 220 and the twelfth gear 270 together transmit the power to the rear auxiliary gearbox output gear 230, which then transmits the power through the assembly output shaft 240 to the output flange 250, and the output flange 250 outputs the power.

[0061] Working Mode 2: The transmission route is divided into two lines. The first transmission route is the same as the first transmission route in Working Mode 1. In the second line, the first motor 10 transmits power from the first gear 320 to the high gear 340 of the C2 sliding sleeve through 390. At the same time, the second motor 40 transmits power from the third gear 140 to the high gear 340 of the C2 sliding sleeve through the second motor output shaft 50. The high gear 340 of the C2 sliding sleeve then transmits power sequentially to the high gear engagement gear 160 of the C2 sliding sleeve, the C2 sliding sleeve 170, the C2 sliding sleeve spline shaft 330, and the first output shaft 190. The power output from the two transmission routes is superimposed and coupled on the first output shaft 190 and then transmitted to the rear auxiliary gearbox input gear 260. At this point, it splits into two paths: one path transmits the power through the ninth gear 200, which meshes with the rear auxiliary gearbox input gear 260, to the right intermediate shaft 210 of the rear auxiliary gearbox, and then to the tenth gear 220; the other path transmits the power through the eleventh gear 290, which meshes with the rear auxiliary gearbox input gear 260, to the left intermediate shaft 280 of the rear auxiliary gearbox, and then to the twelfth gear 270. The tenth gear 220 and the twelfth gear 270 together transmit the power to the rear auxiliary gearbox output gear 230, which then transmits the power through the assembly output shaft 240 to the output flange 250, and the output flange 250 outputs the power.

[0062] Operating Mode 3A: The transmission route is divided into two lines. The first line: The third motor 20 transmits power from the fifth gear 370 to the high-gear 60 of the C1 sliding sleeve via the third motor output shaft 380. Simultaneously, the fourth motor 30 transmits power from the seventh gear 80 to the high-gear 60 of the C1 sliding sleeve via the fourth motor output shaft 130. The high-gear 60 of the C1 sliding sleeve then sequentially transmits power to the high-gear engagement gear 70 of the C1 sliding sleeve, the C1 sliding sleeve 100, the splined shaft 90 of the C1 sliding sleeve, and the first output shaft 190. The second transmission route is the same as the second transmission route in Operating Mode 2. The power output from the two transmission routes is superimposed and coupled on the first output shaft 190 and then transmitted to the rear auxiliary gearbox input gear 260. At this point, it splits into two paths: one path transmits the power through the ninth gear 200, which meshes with the rear auxiliary gearbox input gear 260, to the right intermediate shaft 210 of the rear auxiliary gearbox, and then to the tenth gear 220; the other path transmits the power through the eleventh gear 290, which meshes with the rear auxiliary gearbox input gear 260, to the left intermediate shaft 280 of the rear auxiliary gearbox, and then to the twelfth gear 270. The tenth gear 220 and the twelfth gear 270 together transmit the power to the rear auxiliary gearbox output gear 230, which then transmits the power through the assembly output shaft 240 to the output flange 250, and the output flange 250 outputs the power.

[0063] Operating mode 3B: Neither the first motor 10 nor the second motor 40 outputs any power. The transmission routes for the power output of the third motor 20 and the fourth motor 30 are the same as the first transmission route in operating mode 3A. Then, the first output shaft 190 transmits power to the rear auxiliary gearbox input gear 260. At this time, it is divided into two paths. One path transmits power through the ninth gear 200, which meshes with the rear auxiliary gearbox input gear 260, to the right intermediate shaft 210 of the rear auxiliary gearbox, and then to the tenth gear 220. The other path transmits power through the eleventh gear 290, which meshes with the rear auxiliary gearbox input gear 260, to the left intermediate shaft 280 of the rear auxiliary gearbox, and then to the twelfth gear 270. The tenth gear 220 and the twelfth gear 270 together transmit power to the rear auxiliary gearbox output gear 230. The rear auxiliary gearbox output gear 230 then transmits power through the assembly output shaft 240 to the output flange 250, and the output flange 250 outputs the power.

Claims

1. A four-motor drive assembly with a sub-box structure, characterized in that: It includes a first motor (10), a second motor (40), a third motor (20), and a fourth motor (30), as well as a rear auxiliary box right intermediate shaft (210), a rear auxiliary box left intermediate shaft (280), a first output shaft (190), and an assembly output shaft (240) for outputting power, arranged in parallel with each other; a first gear (320) and a second gear (310) are sequentially fixed to the output shaft of the first motor (10), a third gear (140) and a fourth gear (150) are sequentially fixed to the output shaft of the second motor (40), a fifth gear (370) and a sixth gear (350) are sequentially fixed to the output shaft of the third motor (20), and a seventh gear is sequentially fixed to the output shaft of the fourth motor (30). Gear (80) and eighth gear (120); the ninth gear (200) and tenth gear (220) are respectively provided at both ends of the right intermediate shaft (210) of the rear auxiliary gearbox, and the eleventh gear (290) and twelfth gear (270) are respectively provided at both ends of the left intermediate shaft (280) of the rear auxiliary gearbox; the first output shaft (190) is sequentially equipped with C1 sliding sleeve high gear (60) that meshes with the seventh gear (80) and the fifth gear (370), C1 sliding sleeve high gear engagement gear (70) that is fixedly connected to the C1 sliding sleeve high gear (60), C1 sliding sleeve low gear engagement gear (360), and gears that are fixedly connected to the C1 sliding sleeve low gear engagement gear (360) and respectively connected to the eighth gear (120) and sixth gear. The assembly includes a C1 sliding sleeve low-gear (110) meshing with the gear (350), a C2 sliding sleeve high-gear (340) meshing with the third gear (140) and the first gear (320) respectively, a C2 sliding sleeve high-gear engagement gear (160) fixedly connected to the C2 sliding sleeve high-gear (340), a C2 sliding sleeve low-gear engagement gear (180), and a C2 sliding sleeve low-gear (300) fixedly connected to the C2 sliding sleeve low-gear engagement gear (180) and meshing with the fourth gear (150) and the second gear (310) respectively; the output end of the first output shaft (190) is provided with a rear auxiliary gearbox input gear (260) meshing with the ninth gear (200) and the eleventh gear (290) respectively; and an assembly output shaft (240). One end is provided with a rear auxiliary gearbox output gear (230) that meshes with the tenth gear (220) and the twelfth gear (270) respectively, and the other end is used to output power; a C1 sliding sleeve spline shaft (90) is fixedly provided on the first output shaft (190) between the C1 sliding sleeve high gear engagement gear (70) and the C1 sliding sleeve low gear engagement gear (360), and a C2 sliding sleeve spline shaft (330) is fixedly provided between the C2 sliding sleeve high gear engagement gear (160) and the C2 sliding sleeve low gear engagement gear (180); a C1 sliding sleeve (100) is splined on the C1 sliding sleeve spline shaft (90) for engaging with the C1 sliding sleeve high gear engagement gear (70) or the C1 sliding sleeve low gear engagement gear (360);The C2 sleeve spline shaft (330) is splinedly connected to a C2 sleeve (170) for engaging with either the high-gear engagement gear (160) or the low-gear engagement gear (180) of the C2 sleeve.

2. The four-motor drive assembly with auxiliary housing structure according to claim 1, characterized in that: The first motor (10), the second motor (40), the third motor (20) and the fourth motor (30) are arranged in a 2×2 matrix, wherein the first motor (10) and the second motor (40) are set on one diagonal, and the third motor (20) and the fourth motor (30) are set on the other diagonal.

3. The four-motor drive assembly with auxiliary housing structure according to claim 2, characterized in that: The first motor (10), the second motor (40), the third motor (20) and the fourth motor (30) are all low-torque high-speed motors.

4. The four-motor drive assembly with auxiliary housing structure according to claim 3, characterized in that: The engagement state of the C1 sliding sleeve (100) and the C2 sliding sleeve (170) is as follows: Working mode 0: Both C1 sliding sleeve (100) and C2 sliding sleeve (170) are in neutral and do not engage with any gears; Working mode 1: C1 sleeve (100) engages with C1 sleeve low gear engagement gear (360), and C2 sleeve (170) engages with C2 sleeve low gear engagement gear (180); Working mode 2: C1 sleeve (100) engages with C1 sleeve low gear engagement gear (360), and C2 sleeve (170) engages with C2 sleeve high gear engagement gear (160); Working mode 3A: C1 sliding sleeve (100) engages with C1 sliding sleeve high gear engagement gear (70), and C2 sliding sleeve (170) engages with C2 sliding sleeve high gear engagement gear (160); Working mode 3B: C1 sleeve (100) engages with C1 sleeve high gear (70), and C2 sleeve (170) does not engage with any gear.

5. The four-motor drive assembly with auxiliary housing structure according to claim 4, characterized in that: An output flange (250) is provided at the other end of the assembly output shaft (240).

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