Multi-gear electric drive axle system and vehicle

Abstract

The utility model relates to a plurality of gear electric drive axle system and vehicle, the system includes: motor, differential, and the output half axle of half axle gear fixed to the differential, first transmission device, it is connected to the motor and includes first transmission gear in the transmission of torque, sleeve shaft device, it is connected to the first transmission device and includes the sleeve shaft of empty sleeve in the output half axle and the sleeve shaft gear of setting around the outer periphery of sleeve shaft, planetary gear set, the planet carrier is fixed to the shell of differential and its sun wheel is fixed to the sleeve shaft, and second transmission device, it includes the first component of transmission of torque connection to sleeve shaft device and the second component of transmission of torque connection to the shell of differential, and the first component includes the first component gear of fixedly surrounding the outer periphery of component sleeve shaft, and the sleeve shaft gear is engaged in first transmission gear and first component gear simultaneously. The utility model reduces the number of gear used and reduces the space occupied by plurality of gear electric drive axle system.

Description

Technical Field

[0001] This utility model relates to the field of electric drive axle technology, and more specifically, to a multi-speed electric drive axle system and vehicle. Background Technology

[0002] A vehicle's powertrain may include an electric drive axle, particularly a multi-speed electric drive axle system. A multi-speed electric drive axle system transmits power, or torque, from the electric motor to the output half-shaft fixed to the wheel hub, and optionally to a power take-off unit for specialized equipment within the vehicle. The multi-speed electric drive axle system can be configured with multiple torque transmission modes for the torque transmitted to the output half-shaft, each mode corresponding to a different torque transmission path, thus achieving flexibility in torque adjustment. Currently, multi-speed electric drive axle systems include too many transmission components (especially gears), resulting in low torque transmission efficiency, and the complex spatial relationships of these components lead to their large size and demanding assembly requirements. Utility Model Content

[0003] One objective of this invention is to provide an improved multi-speed electric drive axle system and vehicle, which aims to solve the problems existing in the prior art.

[0004] According to one aspect of the present invention, a multi-speed electric drive axle system is provided, comprising a motor, a differential, and an output half-shaft fixed to the half-shaft gear of the differential. The multi-speed electric drive axle system further comprises: a first transmission device, which is torque-transmittingly connected to the motor and includes a first transmission gear; a sleeve shaft device, which is torque-transmittingly connected to the first transmission device and includes a sleeve shaft loosely fitted on the output half-shaft and a sleeve shaft gear disposed around the outer periphery of the sleeve shaft; a planetary gear set, wherein the planet carrier of the planetary gear set is fixed to the housing of the differential and the sun gear of the planetary gear set is fixed to the sleeve shaft; and a second transmission device, comprising a first component torque-transmittingly connected to the sleeve shaft device and a second component torque-transmittingly connected to the housing of the differential, wherein the first component includes a component sleeve shaft and a first component gear fixed around the outer periphery of the component sleeve shaft, wherein the sleeve shaft gear simultaneously meshes with the first transmission gear and the first component gear.

[0005] Optionally, each of the first and second transmission devices is located on a first side relative to a vertical reference line perpendicular to the axis of the sleeve assembly.

[0006] Optionally, the axes of the first transmission device and the second transmission device are both parallel to the axis of the sleeve device. The projection point of the axis of the first transmission device on a reference plane perpendicular to it and the projection point of the axis of the sleeve device on the reference plane define a first line. The projection point of the axis of the second transmission device on the reference plane and the projection point of the axis of the sleeve device on the reference plane define a second line. The angle between the first line and the second line is an acute angle.

[0007] Optionally, the multi-speed electric drive bridge system further includes a power take-off device, and the power take-off device is located on a second side opposite to the first side relative to the vertical reference line.

[0008] Optionally, the power take-off device includes a power take-off shaft and a power take-off gear fixed around the outer periphery of the power take-off shaft, and the sleeve gear also meshes with the power take-off gear; and / or the axis of the first transmission device, the axis of the second transmission device, and the axis of the power take-off device are all parallel to the axis of the sleeve device, the projection point of the axis of the first transmission device on a reference plane perpendicular to it and the projection point of the axis of the sleeve device on the reference plane define a first line, the projection point of the axis of the second transmission device on the reference plane and the projection point of the axis of the sleeve device on the reference plane define a second line, the projection point of the axis of the power take-off device on the reference plane and the projection point of the axis of the second transmission device on the reference plane define a third line, the included angle between the first line and the second line is an acute angle, and the included angle between the second line and the third line is an obtuse angle.

[0009] Optionally, the multi-speed electric drive axle system further includes a system housing, the ring gear of the planetary gear set is rotatably mounted to the system housing, the sleeve shaft gear is fixed around the outer periphery of the sleeve shaft, and the multi-speed electric drive axle system further includes: a first shift sleeve configured to always be non-rotatably engaged with the ring gear and having a non-engaged position, a first engaged position for non-rotatably engaging the ring gear with the system housing, and a second engaged position for non-rotatably engaging the ring gear with the sleeve shaft assembly; and a second shift sleeve configured to always be non-rotatably engaged with one of the first component and the second component and having a non-engaged position, and an engaged position for non-rotatably engaging the first component with the second component.

[0010] Optionally, the multi-speed electric drive bridge system further includes a system housing, the ring gear of the planetary gear set is fixed to the system housing, the sleeve gear is loosely fitted around the outer periphery of the sleeve shaft, and the multi-speed electric drive bridge system further includes: a first shift sleeve configured to always be non-rotatably engaged with the sleeve gear and having a non-engaged position, a first engaged position for non-rotatably engaging the sleeve gear with the sleeve shaft, and a second engaged position for non-rotatably engaging the sleeve gear with the planetary carrier; and a second shift sleeve configured to always be non-rotatably engaged with one of the first component and the second component and having a non-engaged position and an engaged position for non-rotatably engaging the first component with the second component.

[0011] Optionally, the multi-speed electric drive bridge system is configured to: operate in neutral mode when the first shift sleeve is in the non-engaged position and the second shift sleeve is in the non-engaged position, so as not to transmit torque from the motor to the output half-shaft; operate in a first gear mode when the first shift sleeve is in the first engaged position and the second shift sleeve is in the non-engaged position, so as to transmit torque from the motor to the output half-shaft via a first torque transmission path; operate in a second gear mode when the first shift sleeve is in the non-engaged position and the second shift sleeve is in the engaged position, so as to transmit torque from the motor to the output half-shaft via a second torque transmission path; and operate in a third gear mode when the first shift sleeve is in the second engaged position and the second shift sleeve is in the non-engaged position, so as to transmit torque from the motor to the output half-shaft via a third torque transmission path.

[0012] Optionally, the second component includes a component shaft passing through the component sleeve shaft to be loosely fitted by the component sleeve shaft and a second component gear fixed to the component shaft, the second component gear meshing with a differential gear formed on the differential housing; and / or the motor includes a motor housing, a motor shaft extending from the motor housing, and a motor gear fixed around the outer periphery of the motor shaft, the first transmission device includes a drive shaft, the drive shaft including a first shaft segment axially close to the motor housing and a second shaft segment axially away from the motor housing, the first drive gear fixed around the outer periphery of the drive shaft at the first shaft segment, and the first transmission device further includes a second drive gear fixed around the outer periphery of the drive shaft at the second shaft segment, the second drive gear meshing with the motor gear.

[0013] According to another aspect of the present invention, a vehicle is provided, including the multi-speed electric drive axle system as described above.

[0014] In the multi-speed electric drive axle system and vehicle provided by this utility model, the sleeve gear meshes simultaneously with the first transmission gear and the first component gear as a single gear, thereby assisting in enabling the multi-speed electric drive axle system to operate in multiple (e.g., three) gear modes, reducing the number of gears used and improving system integration. Furthermore, the first transmission device, the second transmission device, and the optional power take-off device, as transmission components, are rationally arranged with the vertical reference line of the sleeve device as a reference, simplifying the spatial relationship of these devices and reducing the space occupied by the multi-speed electric drive axle system. Specifically, since the first and second transmission devices are located on the first side relative to the vertical reference line of the sleeve device, the outer contour of the system housing encapsulating the motor, the first transmission device, the second transmission device, and the sleeve device is simplified and easier to manufacture, while the assembly precision requirements for assembling the motor, the first transmission device, the second transmission device, and the sleeve device into the system housing are also reduced. Since the optional power take-off device is located on the second side relative to the vertical reference line of the sleeve device, the housing encapsulating the power take-off device can be additionally fixed to the system housing according to the specific position of the power take-off device.

[0015] Other features and advantages of the present invention will become clear from the following detailed description of exemplary embodiments of the present invention with reference to the accompanying drawings. Attached Figure Description

[0016] The accompanying drawings, which form part of this specification, illustrate embodiments of the present invention and, together with the specification, serve to explain the principles of the present invention.

[0017] Figure 1 This is a simplified schematic diagram of a multi-speed electric drive bridge system according to one embodiment of the present invention.

[0018] Figure 2 This is a three-dimensional schematic diagram of a multi-speed electric drive bridge system according to one embodiment of the present invention.

[0019] Figure 3 It is to utilize Figure 1 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in neutral mode.

[0020] Figure 4 It is to utilize Figure 1 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in the first gear mode.

[0021] Figure 5 It is to utilize Figure 1 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in the second gear mode.

[0022] Figure 6 It is to utilize Figure 1 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in the third gear mode.

[0023] Figure 7 This is a simplified schematic diagram of a multi-speed electric drive bridge system according to another embodiment of the present invention.

[0024] Figure 8 It is to utilize Figure 7 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in neutral mode.

[0025] Figure 9 It is to utilize Figure 7 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in the first gear mode.

[0026] Figure 10 It is to utilize Figure 7 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in the second gear mode.

[0027] Figure 11 It is to utilize Figure 7 A simplified diagram illustrating the operation of a multi-speed electric drive bridge system in the third gear mode. Detailed Implementation

[0028] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present invention.

[0029] Technologies and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such technologies and equipment should be considered part of the specification.

[0030] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary implementations may have different values.

[0031] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0032] In this article, the term "fixed" can mean that component A and component B "fixed" with component A are manufactured and installed together separately, or it can mean that component A and component B are formed as a single unit, wherein there may be intermediate components between component A and component B.

[0033] In this document, the terms “first” and “second” are used only to distinguish part A from part B and should not be construed as indicating or implying the quantity or relative importance of parts A and B.

[0034] Figure 1 A first example of a multi-speed electric drive axle system 10 is shown, which can be used in various vehicles and generally includes: a stationary system housing 76 for housing at least some of the various devices of the multi-speed electric drive axle system 10 mentioned below; a motor 12 including a motor housing 14 and a motor shaft 16 extending from the motor housing 14; a differential 18, as known, the differential 18 including a differential housing 20, a planetary gear 22 located within the differential housing 20, and a half-shaft gear 24 meshing with the planetary gear 22 within the differential housing 20 (e.g., the half-shaft gear 24 includes a first half-shaft gear and a second half-shaft gear); and an output half-shaft 26 fixed to the half-shaft gear 24 (e.g., a first output half-shaft fixed to the first half-shaft gear and a second output half-shaft fixed to the second half-shaft gear), the output half-shaft 26 being configured to be fixed to a wheel hub of the vehicle (e.g., a first wheel hub fixed to the first output half-shaft and a second wheel hub fixed to the second output half-shaft).

[0035] Optionally, such as Figure 2 As shown, the multi-speed electric drive axle system 10 also includes a power take-off (PTO) device 28. When the motor 12 is energized, the power or torque from the motor 12 can be transmitted to the output half-shaft 26 to drive the wheel hub to rotate, thereby enabling the movement of the vehicle, and / or, the torque from the motor 12 can be transmitted to the PTO device 28 to provide torque to specialized equipment included in the vehicle (e.g., equipment for lifting, mixing, sweeping and / or pumping).

[0036] Return to Figure 1 To transmit torque from motor 12 to output half-shaft 26 and optional power take-off device 28, multi-speed electric drive bridge system 10 further includes: a first transmission device 30, which is torque-transmittingly connected to motor shaft 16; and a sleeve device 32, which is torque-transmittingly connected to the first transmission device 30 and optional power take-off device 28. For example, sleeve device 32 includes: a sleeve 34 loosely fitted onto output half-shaft 26 (e.g., first output half-shaft or second output half-shaft), meaning that sleeve 34 and output half-shaft 26 are clearance-fitted, do not interfere with each other, and can rotate independently of each other, wherein the axis of sleeve 34 may coincide with the axis of output half-shaft 26; and a sleeve gear 36 disposed around the outer periphery of sleeve 34, for example, fixed.

[0037] Accordingly, the motor 12 includes a motor gear 38 fixed around the outer periphery of the motor shaft 16. The first transmission device 30 includes a transmission shaft 40 and a first transmission gear 42 and a second transmission gear 44 fixed side by side around the outer periphery of the transmission shaft 40. The first transmission gear 42 meshes with a sleeve gear 36, and the second transmission gear 44 meshes with the motor gear 38 to transmit torque from the motor shaft 16.

[0038] Optionally, the drive shaft 40 includes a first shaft segment axially close to the motor housing 14 and a second shaft segment axially away from the motor housing 14, a first drive gear 42 fixed around the outer periphery of the drive shaft 40 at the first shaft segment, and a second drive gear 44 fixed around the outer periphery of the drive shaft 40 at the second shaft segment.

[0039] Optionally, the axes of the motor shaft 16, the drive shaft 40, and the sleeve shaft 34 can be parallel to each other. The axis of the sleeve shaft 34 and the axis of the output half-shaft 26 can coincide. The axes of the motor shaft 16 and the drive shaft 40 together define an axial section. The projection of the first drive gear 42 onto a plane perpendicular to the axial section is at least partially, preferably entirely, covered by the projection of the motor housing 14 onto that plane; therefore, the first drive gear 42... Figure 2 It is not visible in the middle. This arrangement of the first transmission gear 42 helps to reduce the space occupied by the multi-speed electric drive bridge system 10.

[0040] Continue to refer to Figure 1 The multi-speed electric drive axle system 10 also includes a planetary gear set 46, which includes: a sun gear 48 fixed to a bushing 34; a ring gear 50 surrounding the sun gear 48; a plurality of planet gears 52 simultaneously meshing between the sun gear 48 and the ring gear 50, each planet gear 52 being adapted to rotate relative to its planet gear shaft; and a planet carrier 54 fixing each planet gear shaft together, the planet carrier 54 being fixed to the differential housing 20. The ring gear 50 can be mounted to the system housing 76 by means of, for example, rolling bearings (not shown), so that the ring gear 50 is rotatable relative to the system housing 76.

[0041] The multi-speed electric drive axle system 10 also includes a second transmission 56, which includes a first component torque-transmittingly connected to the bushing assembly 32 and a second component torque-transmittingly connected to the differential housing 20. For example, the first component includes a bushing 62 and a first component gear 64 fixed around the outer periphery of the bushing 62, the first component gear 64 meshing with a bushing gear 36. For example, the bushing gear 36 is a single gear that simultaneously meshes with a first drive gear 42 and the first component gear 64. For example, the second component includes a component shaft 66 passing through the bushing 62 and loosely fitted by the bushing 62, and a second component gear 68 fixed to the component shaft 66. Accordingly, a differential gear 60 is formed on the differential housing 20. Thus, the second component gear 68, as the driving gear, meshes with the differential gear 60, which is the driven gear.

[0042] like Figure 2 As shown, the power take-off device 28 includes a power take-off shaft 70 and a power take-off gear 71 fixed to the power take-off shaft 70. The power take-off gear 71 also meshes with the sleeve shaft gear 36. Figure 2 In the diagram, the multi-speed electric drive axle system 10 is labeled with an orthogonal coordinate system. The X-axis represents the longitudinal direction of the multi-speed electric drive axle system 10 and the vehicle using the multi-speed electric drive axle system 10, the Y-axis represents the lateral direction of the multi-speed electric drive axle system 10 and the vehicle, and the Z-axis represents the vertical direction of the multi-speed electric drive axle system 10 and the vehicle. The arrow on the Z-axis points upward.

[0043] Each of the first transmission device 30 and the second transmission device 56 has a vertical reference line V (parallel to the Z-axis and perpendicular to the axis L) relative to the sleeve shaft device 32 (or output half-shaft 26), which is located on a first side. The axis L1 of the first transmission device 30 and the axis L2 of the second transmission device 56 are both parallel to the axis L of the sleeve shaft device 32. The projection point P1 of the axis L1 of the first transmission device 30 on a reference plane perpendicular to it and the projection point P of the axis L of the sleeve shaft device 32 on the reference plane define a first line. The projection point P2 of the axis L2 of the second transmission device 56 on the reference plane and the projection point P of the axis L of the sleeve shaft device 32 define a second line. The angle between the first line and the second line is an acute angle. Additionally, the projection point P1 of the axis L1 of the first transmission device 30 on the reference plane and the projection point P2 of the axis L2 of the second transmission device 56 on the reference plane define an additional connecting line, and at least one of the angles between the first connecting line and the additional connecting line and the second connecting line and the additional connecting line may also be an acute angle.

[0044] Optionally, the power take-off device 28 is located on a second side opposite to the first side relative to the vertical reference line V of the sleeve shaft device 32.

[0045] Optionally, each of the first transmission device 30 and the second transmission device 56 is located between the motor 12 and the sleeve shaft device 32.

[0046] Optionally, the second transmission device 56 is positioned above at least one of the first transmission device 30 and the power take-off device 28 relative to the vertical reference line V of the sleeve shaft device 32.

[0047] For example, the power take-off device 28 can be arranged opposite to the first transmission device 30 in the diametrical direction relative to the sleeve shaft assembly 32. Alternatively, the power take-off device 28 can also be arranged opposite to the second transmission device 56 in the diametrical direction relative to the sleeve shaft assembly 32. That is, the power take-off gear 71 can mesh with the sleeve shaft gear 36 at any position on the second side as needed. Optionally, the projection point P3 of the axis L3 of the power take-off device 28 on the reference plane and the projection point P of the axis L of the sleeve shaft assembly 32 on the reference plane define a third line, and the angle between the second line and the third line can be an obtuse angle.

[0048] Return to Figure 1The multi-speed electric drive axle system 10 also includes a first shift sleeve 72, which is configured to always non-rotatably engage with the ring gear 50 and has a non-engaged position, a first engaged position, and a second engaged position. When the first shift sleeve 72 slides to the non-engaged position, it does not non-rotatably engage the ring gear 50 with any other component, thus allowing the ring gear 50 to rotate relative to the system housing 76. That is, the ring gear 50 is not constrained and can be rotated to a certain extent by the rotation of the sun gear 48 and planet gears 52, causing the planetary gear set 46 to idle and the planet carrier 54 to be unable to transmit torque to the differential 18 by rotation. When the first shift sleeve 72 slides to the first engaged position, it non-rotatably engages the ring gear 50 with the system housing 76, thus keeping the ring gear 50 stationary. When the first shift sleeve 72 slides to the second engagement position, it engages the gear ring 50 with the sleeve shaft device 32 in a non-rotatable manner. Therefore, the gear ring 50 can rotate at the same speed as the sleeve shaft device 32.

[0049] The multi-speed electric drive axle system 10 also includes a second shift sleeve 74, which is configured to always be non-rotatably engaged with one of the first and second components (in Figure 1 The first component is non-rotatably engaged with the second component, and has a non-engaged position and an engaged position. When the second shift sleeve 74 slides to the non-engaged position, it disengages the first component from the second component. When the second shift sleeve 74 slides to the engaged position, it engages the first component with the second component non-rotatably.

[0050] Specifically, the gear ring 50 includes a first mating component, the system housing 76 includes a second mating component, and the sleeve assembly 32 includes a third mating component, for example, fixed to the sleeve gear 36. A first shift sleeve 72 is slidably engaged with the first mating component. The first shift sleeve 72 can slide to a non-engaged position, disengaging the first mating component from both the second and third mating components, thereby allowing the gear ring 50 to rotate relative to the system housing 76. The first shift sleeve 72 can slide to a first engaged position, simultaneously engaging the first and second mating components, thereby non-rotatably engaging the gear ring 50 to the system housing 76. The first shift sleeve 72 can slide to a second engaged position, simultaneously engaging the first and third mating components, thereby non-rotatably engaging the gear ring 50 to the sleeve assembly 32.

[0051] Similarly, the first component includes, for example, a first mating member fixed to component shaft 62, and the second component includes, for example, a second mating member fixed to component shaft 66. A second shift sleeve 74 is slidably engaged to the second mating member. The second shift sleeve 74 can slide to a non-engaged position to disengage the second mating member from the first mating member, thereby allowing the first and second components to rotate independently of each other. The second shift sleeve 74 can slide to an engaged position to simultaneously engage the first and second mating members, thereby engaging the first component to the second component in a non-rotatable manner.

[0052] like Figure 3 As shown, when the first shift sleeve 72 is slid to the non-engaged position and the second shift sleeve 74 is slid to the non-engaged position, the multi-speed electric drive axle system 10 operates in neutral mode. In neutral mode, torque from the motor 12 cannot be transmitted to the differential 18 and output half-shaft 26 via the first transmission device 30, the sleeve shaft device 32, and the planetary gear set 46, nor can it be transmitted to the differential 18 and output half-shaft 26 via the first transmission device 30, the sleeve shaft device 32, and the second transmission device 56. However, torque from the motor 12 can be transmitted to the optional power take-off device 28, specifically, as... Figure 3 The arrow in the diagram indicates the torque take-off path from the motor gear 38 via the second transmission gear 44, the transmission shaft 40, the first transmission gear 42, and the sleeve gear 36 to the power take-off gear 71.

[0053] like Figure 4 As shown, when the first shift sleeve 72 is slid to the first engaged position and the second shift sleeve 74 is slid to the non-engaged position, the multi-speed electric drive axle system 10 operates in the first gear mode. In the first gear mode, the torque from the motor 12 is transmitted to the differential 18 and the output half-shaft 26 via the first transmission device 30, the sleeve shaft device 32, and the planetary gear set 46. Specifically, as shown... Figure 4 The first torque transmission path indicated by the arrow is from the motor gear 38 via the second transmission gear 44, drive shaft 40, first transmission gear 42, bushing gear 36, bushing 34, sun gear 48, planetary gears 52 meshing with the sun gear 48 and revolving at reduced speed, and planet carrier 54 to the differential 18 and output half-shaft 26. However, the torque from the motor 12 cannot be transmitted to the differential 18 and output half-shaft 26 via the first transmission device 30, bushing device 32, and second transmission device 56. Simultaneously, the torque from the motor 12 can be transmitted to the optional power take-off device 28 via the power take-off torque transmission path.

[0054] like Figure 5As shown, when the first shift sleeve 72 is slid to the non-engaged position and the second shift sleeve 74 is slid to the engaged position, the multi-speed electric drive axle system 10 operates in the second gear mode. In the second gear mode, the torque from the motor 12 cannot be transmitted to the differential 18 and the output half-shaft 26 via the first torque transmission path. However, the torque from the motor 12 will be transmitted to the differential 18 and the output half-shaft 26 via the first transmission device 30, the sleeve shaft device 32, and the second transmission device 56. Specifically, as shown... Figure 5 The second torque transmission path, indicated by the arrow, is from the motor gear 38 via the second transmission gear 44, drive shaft 40, first transmission gear 42, sleeve gear 36, first component gear 64, second shift sleeve 74, component shaft 66, and second component gear 68 to the differential 18 and output half-shaft 26. Simultaneously, torque from the motor 12 can be transmitted to the optional power take-off device 28 via the power take-off torque transmission path.

[0055] like Figure 6 As shown, when the first shift sleeve 72 is slid to the second engaged position and the second shift sleeve 74 is slid to the non-engaged position, the multi-speed electric drive axle system 10 operates in the third gear mode. In the third gear mode, the torque from the motor 12 is transmitted to the differential 18 and the output half-shaft 26 via the first transmission device 30, the sleeve shaft device 32, and the planetary gear set 46. Specifically, as shown... Figure 6 The third torque transmission path, indicated by the arrow, is from the motor gear 38 via the second transmission gear 44, drive shaft 40, first transmission gear 42, bushing gear 36, first shift sleeve 72, bushing 34, sun gear 48, ring gear 50 and planet gears 52 meshing with the sun gear 48 and rotating at the same speed, and planet carrier 54 to the differential 18 and output half-shaft 26. However, the torque from the motor 12 cannot be transmitted to the differential 18 and output half-shaft 26 via the second torque transmission path. Simultaneously, the torque from the motor 12 can be transmitted to the optional power take-off device 28 via the power take-off torque transmission path.

[0056] Figure 7 A second example of the multi-speed electric drive bridge system 10 is shown, which is similar to... Figure 1The first example of the multi-speed electric drive axle system 10 differs in the configuration of the gear ring 50, the sleeve gear 36, and the first shift sleeve 72. Specifically, instead of the gear ring 50 being rotatably mounted to the system housing 76 in the first example of the multi-speed electric drive axle system 10, the gear ring 50 in the second example of the multi-speed electric drive axle system 10 is fixedly mounted to the system housing 76 to remain stationary. Instead of the sleeve gear 36 being fixed around the outer periphery of the sleeve shaft 34 in the first example of the multi-speed electric drive axle system 10, the sleeve gear 36 in the second example of the multi-speed electric drive axle system 10 is loosely fitted around the outer periphery of the sleeve shaft 34. Instead of the first shift sleeve 72 being non-rotatably engaged with the gear ring 50 in the first example of the multi-speed electric drive axle system 10, the first shift sleeve 72 in the second example of the multi-speed electric drive axle system 10 is non-rotatably engaged with the sleeve gear 36 of the gear ring 50, and the first shift sleeve 72 in the second example of the multi-speed electric drive axle system 10 slides to a non-engaged position (e.g., Figure 7 and Figure 8 When the first shift sleeve 72 slides to the first engagement position (as shown), it will not engage the sleeve gear 36 with any other component in a non-rotatable manner. The rotation of the sleeve gear 36 will only cause the rotation of the first component gear 64 that meshes with it. Figure 9 When (as shown), the sleeve gear 36 will be non-rotatably engaged with the sleeve shaft 34. Therefore, the sleeve shaft 34 and the sun gear 48 can rotate at the same speed as the sleeve gear 36, and the first shift sleeve 72 will slide to the second engagement position (as shown). Figure 11 When (as shown), the sleeve gear 36 is engaged with the planet carrier 54 in a non-rotatable manner. Therefore, the planet carrier 54 can rotate at the same speed as the sleeve gear 36. At this time, the sleeve gear 36 and the sleeve shaft 34 rotate independently of each other, and the sun gear 48 fixed to the sleeve shaft 34 can be driven by the rotation of the planet gear 52 relative to the planet carrier 54 to make a certain degree of rotation.

[0057] Specifically, in a second example of the multi-speed electric drive axle system 10, the sleeve gear 36 includes a first mating component, the sleeve shaft 34 includes a second mating component, and the planetary carrier 54 includes a third mating component. A first shift sleeve 72 is slidably engaged with the first mating component. The first shift sleeve 72 can slide to a non-engaged position, disengaging the first mating component from both the second and third mating components, thereby allowing the sleeve gear 36 to rotate relative to the sleeve shaft 34. The first shift sleeve 72 can slide to a first engaged position, simultaneously engaging the first and second mating components, thereby non-rotatably engaging the sleeve gear 36 to the sleeve shaft 34. The first shift sleeve 72 can slide to a second engaged position, simultaneously engaging the first and third mating components, thereby non-rotatably engaging the sleeve gear 36 to the planetary carrier 54.

[0058] Figure 8 The following is shown: a second example of the multi-speed electric drive axle system 10 operating in neutral mode, which is similar to the first example of the multi-speed electric drive axle system 10 operating in neutral mode.

[0059] Figure 9 A second example of the multi-speed electric drive axle system 10 is shown with a first torque transmission path when operating in the first gear mode, which is similar to the first torque transmission path of the first example of the multi-speed electric drive axle system 10 when operating in the first gear mode, and also passes through a first shift sleeve 72 between the sleeve gear 36 and the sleeve shaft 34. Figure 10 A second example of the multi-speed electric drive axle system 10 is shown, illustrating a second torque transmission path when operating in a second gear mode, which is similar to the second torque transmission path of the first example of the multi-speed electric drive axle system 10 when operating in a second gear mode.

[0060] Figure 11 The second example of the multi-gear electric drive axle system 10 is shown, illustrating the third torque transmission path when operating in the third gear mode. Figure 11 The third torque transmission path indicated by the arrow is from the motor gear 38 via the second transmission gear 44, drive shaft 40, first transmission gear 42, sleeve gear 36, first shift sleeve 72, and planetary carrier 54 to the differential 18 and output half-shaft 26. It can be seen that the third torque transmission path of the second example of the multi-speed electric drive axle system 10 differs from the third torque transmission path of the first example of the multi-speed electric drive axle system 10.

[0061] While some specific embodiments of the present invention have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the present invention. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. A multi-speed electric drive axle system (10), comprising a motor (12), a differential (18), and an output half-shaft (26) fixed to said differential (18) and a half-shaft gear (24), characterized in that, The multi-stage electric drive bridge system (10) also includes: A first transmission device (30) is connected to the motor (12) in a torque-transmitting manner and includes a first transmission gear (42). A sleeve shaft device (32) is connected to the first transmission device (30) in a torque-transmitting manner and includes a sleeve shaft (34) loosely fitted on the output half shaft (26) and a sleeve shaft gear (36) disposed around the outer periphery of the sleeve shaft (34). Planetary gear set (46), wherein the planet carrier (54) of the planetary gear set (46) is fixed to the housing of the differential (18) and the sun gear (48) of the planetary gear set (46) is fixed to the bushing (34); and The second transmission device (56) includes a first component that is torque-transmittingly connected to the bushing assembly (32) and a second component that is torque-transmittingly connected to the housing of the differential (18). The first component includes a bushing assembly (62) and a first component gear (64) fixed around the outer periphery of the bushing assembly (62). The sleeve gear (36) meshes with both the first transmission gear (42) and the first component gear (64).

2. The multi-speed electric drive bridge system (10) according to claim 1, characterized in that, Each of the first transmission device (30) and the second transmission device (56) is located on the first side relative to the vertical reference line (V) perpendicular to the axis (L) of the sleeve shaft device (32).

3. The multi-speed electric drive bridge system (10) according to claim 2, characterized in that, The axis (L1) of the first transmission device (30) and the axis (L2) of the second transmission device (56) are both parallel to the axis (L) of the sleeve shaft device (32). The projection point of the axis (L1) of the first transmission device (30) on a reference plane perpendicular to it and the projection point (P) of the axis (L) of the sleeve shaft device (32) on the reference plane define a first line. The projection point of the axis (L2) of the second transmission device (56) on the reference plane and the projection point (P) of the axis (L) of the sleeve shaft device (32) on the reference plane define a second line. The angle between the first line and the second line is an acute angle.

4. The multi-speed electric drive bridge system (10) according to claim 2, characterized in that, The multi-speed electric drive bridge system (10) also includes a power take-off device (28), and the power take-off device (28) is located on a second side opposite to the first side relative to the vertical reference line (V).

5. The multi-speed electric drive bridge system (10) according to claim 4, characterized in that, The power take-off device (28) includes a power take-off shaft (70) and a power take-off gear (71) fixed around the outer periphery of the power take-off shaft (70), and the sleeve gear (36) also meshes with the power take-off gear (71); and / or The axis (L1) of the first transmission device (30), the axis (L2) of the second transmission device (56), and the axis (L3) of the power take-off device (28) are all parallel to the axis (L) of the sleeve shaft device (32). The projection point of the axis (L1) of the first transmission device (30) on a reference plane perpendicular to it and the projection point (P) of the axis (L) of the sleeve shaft device (32) on the reference plane define a first line. The projection point of the axis (L2) of the second transmission device (56) on the reference plane and the projection point (P) of the axis (L) of the sleeve shaft device (32) on the reference plane define a second line. The projection point of the axis (L3) of the power take-off device (28) on the reference plane and the projection point of the axis (L2) of the second transmission device (56) on the reference plane define a third line. The angle between the first line and the second line is an acute angle, and the angle between the second line and the third line is an obtuse angle.

6. The multi-speed electric drive bridge system (10) according to claim 1, characterized in that, The multi-speed electric drive axle system (10) also includes a system housing (76), the ring gear (50) of the planetary gear set (46) is rotatably mounted to the system housing (76), the sleeve gear (36) is fixed around the outer periphery of the sleeve shaft (34), and the multi-speed electric drive axle system (10) also includes: The first shift sleeve (72) is configured to always be non-rotatably engaged with the gear ring (50), and has a non-engaged position, a first engaged position for non-rotatably engaging the gear ring (50) with the system housing (76), and a second engaged position for non-rotatably engaging the gear ring (50) with the sleeve shaft assembly (32). The second shift sleeve (74) is configured to always be non-rotatably engaged to one of the first component and the second component, and has a non-engaged position and an engaged position that non-rotatably engages the first component to the second component.

7. The multi-speed electric drive bridge system (10) according to claim 1, characterized in that, The multi-speed electric drive axle system (10) also includes a system housing (76), the gear ring (50) of the planetary gear set (46) is fixed to the system housing (76), the sleeve gear (36) is loosely fitted around the outer periphery of the sleeve shaft (34), and the multi-speed electric drive axle system (10) also includes: The first shift sleeve is configured to be non-rotatably engaged with the sleeve gear (36) at all times, and has a non-engaged position, a first engaged position where the sleeve gear (36) is non-rotatably engaged with the sleeve shaft (34), and a second engaged position where the sleeve gear (36) is non-rotatably engaged with the planetary carrier (54). The second shift sleeve (74) is configured to always be non-rotatably engaged to one of the first component and the second component, and has a non-engaged position and an engaged position that non-rotatably engages the first component to the second component.

8. The multi-speed electric drive bridge system (10) according to claim 6 or 7, characterized in that, The multi-speed electric drive bridge system (10) is configured to: operate in neutral mode at the non-engaged position of the first shift sleeve (72) and the non-engaged position of the second shift sleeve (74) to not transmit torque from the motor (12) to the output half-shaft (26); operate in a first gear mode at the first engaged position of the first shift sleeve (72) and the non-engaged position of the second shift sleeve (74) to transmit torque from the motor (12) to the output half-shaft (26) via a first torque transmission path; operate in a second gear mode at the non-engaged position of the first shift sleeve (72) and the engaged position of the second shift sleeve (74) to transmit torque from the motor (12) to the output half-shaft (26) via a second torque transmission path; and operate in a third gear mode at the second engaged position of the first shift sleeve (72) and the non-engaged position of the second shift sleeve (74) to transmit torque from the motor (12) to the output half-shaft (26) via a third torque transmission path.

9. The multi-speed electric drive bridge system (10) according to any one of claims 1 to 7, characterized in that, The second component includes a component shaft (66) that passes through the component sleeve shaft (62) and is loosely fitted by the component sleeve shaft (62), and a second component gear (68) fixed to the component shaft (66), the second component gear (68) meshing with a differential gear (60) formed on the housing of the differential (18); and / or The motor (12) includes a motor housing (14), a motor shaft (16) extending from the motor housing (14), and a motor gear (38) fixed around the outer periphery of the motor shaft (16). The first transmission device (30) includes a transmission shaft (40), which includes a first shaft segment axially close to the motor housing (14) and a second shaft segment axially away from the motor housing (14). The first transmission gear (42) is fixed around the outer periphery of the transmission shaft (40) at the first shaft segment. The first transmission device (30) also includes a second transmission gear (44) fixed around the outer periphery of the transmission shaft (40) at the second shaft segment. The second transmission gear (44) meshes with the motor gear (38).

10. A vehicle, characterized in that, Includes the multi-speed electric drive bridge system (10) according to any one of claims 1 to 9.

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