A planetary gear shifting structure, an electric drive axle transmission system, and a vehicle.

Abstract

This application discloses an output planetary gear shifting structure, an electric drive axle transmission system, and a vehicle, relating to the field of vehicle technology. It includes a power input assembly, a reduction assembly, and a differential assembly. The power input assembly includes a power input gear and a first gear sleeve. The reduction assembly includes a sun gear, a reduction planetary gear set, a planet carrier, a planetary gear ring, and a housing. The reduction planetary gear set meshes simultaneously with the sun gear and the planetary gear ring. The planet carrier is connected to the reduction planetary gear set, and the planetary gear ring and housing are fixedly connected. The differential assembly includes differential planetary gears, half-shaft gears, and an output half-shaft. The differential planetary gears are connected to the planet carrier, and the half-shaft gears mesh with the differential planetary gears and are connected to the output half-shaft. The first gear sleeve can move between a first position and a second position, respectively transmitting power to the sun gear and the planet carrier. This application achieves a highly compact structure by integrating the reduction assembly and the differential assembly, effectively reducing the volume of the output planetary gear shifting structure.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an output planetary gear shifting structure, an electric drive axle transmission system, and a vehicle. Background Technology

[0002] In the field of electric vehicle technology, the electric drive axle transmission system, as a core powertrain integrating driving, deceleration, and differential functions, directly determines the vehicle's power, passability, and energy consumption. However, existing electric drive axle transmission systems are generally large in size, especially in applications such as heavy commercial vehicles where space and ground clearance requirements are stringent. An excessively large electric drive axle forms a bulky "axle bag," which not only encroaches on chassis space but also limits the vehicle's ground clearance, thus affecting its passability.

[0003] Therefore, how to effectively reduce the size of the electric drive axle transmission system has become a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] In view of this, the purpose of this application is to provide an output planetary gear shifting structure to effectively reduce the size of the electric drive bridge transmission system.

[0005] Another objective of this application is to provide an electric drive bridge transmission system including the above-described output planetary gear shifting structure.

[0006] Another object of this application is to provide a vehicle including the above-described electric drive axle transmission system.

[0007] A planetary gear shifting structure includes:

[0008] A power input assembly, the power input assembly including a power input gear and a first gear sleeve arranged coaxially and connected in transmission;

[0009] A reduction assembly includes a sun gear, a reduction planetary gear set, a planet carrier, a planetary gear ring, and a housing. The sun gear, the planet carrier, and the planetary gear ring are all coaxially arranged with the power input gear. The reduction planetary gear set meshes with the sun gear and the planetary gear ring. The planet carrier is connected to the reduction planetary gear set, and the planetary gear ring is fixedly connected to the housing.

[0010] The differential assembly includes a differential planetary gear, a half-shaft gear, and an output half-shaft. The differential planetary gear is connected to the planet carrier and can rotate coaxially. The half-shaft gear meshes with the differential planetary gear and is connected to the output half-shaft. Both the half-shaft gear and the output half-shaft are arranged coaxially with the power input gear.

[0011] The first gear sleeve is configured to move between a first position and a second position. When the first gear sleeve is in the first position, the first gear sleeve is driven between the power input gear and the sun gear. When the first gear sleeve is in the second position, the first gear sleeve is driven between the power input gear and the planet carrier.

[0012] In some embodiments, the power input assembly includes a first gear hub, which is sleeved on the power input gear and drivenly connected to the power input gear, and a first gear sleeve is slidably sleeved on the first gear hub along the axial direction and drivenly connected to the first gear hub.

[0013] In some embodiments, the first toothed sleeve is provided with a first engaging tooth and a second engaging tooth;

[0014] The sun gear is provided with a third engagement tooth, and the planet carrier is provided with a fourth engagement tooth;

[0015] When the first tooth sleeve is in the first position, the first engaging tooth and the third engaging tooth are engaged, and the second engaging tooth and the fourth engaging tooth are disengaged; when the first tooth sleeve is in the second position, the first engaging tooth and the third engaging tooth are disengaged, and the second engaging tooth and the fourth engaging tooth are engaged.

[0016] In some embodiments, the sun gear, the reduction planetary gear set, the planet carrier, the planetary gear ring, the differential planetary gear, and the half-shaft gear are all disposed within the housing.

[0017] An electric drive axle transmission system, comprising:

[0018] Drive motor;

[0019] In any of the above-described output planetary gear shifting structures, the power input gear is connected to the drive motor in a transmission connection.

[0020] In some embodiments, the electric drive axle transmission system further includes a speed change device, which includes an input shaft, an intermediate shaft, and an output shaft that are sequentially connected in transmission. The drive motor is connected in transmission to the input shaft, and the power input gear is connected in transmission to the output shaft.

[0021] In some embodiments, the transmission device includes a second gear sleeve and at least two gear pairs, each gear pair including a driving gear and a driven gear meshing with each other. The driving gear is coaxially arranged and drivenly connected to the intermediate shaft, and the driven gear is coaxially arranged to the output shaft. The transmission ratios of the different gear pairs are different. The second gear sleeve is configured to move between different positions to drively connect the driven gears of the different gear pairs and the output shaft, respectively.

[0022] In some embodiments, there are two gear pairs, namely a first gear pair and a second gear pair, and the transmission ratio of the first gear pair is greater than the transmission ratio of the second gear pair;

[0023] The second gear sleeve is configured to move between a third position and a fourth position, wherein when the second gear sleeve is in the third position, the second gear sleeve is drivenly connected between the driven gear of the first gear pair and the output shaft, and when the second gear sleeve is in the fourth position, the second gear sleeve is drivenly connected between the driven gear of the second gear pair and the output shaft.

[0024] In some embodiments, the second gear sleeve is configured to be movable between the third position, the fourth position, and the fifth position, wherein when the second gear sleeve is in the fifth position, the transmission connection between the second gear sleeve and the driven gear of the first gear pair and the driven gear of the second gear pair is disconnected.

[0025] A vehicle comprising the electric drive axle transmission system described in any of the preceding claims.

[0026] The planetary gear shifting structure provided in this application includes a power input assembly, a reduction assembly, and a differential assembly. The power input assembly includes a power input gear and a first gear sleeve coaxially arranged and connected in transmission. The reduction assembly includes a sun gear, a reduction planetary gear set, a planet carrier, a planetary gear ring, and a housing. The sun gear, planet carrier, and planetary gear ring are all coaxially arranged with the power input gear. The reduction planetary gear set meshes with the sun gear and the planetary gear ring simultaneously. The planet carrier is connected to the reduction planetary gear set, and the planetary gear ring is fixedly connected to the housing, thus forming a planetary reduction structure. The differential assembly includes a differential planetary gear, a half-shaft gear, and an output half-shaft. The differential planetary gear is connected to the planet carrier and can rotate coaxially. The half-shaft gear meshes with the differential planetary gear and is connected to the output half-shaft. Both the half-shaft gear and the output half-shaft are coaxially arranged with the power input gear, thus forming a planetary differential structure. The output half-shaft is used to connect to the wheel to drive the wheel to rotate. The first gear sleeve is configured to move between a first position and a second position. When the first gear sleeve is in the first position, it is driven between the power input gear and the sun gear. In this position, the power transmission path of the output planetary gear shifting structure is: power input gear, first gear sleeve, sun gear, reduction planetary gear set, planet carrier, differential planetary gear, half-shaft gear, and output half-shaft, with a gear ratio greater than 1. When the first gear sleeve is in the second position, it is driven between the power input gear and the planet carrier. In this position, the power transmission path of the output planetary gear shifting structure is: power input gear, first gear sleeve, planet carrier, differential planetary gear, half-shaft gear, and output half-shaft, with a gear ratio of 1. The two moving positions of the first gear sleeve correspond to the two speed ratio power outputs of the reduction assembly, allowing the drive motor to operate fully in its high-efficiency range.

[0027] Compared to related technologies, the output planetary gear shifting structure provided in this application achieves a highly compact structure by integrating the reduction assembly and differential assembly, effectively reducing the volume of the output planetary gear shifting structure. Specifically, this integrated design significantly reduces the radial dimension of the power output end of the electric drive axle transmission system while ensuring output torque, thereby increasing the vehicle's ground clearance, reducing the axle housing volume, and effectively reducing the overall mass of the drive axle, especially significantly reducing unsprung mass. Furthermore, in this application, shifting does not require changing the fixed state of the planetary gear ring; instead, different transmission ratios are achieved by switching power to the sun gear or planet carrier via the first gear sleeve. This structure allows the drive motor to actively control the speed difference during shifting, effectively reducing shift shock and significantly improving shift success rate and smoothness.

[0028] The electric drive axle transmission system and vehicle provided in this application both include the above-mentioned output planetary gear shifting structure, and therefore also have the above-mentioned structure and beneficial effects. Other structures refer to relevant technologies and will not be described in detail here. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the output planetary gear shifting structure disclosed in an embodiment of this application;

[0031] Figure 2 This is a schematic diagram of the structure of the electric drive axle transmission system disclosed in the embodiments of this application;

[0032] Figure 3 This is a schematic diagram of the power transmission route Z11 of the electric drive axle transmission system disclosed in the embodiments of this application;

[0033] Figure 4 This is a schematic diagram of the power transmission route Z21 of the electric drive axle transmission system disclosed in the embodiments of this application;

[0034] Figure 5 This is a schematic diagram of the power transmission route Z12 of the electric drive axle transmission system disclosed in the embodiments of this application;

[0035] Figure 6 This is a schematic diagram of the power transmission route Z22 of the electric drive axle transmission system disclosed in the embodiments of this application.

[0036] Among them, 100 is the drive motor;

[0037] 200 is the speed change device, 210 is the input shaft, 211 is the first transmission gear, 220 is the intermediate shaft, 221 is the second transmission gear, 230 is the output shaft, 231 is the power output gear, 240 is the gear pair, 241 is the first driving gear, 242 is the first driven gear, 243 is the second driving gear, 244 is the second driven gear, and 250 is the second gear sleeve;

[0038] 300 is the power input gear, 301 is the first gear sleeve, 302 is the first gear hub, 310 is the sun gear, 311 is the reduction planetary gear set, 312 is the planet carrier, 313 is the planetary gear ring, 314 is the third engagement gear, 315 is the fourth engagement gear, 320 is the differential planetary gear, 321 is the half-shaft gear, and 322 is the output half-shaft.

[0039] 400 is the power take-off system. Detailed Implementation

[0040] The core of this application is to disclose an output planetary gear shifting structure to effectively reduce the size of the electric drive axle transmission system.

[0041] Another key aspect of this application is the disclosure of an electric drive bridge transmission system that includes the aforementioned output planetary gear shifting structure.

[0042] Another key aspect of this application is the disclosure of a vehicle that includes the aforementioned electric drive axle transmission system.

[0043] Hereinafter, embodiments will be described with reference to the accompanying drawings. Furthermore, the embodiments shown below do not limit the scope of the utility model as described in the claims. Additionally, the complete contents of the structures represented in the embodiments below are not limited to those necessary for the solution of the utility model as described in the claims. It should be noted that, for ease of description, only the parts relevant to the utility model are shown in the drawings. Unless otherwise specified, the embodiments and features described in this application can be combined with each other. Furthermore, this application includes... Figures 3-6 The dashed arrows in the diagram indicate the power transmission route. The transmission ratio in this application is the number of teeth on the driven gear / the number of teeth on the driving gear.

[0044] Combination Figure 1 The planetary gear shifting structure disclosed in this application includes a power input assembly, a reduction assembly, and a differential assembly. The power input assembly includes a power input gear 300 and a first gear sleeve 301 coaxially arranged and connected in transmission. The reduction assembly includes a sun gear 310, a reduction planetary gear set 311, a planet carrier 312, a planetary gear ring 313, and a housing. The sun gear 310, planet carrier 312, and planetary gear ring 313 are all coaxially arranged with the power input gear 300. The reduction planetary gear set 311 meshes simultaneously with the sun gear 310 and the planetary gear ring 313. The planet carrier 312 meshes with the reduction gear set 311. The planetary gear set 311 is connected, and the planetary gear ring 313 is fixedly connected to the housing, thus forming a planetary reduction structure. The differential assembly includes a differential planetary gear 320, a half-shaft gear 321, and an output half-shaft 322. The differential planetary gear 320 is connected to the planet carrier 312 and can rotate coaxially. The half-shaft gear 321 meshes with the differential planetary gear 320 and is connected to the output half-shaft 322. Both the half-shaft gear 321 and the output half-shaft 322 are coaxially arranged with the power input gear 300, thus forming a planetary differential structure. The output half-shaft 322 is used to connect to the wheel to drive the wheel to rotate. The coaxial arrangement of the power input gear 300, sun gear 310, planetary gear ring 313, half-shaft gear 321, and output half-shaft 322 can effectively shorten the axial dimension of the power chain, save space, reduce energy loss, and improve transmission efficiency.

[0045] The first gear sleeve 301 is configured to move between a first position and a second position. When the first gear sleeve 301 is in the first position, it is driven between the power input gear 300 and the sun gear 310. At this time, the power transmission route Z01 of the output planetary gear shifting structure is the power input gear 300, the first gear sleeve 301, the sun gear 310, the reduction planetary gear set 311, the planet carrier 312, the differential planetary gear 320, the half-shaft gear 321, and the output half-shaft 322, and the transmission ratio of the reduction assembly is greater than 1. When the first gear sleeve 301 is in the second position, it is driven between the power input gear 300 and the planet carrier 312. At this time, the power transmission route Z02 of the output planetary gear shifting structure is the power input gear 300, the first gear sleeve 301, the planet carrier 312, the differential planetary gear 320, the half-shaft gear 321, and the output half-shaft 322, and the transmission ratio of the reduction assembly is 1. The two moving positions of the first gear sleeve 301 correspond to the two speed ratio power outputs of the reduction assembly, which can enable the drive motor 100 to work fully in the high-efficiency range.

[0046] Compared to existing technologies, the output planetary gear shifting structure in this embodiment achieves a highly compact structure by integrating the reduction assembly and the differential assembly, effectively reducing the volume of the output planetary gear shifting structure. Specifically, this integrated design significantly reduces the radial dimension of the power output end of the electric drive axle transmission system while ensuring output torque, thereby increasing the vehicle's ground clearance, reducing the axle housing volume, and effectively reducing the overall mass of the drive axle, especially significantly reducing unsprung mass. Furthermore, the planetary reduction structure of the reduction assembly can achieve a larger reduction ratio under the same ground clearance constraint, allowing for a more compact design of the front-mounted transmission section of the electric drive axle transmission system, with its center of gravity closer to the drive axle center. For heavy-duty truck drive axles using a cantilever beam structure mounted unsprung, this optimization of size reduction and inward center of gravity significantly improves the stress state of the drive axle system under complex operating conditions, thereby enhancing its reliability and durability.

[0047] Furthermore, compared to existing technologies where the planetary gear ring 313's rotational speed is linked to the vehicle speed and cannot be actively adjusted by the drive motor 100, resulting in significant shifting shock and poor smoothness, this application simplifies the structure and improves reliability by keeping the planetary gear ring 313 permanently fixedly connected to the housing. Specifically, in this application, the fixed state of the planetary gear ring 313 does not need to be changed during gear shifting; instead, the first gear sleeve 301 switches the power to the sun gear 310 or the planet carrier 312 to achieve different transmission ratios. This structure allows the drive motor 100 to actively control the speed difference during gear shifting, thereby effectively reducing shifting shock and significantly improving shifting success rate and smoothness. The aforementioned planetary gear ring 313 and housing can be fixedly connected by integral molding, screwing, snap-fitting, or other methods.

[0048] Specifically, the sun gear 310 is disposed within the planetary gear ring 313, and the reduction planetary gear set 311 includes at least two reduction planetary gears. Each reduction planetary gear is arranged circumferentially around the sun gear 310 and simultaneously meshes with the sun gear 310 and the planetary gear ring 313 to form a planetary reduction structure. There are two half-shaft gears 321, which are fixedly connected to one output half-shaft 322 respectively, and one output half-shaft 322 passes through the sun gear 310 and the power input gear 300. The number of differential planetary gears 320 is usually one or two, which simultaneously mesh with two half-shaft gears 321 to form a planetary differential structure. The rotation axis of the differential planetary gear 320 is perpendicular to the rotation axis of the half-shaft gear 321.

[0049] In some embodiments, combined with Figure 1 The power input assembly includes a first gear hub 302, which is sleeved on the power input gear 300 and connected to the power input gear 300 for transmission. The two can rotate synchronously. A first gear sleeve 301 is slidably sleeved on the first gear hub 302 along the axial direction. Thus, the first gear sleeve 301 selectively engages and disengages with the sun gear 310 or the planet carrier 312 through the axial sliding of the first gear sleeve 301, so that the power transmission route can be actively switched to achieve control of different transmission ratios. The structure of the first gear sleeve 301 and the first gear hub 302 has a rapid shift response, reliable engagement, and small size. It can provide a compact and efficient gear shift for the entire output planetary gear shifting structure and ensure the smoothness of shifting and transmission efficiency. The first gear hub 302 and the first gear sleeve 301 are respectively machined with external splines and internal splines. The external splines and internal splines are interlocked to achieve transmission. The first gear hub 302 and the power input gear 300 can be connected by spline connection, interference connection, expansion sleeve connection, etc. The first gear sleeve 301 can be pushed by a shift fork or other structure to slide between the first position and the second position.

[0050] Combination Figure 1The first gear sleeve 301 is provided with a first engagement tooth and a second engagement tooth, the sun gear 310 is provided with a third engagement tooth 314, and the planet carrier 312 is provided with a fourth engagement tooth 315. When the first gear sleeve 301 is in the first position, the first engagement tooth and the third engagement tooth 314 are engaged, and the second engagement tooth and the fourth engagement tooth 315 are disengaged. When the first gear sleeve 301 is in the second position, the first engagement tooth and the third engagement tooth 314 are disengaged, and the second engagement tooth and the fourth engagement tooth 315 are engaged. The first and second engaging teeth can be positioned at different locations along the axial direction of the first toothed sleeve 301. The first and second engaging teeth and the first toothed sleeve 301 can be an integral or separate structure. When an integral structure is adopted, the number of parts and assembly steps can be reduced, and production efficiency and structural rigidity can be improved. When a separate structure is adopted, different materials or heat treatment processes can be used to optimize the wear resistance of the first and second engaging teeth and the toughness of the first toothed sleeve 301, and modular production and quick replacement can be achieved.

[0051] The sun gear 310 and the third engagement tooth 314 can be either an integral or separate structure, as can the planet carrier 312 and the fourth engagement tooth 315. An integral structure offers high rigidity and low cost; a separate structure allows for reinforcement of the materials used in the third and fourth engagement teeth 314 and 315, ensuring durability and shifting quality. Furthermore, when using a separate structure, synchronous rotation can be achieved between the sun gear 310 and the third engagement tooth 314, and between the planet carrier 312 and the fourth engagement tooth 315, using spline or interference fit connections.

[0052] The housing of the planetary reduction structure and the planetary differential structure can be an integral structure or a split structure. For example, the sun gear 310, the reduction planetary gear set 311, the planet carrier 312, the planetary gear ring 313, the differential planetary gear 320 and the half shaft gear 321 can all be set in the above-mentioned housing, so that the reduction assembly and the differential assembly can share the same housing, effectively reducing the axial space and weight of the output planetary gear shifting structure.

[0053] Combination Figure 2 The electric drive axle transmission system disclosed in this application includes a drive motor 100 and the aforementioned output planetary gear shifting structure. The power input gear 300 is connected to the drive motor 100, and the drive motor 100 can input power to the power input gear 300. Since it includes the aforementioned output planetary gear shifting structure, it also possesses the aforementioned structure and beneficial effects. Other structures refer to the prior art and will not be described in detail here.

[0054] In order to achieve effective speed reduction and torque increase of drive motor 100, combined with Figure 2The electric drive axle transmission system may further include a speed change device 200, which includes an input shaft 210, an intermediate shaft 220, and an output shaft 230 connected in sequence. The drive motor 100 is connected to the input shaft 210, and the power input gear 300 is connected to the output shaft 230, thereby achieving multi-stage speed reduction through the speed change device 200. The input shaft 210, intermediate shaft 220, and output shaft 230 are arranged in parallel and spaced apart. The input shaft 210 and the power output shaft of the drive motor 100 can be an integrated structure or a separate structure; this application does not impose any restrictions on this.

[0055] In some embodiments disclosed in this application, the transmission device 200 includes at least two gear pairs 240 and a second gear sleeve 250. Each gear pair 240 includes a meshing driving gear and a driven gear. The driving gear is coaxially arranged and driven by the intermediate shaft 220, and the driven gear is coaxially arranged with the output shaft 230. Different gear pairs 240 have different transmission ratios. The second gear sleeve 250 is configured to move between different positions to drive the driven gears of different gear pairs 240 and the output shaft 230 respectively. This allows different gear pairs 240 to transmit power to the output shaft 230, resulting in different power transmission paths and transmission ratios for the transmission device 200. Consequently, the drive motor 100 can operate in its high-efficiency range under different operating conditions, achieving efficient power output. The driving gear and the intermediate shaft 220 can rotate synchronously via a spline connection or an interference fit.

[0056] For example, in combination Figure 2There can be two gear pairs 240, defined as the first gear pair and the second gear pair. The transmission ratio of the first gear pair is greater than that of the second gear pair. The driving gear of the first gear pair is the first driving gear 241, and the driven gear is the first driven gear 242. The driving gear of the second gear pair is the second driving gear 243, and the driven gear is the second driven gear 244. The first driving gear 241 and the first driven gear 242 mesh with each other. The first driving gear 241 is coaxially arranged and driven by the intermediate shaft 220, and the first driven gear 242 is coaxially arranged with the output shaft 230. The second driving gear 243 and the second driven gear 244 mesh with each other. The second driving gear 243 is coaxially arranged and driven by the intermediate shaft 220, and the second driven gear 244 is coaxially arranged with the output shaft 230. The second gear sleeve 250 is configured to move between a third position and a fourth position, and when the second gear sleeve 250 is in the third position... In the first position, the second gear sleeve 250 is connected between the first driven gear 242 and the output shaft 230, while the transmission connection between the second gear sleeve 250 and the second driven gear 244 is disconnected. At this time, the power transmission route Z10 of the transmission device 200 is the input shaft 210, intermediate shaft 220, first driving gear 241, first driven gear 242, second gear sleeve 250, and output shaft 230. In the fourth position, the second gear sleeve 250 is connected between the input shaft 210, intermediate shaft 220, first driving gear 241, first driven gear 242, second gear sleeve 250, and output shaft 230. Between the second driven gear 244 and the output shaft 230, and with the transmission connection between the second gear sleeve 250 and the first driven gear 242 disconnected, the power transmission route Z20 of the transmission device 200 is the input shaft 210, intermediate shaft 220, second driving gear 243, second driven gear 244, second gear sleeve 250, and output shaft 230. The speed ratio of the power transmission route Z10 is greater than the speed ratio of the power transmission route Z20, thus enabling the transmission device 200 to form a two-stage differential transmission. Specifically, a second gear hub is coaxially arranged on the output shaft 230, and the second gear sleeve 250 is slidably fitted onto the second gear hub and can be moved between the third and fourth positions by a shift fork or similar structure. The second gear hub and the second gear sleeve 250 are respectively machined with external splines and internal splines, which interlock to achieve transmission. The output shaft 230 and the second gear hub can be connected by spline connection, interference fit, or other means.

[0057] Those skilled in the art will understand that by matching the different moving positions of the first gear sleeve 301 and the second gear sleeve 250, four power transmission paths can be formed, each corresponding to a different speed ratio, thus enabling the switching of four gears:

[0058] When the first gear sleeve 301 is in the first position and the second gear sleeve 250 is in the third position, the engagement... Figure 3The power transmission route Z11 is as follows: drive motor 100, input shaft 210, intermediate shaft 220, first driving gear 241, first driven gear 242, second gear sleeve 250, second gear hub, output shaft 230, power input gear 300, first gear hub 302, first gear sleeve 301, sun gear 310, reduction planetary gear set 311, planet carrier 312, differential planetary gear 320, half-shaft gear 321 and output half-shaft 322. At this time, the speed ratio is the largest, which is the first gear.

[0059] When the first gear sleeve 301 is in the first position and the second gear sleeve 250 is in the fourth position, the engagement... Figure 4 The power transmission route Z21 is as follows: drive motor 100, input shaft 210, intermediate shaft 220, second driving gear 243, second driven gear 244, second gear sleeve 250, second gear hub, output shaft 230, power input gear 300, first gear hub 302, first gear sleeve 301, sun gear 310, reduction planetary gear set 311, planet carrier 312, differential planetary gear 320, half-shaft gear 321 and output half-shaft 322, which is a second gear;

[0060] When the first gear sleeve 301 is in the second position and the second gear sleeve 250 is in the third position, the engagement... Figure 5 The power transmission route Z12 consists of a drive motor 100, an input shaft 210, an intermediate shaft 220, a first driving gear 241, a first driven gear 242, a second gear sleeve 250, a second gear hub, an output shaft 230, a power input gear 300, a first gear hub 302, a first gear sleeve 301, a planetary carrier 312, a differential planetary gear 320, a half-shaft gear 321, and an output half-shaft 322, forming a three-speed transmission.

[0061] When the first gear sleeve 301 is in the second position and the second gear sleeve 250 is in the fourth position, the engagement... Figure 6 The power transmission route Z22 is: drive motor 100, input shaft 210, intermediate shaft 220, second driving gear 243, second driven gear 244, second gear sleeve 250, second gear hub, output shaft 230, power input gear 300, first gear hub 302, first gear sleeve 301, planetary carrier 312, differential planetary gear 320, half-shaft gear 321 and output half-shaft 322. At this time, the speed ratio is the smallest, which is the fourth gear.

[0062] The planetary gear shifting structure disclosed in this application can enable the drive motor 100 to operate in the high-efficiency range under different working conditions through multi-gear speed ratio adjustment, so as to achieve efficient power output.

[0063] Furthermore, in some embodiments, the second gear sleeve 250 is configured to move between a third position, a fourth position, and a fifth position. When the second gear sleeve 250 is in the fifth position, the transmission connection between the second gear sleeve 250 and both the first driven gear 242 and the second driven gear 244 is disconnected, thereby preventing the power of the drive motor 100 from being transmitted to the output shaft 230, achieving power interruption, so as to allow the vehicle to glide or remain stationary without power output. Similarly, the first gear sleeve 301 is configured to move between a first position, a second position, and a sixth position. When the first gear sleeve 301 is in the sixth position, the transmission connection between the first gear sleeve 301 and both the sun gear 310 and the planet carrier 312 is disconnected, thereby achieving power interruption, so as to allow the vehicle to glide or remain stationary without power output.

[0064] In addition to the first and second gear pairs in the examples above, the transmission device 200 may also include one or more other gear pairs 240 with different speed ratios than the first and second gear pairs. The different gear pairs 240 are connected to the output shaft 230 by the movement of the second gear sleeve 250, thereby forming more gears by matching the two speed ratios of the reduction assembly. Further details will not be elaborated here.

[0065] Combination Figure 2 The input shaft 210 is coaxially arranged and connected to a first transmission gear 211, and the intermediate shaft 220 is coaxially arranged and connected to a second transmission gear 221. The first transmission gear 211 and the second transmission gear 221 mesh and transmit power. The driving gears of each gear pair 240 can be set on the same side of the second transmission gear 221. This layout can shorten the axial dimension of the transmission device 200 and facilitate modular installation and subsequent maintenance on the production line, thereby helping to reduce the complexity of assembly. The input shaft 210 and the first transmission gear 211 can be connected by a spline or an interference fit, and the intermediate shaft 220 and the second transmission gear 221 can also be connected by a spline or an interference fit. This ensures that the first transmission gear 211 and the input shaft 210, and the second transmission gear 221 and the intermediate shaft 220, form a rigid whole and rotate together, thus achieving power transmission. When the input shaft 210 rotates, the torque generated by the spline or interference fit is transmitted to the first transmission gear 211, and then the power is smoothly transmitted to the intermediate shaft 220 through the meshing of the first transmission gear 211 and the second transmission gear 221, achieving efficient and stable transmission from the input shaft 210 to the intermediate shaft 220. The output shaft 230 is coaxially arranged and connected to a power output gear 231, which meshes with the power input gear 300. The output shaft 230 and the power output gear 231 can rotate synchronously through a spline or an interference fit.

[0066] Combination Figure 2The reduction assembly, differential planetary gear 320, half-shaft gear 321 and gear pair 240 can all be set on the same side of the power input gear 300 in the axial direction, thereby effectively shortening the axial length of the transmission part of the electric drive axle transmission system and bringing its center of gravity closer to the center of the drive axle, thus improving the stability of the structure.

[0067] In some embodiments disclosed in this application, combined with Figure 2 The electric drive axle transmission system may also include a power take-off (PTO) system 400, which is connected to the transmission device 200. When the vehicle is performing superstructure operations and requires PTO, the power from the drive motor 100 is transmitted through the transmission device 200 to directly drive the core component of the PTO system 400, the PTO oil pump, achieving power sharing without the need for an additional independent engine or motor for the PTO function, significantly reducing system cost, weight, and complexity. In addition to the PTO oil pump, the PTO system 400 may also include control valve groups, cooling pipes, pressure sensors, and filters to form a complete hydraulic power unit. This is existing technology and will not be described in detail here.

[0068] When the input shaft 210 and the power output shaft of the drive motor 100 are integrated into one structure, and the drive motor 100 is an axial flux motor, the combination Figure 1 and Figure 6 The drive motor 100 is axially connected to the first end of the input shaft 210, and the power take-off system 400 is axially connected to the second end of the input shaft 210. Utilizing the compact axial dimensions, high power, and high torque density of the axial flux motor, the drive motor 100 and the power take-off pump are respectively arranged at opposite ends of the transmission device 200. This symmetrical and compact structure effectively utilizes the axle space, meeting the overall axle layout requirements and achieving effective integration of drive and power take-off functions within a limited space. When the vehicle requires power take-off, the inherent low-speed, high-torque characteristics of the axial flux motor directly drive the power take-off pump. This drive method eliminates the need for additional gear sets for speed reduction and torque amplification, significantly improving overall transmission efficiency under power take-off conditions. Furthermore, by eliminating the corresponding gear components, the system structure is simplified, reducing manufacturing and maintenance costs.

[0069] The vehicle disclosed in this application includes the above-described electric drive axle transmission system, and therefore also possesses the aforementioned structure and beneficial effects. Other structures are described in reference to related technologies and will not be repeated here.

[0070] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order, and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units may include steps or units not listed, but rather steps or units not listed. Additionally, in the description of embodiments in this application, "a plurality of" means two or more.

[0071] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Specific technical means in some embodiments may be incorporated, in whole or in part, into another embodiment unless explicitly excluded by another embodiment. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An output planetary gear shift structure characterized by, include: A power input assembly, the power input assembly including a power input gear (300) and a first gear sleeve (301) arranged coaxially and connected in transmission. The reduction assembly includes a sun gear (310), a reduction planetary gear set (311), a planet carrier (312), a planetary gear ring (313), and a housing. The sun gear (310), the planet carrier (312), and the planetary gear ring (313) are all coaxially arranged with the power input gear (300). The reduction planetary gear set (311) meshes with the sun gear (310) and the planetary gear ring (313). The planet carrier (312) is connected to the reduction planetary gear set (311). The planetary gear ring (313) is fixedly connected to the housing. The differential assembly includes a differential planetary gear (320), a half-shaft gear (321), and an output half-shaft (322). The differential planetary gear (320) is connected to the planet carrier (312) and can rotate coaxially. The half-shaft gear (321) meshes with the differential planetary gear (320) and is connected to the output half-shaft (322). Both the half-shaft gear (321) and the output half-shaft (322) are arranged coaxially with the power input gear (300). The first gear sleeve (301) is configured to move between a first position and a second position. When the first gear sleeve (301) is in the first position, the first gear sleeve (301) is driven between the power input gear (300) and the sun gear (310). When the first gear sleeve (301) is in the second position, the first gear sleeve (301) is driven between the power input gear (300) and the planet carrier (312).

2. The output planetary row shift structure according to claim 1, characterized by The power input assembly includes a first gear hub (302), which is sleeved on the power input gear (300) and is connected to the power input gear (300) in a driving connection. The first gear sleeve (301) is slidably sleeved on the first gear hub (302) along the axial direction and is connected to the first gear hub (302) in a driving connection.

3. The output planetary row shift structure according to claim 2, characterized by The first toothed sleeve (301) is provided with a first engaging tooth and a second engaging tooth; The sun gear (310) is provided with a third engagement tooth (314), and the planet carrier (312) is provided with a fourth engagement tooth (315). When the first tooth sleeve (301) is in the first position, the first engaging tooth and the third engaging tooth (314) are engaged, and the second engaging tooth and the fourth engaging tooth (315) are disengaged; when the first tooth sleeve (301) is in the second position, the first engaging tooth and the third engaging tooth (314) are disengaged, and the second engaging tooth and the fourth engaging tooth (315) are engaged.

4. The output planetary gear shifting structure as described in claim 1, characterized in that, The sun gear (310), the reduction planetary gear set (311), the planet carrier (312), the planetary gear ring (313), the differential planetary gear (320), and the half-shaft gear (321) are all disposed within the housing.

5. An electric drive axle transmission system characterized by, include: Drive motor (100); In the output planetary gear shifting structure as described in any one of claims 1-4, the power input gear (300) is connected to the drive motor (100) in a transmission connection.

6. The electrically driven axle drive system of claim 5, wherein, The electric drive axle transmission system also includes a speed change device (200), which includes an input shaft (210), an intermediate shaft (220), and an output shaft (230) connected in sequence. The drive motor (100) is connected to the input shaft (210), and the power input gear (300) is connected to the output shaft (230).

7. The electrically driven axle drive system of claim 6, wherein, The transmission device (200) includes a second gear sleeve (250) and at least two gear pairs (240), each gear pair (240) including a driving gear and a driven gear meshing with each other. The driving gear is coaxially arranged and drivenly connected to the intermediate shaft (220), and the driven gear is coaxially arranged to the output shaft (230). The transmission ratios of the different gear pairs (240) are different. The second gear sleeve (250) is configured to move between different positions to drively connect the driven gears of the different gear pairs (240) and the output shaft (230) respectively.

8. The electrically driven axle drive system of claim 7, wherein, There are two gear pairs (240), namely a first gear pair and a second gear pair, and the transmission ratio of the first gear pair is greater than that of the second gear pair; The second gear sleeve (250) is configured to move between a third position and a fourth position, and when the second gear sleeve (250) is in the third position, the second gear sleeve (250) is drivenly connected between the driven gear of the first gear pair and the output shaft (230), and when the second gear sleeve (250) is in the fourth position, the second gear sleeve (250) is drivenly connected between the driven gear of the second gear pair and the output shaft (230).

9. The electrically driven axle drive system of claim 8, wherein, The second gear sleeve (250) is configured to move between the third position, the fourth position and the fifth position. When the second gear sleeve (250) is in the fifth position, the transmission connection between the second gear sleeve (250) and the driven gear of the first gear pair and the driven gear of the second gear pair is disconnected.

10. A vehicle characterized by comprising: Includes the electric drive axle transmission system as described in any one of claims 5-9.

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