CN116373596A

CN116373596A - High-efficiency four-gear electric drive bridge transmission system

Info

Publication number: CN116373596A
Application number: CN202310427666.4A
Authority: CN
Inventors: 邓丽华; 钱鹏虎; 李培浩; 赵双
Original assignee: Jiangsu Huayong Composite Materials Co Ltd
Current assignee: Jiangsu Huayong Composite Materials Co Ltd
Priority date: 2023-04-20
Filing date: 2023-04-20
Publication date: 2023-07-04

Abstract

The utility model provides a high-efficient four keep off electricity drive bridge transmission system, include: a first input unit; the intermediate shaft is fixedly connected with a first gear shifter and a second gear shifter, and is sleeved with a first gear shifting driven gear, a second gear shifting driven gear and a third gear shifting driving gear in a relatively rotatable manner; the first transmission unit comprises a second parallel shaft, a third gear shifting driven gear and a fourth gear shifting driving gear which are fixedly connected with the second parallel shaft; and a differential provided with a first power output half shaft and a second power output half shaft, and a fourth gear-shifting driven gear is sleeved on the outer periphery of a shell of the differential, the fourth gear-shifting driving gear is used for transmitting power to the fourth gear-shifting driven gear, and the second gear shifter is selectively combined to the third gear-shifting driving gear or the fourth gear-shifting driven gear and used for transmitting power from the intermediate shaft to the third gear-shifting driving gear or the fourth gear-shifting driven gear. The ratio between shifting between four gears is greatly reduced, so that the gear shifting impact can be reduced, and the working efficiency of the motor can be improved.

Description

High-efficiency four-gear electric drive bridge transmission system

Technical Field

The invention relates to the field of new energy automobile parts, in particular to a high-efficiency four-gear electric drive bridge transmission system.

Background

New energy automobiles are increasingly receiving national importance. At present, the electric drive axle is mostly in a single-gear or two-gear structure, the complexity of a gearbox can be reduced by the single-gear electric drive axle, only one reduction mechanism is needed, but the motor is required to be high in demand, and can provide enough torque and high rotating speed so as to meet the requirements of climbing property and high speed of a vehicle, the motor is often large in size, the motor and electric control cost are high, and the motor is not large in duty ratio in a high-efficiency interval because of no gear adjustment, and the overall efficiency of the motor is not high. The two-gear electric drive axle can improve the problems caused by the one-gear electric drive axle to a great extent, the low-gear is provided with a large transmission speed ratio to provide enough power for the vehicle, the high-gear is provided with a small transmission speed ratio to provide enough speed for the vehicle, the requirement on the motor can be reduced, the motor size is reduced, and the motor and electric control cost is reduced. However, when the actual speed ratio is configured, in order to meet the requirements of the highest speed and the maximum climbing power, the ratio between the high gear speed ratio and the low gear speed ratio is required to be very large, so that the vehicle is unsmooth in gear shifting, obvious jerk exists, the time occupied ratio of the vehicle under the extremely low speed and extremely high speed working conditions is very small, the situation that the vehicle is insufficient in low gear speed and insufficient in high gear power is caused when the vehicle runs under most working conditions is caused.

Accordingly, there is a need to develop an efficient four-gear electric drive axle transmission system that addresses one or more of the above-described problems.

Disclosure of Invention

In order to solve at least one of the above technical problems, according to an aspect of the present invention, a high-efficiency four-gear electric drive axle transmission system is provided, which has a compact and symmetrical structure and a small size, and can be arranged on a main stream commercial vehicle, and a suspension form can be a leaf spring type or an air suspension type. The two sets of gear shifting mechanisms are used for realizing the functions of four gears, the low gear is matched with a large transmission speed ratio, a large enough torque is provided for a vehicle under working conditions such as starting, getting rid of poverty, climbing and the like, the high gear is matched with a small transmission speed ratio, a high enough rotating speed is provided for the vehicle under working conditions such as running high speed and empty vehicles, the transmission ratio between the low gear and the high gear is provided for the middle two gears, and a high torque and high power requirement is provided for the vehicle under non-extreme working conditions. Compared with the prior mainstream two-gear electric drive bridge, the gear shifting space between four gears can be greatly reduced, so that gear shifting impact can be reduced, vehicle comfort is provided, the working efficiency of a motor can be improved, and the endurance mileage of a vehicle is increased.

More specifically, a high-efficient four keeps off electricity and drives bridge transmission system, characterized by includes:

a first input unit comprising: an input drive gear driven by a first motor; the first parallel shaft is fixedly connected with a second gear shifting driving gear, an input driven gear and a first gear shifting driving gear in sequence, and the input driving gear is used for transmitting power to the input driven gear;

the intermediate shaft is fixedly connected with a first gear shifter and a second gear shifter, and is sleeved with a first gear shifting driven gear, a second gear shifting driven gear and a third gear shifting driving gear in a relatively rotatable manner, the second gear shifting driving gear is used for transmitting power to the second gear shifting driven gear, the first gear shifting driving gear is used for transmitting power to the first gear shifting driven gear, and the first gear shifter is selectively combined to the second gear shifting driven gear or the first gear shifting driven gear and is used for transmitting power from the second gear shifting driven gear or the first gear shifting driven gear to the intermediate shaft;

the first transmission unit comprises a second parallel shaft, a third gear shifting driven gear and a fourth gear shifting driving gear, wherein the third gear shifting driven gear and the fourth gear shifting driving gear are fixedly connected to the second parallel shaft, and the third gear shifting driving gear is used for transmitting power to the third gear shifting driven gear; and

a differential provided with a first power output half shaft and a second power output half shaft, and a fourth gear-shifting driven gear is sleeved on the periphery of a shell of the differential, the fourth gear-shifting driving gear is used for transmitting power to the fourth gear-shifting driven gear, and the second gear shifter is selectively combined to the third gear-shifting driving gear or the fourth gear-shifting driven gear and used for transmitting power from the intermediate shaft to the third gear-shifting driving gear or the fourth gear-shifting driven gear;

the first power output half shaft passes through the middle shaft and is used for transmitting power to the first wheel, and the second power output half shaft is used for transmitting power to the second wheel.

According to yet another aspect of the invention, the first power output half shaft is connected to the first wheel directly or via a first wheel-side reduction planetary row and the second power output half shaft is connected to the second wheel directly or via a second wheel-side reduction planetary row.

According to a further aspect of the invention, the first parallel axis and the second parallel axis are distributed on both sides of the intermediate axis.

According to still another aspect of the present invention, the differential, the second shifter, the third shift drive gear, the first shift driven gear, the first shifter, and the second shift driven gear are arranged in this order in a direction in which the first power output half shaft extends.

According to yet another aspect of the present invention, the first shifter and the second shifter each include a hub gear and a shift element.

According to yet another aspect of the present invention, the high-efficiency four-gear electric drive axle transmission system further includes a second input unit having the same structure as the first input unit.

According to yet another aspect of the present invention, the high-efficiency four-gear electrically driven bridge transmission system further includes a second transmission unit having the same structure as the first transmission unit.

According to yet another aspect of the invention, an end of the second parallel shaft is connected to the PTO arrangement by a connection and disconnection mechanism.

According to still another aspect of the present invention, there is provided a high-efficiency four-gear electric drive axle transmission system, characterized by comprising:

a first input unit comprising: an input drive gear driven by a first motor; the first parallel shaft is sequentially connected with an input driven gear, a first gear shifting driving gear, a first gear shifter and a second gear shifting driving gear, wherein the input driving gear is used for transmitting power to the first parallel shaft through the input driven gear, and the first gear shifter is selectively combined to the first gear shifting driving gear or the second gear shifting driving gear and used for transmitting power from the first parallel shaft to the first gear shifting driving gear or the second gear shifting driving gear;

the intermediate shaft is fixedly connected with a second gear shifter, a first gear shifting driven gear and a second gear shifting driven gear, and is sleeved with a third gear shifting driving gear in a relatively rotatable manner, the first gear shifting driving gear is used for transmitting power to the intermediate shaft through the first gear shifting driven gear, and the second gear shifting driving gear is used for transmitting power to the intermediate shaft through the second gear shifting driven gear;

According to still another aspect of the present invention, the high-efficiency four-gear electric drive axle transmission system further includes a second input unit and/or a second transmission unit, the second input unit having the same structure as the first input unit, and the second transmission unit having the same structure as the first transmission unit.

The invention can obtain one or more of the following technical effects:

1. the four-axis type arrangement can respectively adjust the axial distance between the two shafts and the two three shafts, the gear parameters can be designed more reasonably, and the first parallel shaft and the second parallel shaft are distributed on two sides of the middle shaft, so that the electric drive bridge structure tends to be symmetrical, and no large offset is generated.

2. By adopting the double gear shifter structure, four gear functions can be realized, the low gear is matched with a large transmission speed ratio, a large enough torque is provided for a vehicle under working conditions such as starting, getting rid of poverty, climbing and the like, the high gear is matched with a small transmission speed ratio, a high enough rotating speed is provided for the vehicle under working conditions such as running high speed and empty vehicle, the middle two gears are matched with two high-efficiency transmission ratios between the low gear and the high gear according to the common working conditions of the vehicle, and a high torque and high power requirement are provided for the vehicle under non-extreme working conditions. Compared with two gears, the gear shifting space between four gears can be greatly reduced, gear shifting impact can be reduced, vehicle comfort is provided, the working efficiency of a motor can be improved, and the endurance mileage of a vehicle is increased.

3. When the second gear shifter moves leftwards and is meshed with the combination teeth on the fourth gear shifting driven gear, no matter the first gear shifter is meshed with the combination teeth A on the second gear shifting driven gear or is meshed with the combination teeth B on the first gear shifting driven gear, power on the motor is transmitted to the intermediate shaft, then the power of the intermediate shaft is directly transmitted to the differential mechanism through the second gear shifter, and the power does not need to pass through a third gear shifting gear pair and a fourth gear shifting gear pair, so that two-stage transmission can be reduced, and the mechanical transmission efficiency is improved.

4. The middle gearbox part is a cylindrical fixed-axis gear, and the planetary row is placed on the wheel edge, so that the structural design, processing and assembly difficulty of the gearbox is reduced.

Drawings

The invention will be described in further detail with reference to the drawings and the detailed description.

Fig. 1 is a schematic diagram of a high efficiency four-gear electrically driven bridge transmission system in accordance with a first preferred embodiment of the present invention.

Fig. 2-5 are power flow diagrams of four gears of the high efficiency four-gear electrically driven bridge transmission system of fig. 1.

Fig. 6 is a schematic diagram of a high efficiency four-gear electrically driven bridge transmission system in accordance with a second preferred embodiment of the present invention.

Fig. 7 is a schematic diagram of a high efficiency four-gear electrically driven bridge transmission system in accordance with a third preferred embodiment of the present invention.

Fig. 8 is a schematic diagram of a high efficiency four-gear electrically driven bridge transmission system in accordance with a fourth preferred embodiment of the present invention.

Fig. 9 is a schematic diagram of a high efficiency four-gear electrically driven bridge transmission system in accordance with a fifth preferred embodiment of the present invention.

Detailed Description

The present invention is described in its best mode by the following preferred embodiments with reference to the accompanying drawings, and the detailed description herein is to be construed as limiting the invention, since various changes and modifications can be made without departing from the spirit and scope of the invention.

Example 1

According to a preferred embodiment of the present invention, referring to fig. 1 to 5, there is provided a high-efficiency four-gear electric drive axle transmission system, characterized by comprising:

a first input unit comprising: an input drive gear 13 driven by the first motor 11 (e.g., via motor shaft 12); a first parallel shaft 14 fixedly connected with a second gear shifting driving gear 17, an input driven gear 16 and a first gear shifting driving gear 15 in sequence, wherein the input driving gear 13 is used for transmitting power to the input driven gear 16;

a countershaft 22 to which a first shifter (the first shifter including a gear hub 21 and a shift element 20) and a second shifter (the second shifter including a gear hub 23 and a shift element 24) are fixedly connected and relatively rotatably sleeved with a first shift passive gear 18, a second shift passive gear 19 for transmitting power to the second shift passive gear 19, and a third shift drive gear 26, the first shift drive gear 15 for transmitting power to the first shift passive gear 18, the first shifter being selectively coupled to the second shift passive gear 19 or the first shift passive gear 18 for transmitting power from the second shift passive gear 19 or the first shift passive gear 18 to the countershaft 22;

the first transmission unit comprises a second parallel shaft 30, a third shift driven gear 29 and a fourth shift driving gear 28 which are fixedly connected to the second parallel shaft 30, and the third shift driving gear 26 is used for transmitting power to the third shift driven gear 29; and

a differential 27 provided with a first power output half shaft 36 and a second power output half shaft 31 and a fourth shift driven gear 25 sleeved on the outer periphery of a housing of the differential 27, a fourth shift driving gear 28 for transmitting power to the fourth shift driven gear 25, and a second shifter selectively coupled to the third shift driving gear 26 or the fourth shift driven gear 25 for transmitting power from the intermediate shaft 22 to the third shift driving gear 26 or the fourth shift driven gear 25;

wherein a first power output half shaft 36 passes through the intermediate shaft 22 and is used to transfer power to a first wheel and a second power output half shaft 31 is used to transfer power to a second wheel.

According to a further preferred embodiment of the invention, the first power output half shaft 36 is connected to the first wheel directly or via a first wheel-side reduction planetary row and the second power output half shaft 31 is connected to the second wheel directly or via a second wheel-side reduction planetary row.

According to a further preferred embodiment of the invention, see fig. 1, the first parallel shaft 14 and the second parallel shaft 30 are distributed on both sides of the intermediate shaft 22.

According to a further preferred embodiment of the invention, the differential 27, the second gear shifter, the third gear shifting driving gear 26, the first gear shifting driven gear 18, the first gear shifter and the second gear shifting driven gear 19 are arranged in this order in the direction in which the first power output half shaft 36 extends.

According to a further preferred embodiment of the invention, the first and second gear shifters each comprise a gear hub and a gear shifting element.

According to a further preferred embodiment of the invention, referring to fig. 6, the high-efficiency four-gear electric drive axle transmission system further comprises a second input unit 43 having the same structure as the first input unit. That is, the power input is achieved using two motors.

According to a further preferred embodiment of the present invention, referring to fig. 7, the high-efficiency four-gear electrically driven bridge transmission system further comprises a second transmission unit 44 having the same structure as the first transmission unit. That is, two sets of transmission units are adopted to realize power transmission, and the transmission units can be arranged on two sides of the intermediate shaft.

According to a further preferred embodiment of the invention, see fig. 9, the end of the second parallel shaft 30 is connected to the PTO arrangement by a connection and disconnection mechanism.

According to still another preferred embodiment of the present invention, referring to fig. 8, there is further provided a high-efficiency four-gear electric drive axle transmission system, characterized by comprising:

a first input unit comprising: an input drive gear 13 driven by the first motor 11; a first parallel shaft 14 to which an input driven gear 16, a first shift driving gear 15, a first shifter, and a second shift driving gear 17 are sequentially connected, the input driving gear 13 for transmitting power to the first parallel shaft 14 via the input driven gear 16, the first shifter being selectively coupled to the first shift driving gear 15 or the second shift driving gear 17 for transmitting power from the first parallel shaft 14 to the first shift driving gear 15 or the second shift driving gear 17;

a middle shaft 22 fixedly connected with a second gear shifter, a first gear shifting driven gear 18 and a second gear shifting driven gear 19, and sleeved with a third gear shifting driving gear 26 in a relatively rotatable manner, wherein the first gear shifting driving gear 15 is used for transmitting power to the middle shaft 22 through the first gear shifting driven gear 18, and the second gear shifting driving gear is used for transmitting power to the middle shaft 22 through the second gear shifting driven gear 19;

According to a further preferred embodiment of the present invention, the high-efficiency four-gear electrically driven bridge transmission system further comprises a second input unit and/or a second transmission unit, wherein the second input unit has the same structure as the first input unit, and the second transmission unit has the same structure as the first transmission unit.

According to a further preferred embodiment of the present invention, there is also provided a high-efficiency four-gear electric drive axle transmission system, which is characterized in that a motor 11, an input shaft 12 and an input driving gear 13 are arranged at one side of an axle, one end of the input shaft 12 is connected with the motor 11, and the other end is connected with the input driving gear 13, wherein the input shaft 12 is connected with a rotor shaft of the motor 11 through a spline, and the input driving gear 13 is fixedly mounted on the input shaft 12.

Preferably, a first parallel shaft 14, a first shift driving gear 15, a second shift driving gear 17 and an input driven gear 16 which are arranged at one side of the axle are fixedly mounted on the first parallel shaft 14, wherein the input driven gear 16 is engaged with the input driving gear 13.

Preferably, the 11 to 17 parts may be as shown in fig. 1: the transmission structure of the preferred embodiment is schematically shown in the arrangement of a set of single-motor power input schemes, and can also be shown in fig. 6: the arrangement shown in embodiment 2 is 2 sets, namely a two motor power input scheme.

Preferably, a countershaft 22 arranged in the center of the axle, wherein a first shifting driven gear 18, a second shifting driven gear 19 and a third shifting drive gear 26 are mounted on the countershaft 22 by means of a bearing collar, and the first shifting driven gear 18 meshes with the first shifting drive gear 15 and the second shifting driven gear 19 meshes with the second shifting drive gear 17. The first gear hub 21 and the second gear hub 23 are fixedly mounted on the intermediate shaft 22, the first shift element 20 is mounted on the first gear hub 21 and is axially slidable therealong, and the second shift element 24 is mounted on the second gear hub 23 and is axially slidable therealong.

Preferably, a fourth shifting passive gear 25 is fixedly mounted on a differential 27 mounted coaxially with the intermediate shaft 22.

Preferably, the second parallel shaft 30 is installed parallel to the first parallel shaft 14 and distributed on both sides of the intermediate shaft 22, and a third shift driven gear 29 and a fourth shift driving gear 28 are fixedly installed on both ends of the second parallel shaft 30, wherein the third shift driven gear 29 is meshed with the third shift driving gear 26, and the fourth shift driving gear 28 is meshed with the fourth shift driven gear 25.

Preferably, the second parallel shaft 30 and the third shift passive gear 29 and the fourth shift active gear 28 mounted thereon may be as shown in fig. 1: the transmission structure of the preferred embodiment is schematically shown in a set of parallel shaft structures, and can also be shown in fig. 7: embodiment 3 shows an arrangement of 2 sets.

Preferably, the first shift passive gear 18 has a coupling tooth a thereon, the second shift passive gear 19 has a coupling tooth B thereon, the third shift drive gear 26 has a coupling tooth C thereon, and the fourth shift passive gear 25 has a coupling tooth D thereon. When the first shift element 20 moves to the left, the first shift element 20 will mesh with the coupling tooth a, the power on the motor is transmitted to the intermediate shaft 22 through the first shift gear pair, and when the first shift element 20 moves to the right, the first shift element 20 will mesh with the coupling tooth B, the power on the motor is transmitted to the intermediate shaft 22 through the second shift gear pair. When the second shift element 24 moves rightward, the second shift element 24 will mesh with the engaging tooth C, the power on the intermediate shaft is transmitted to the differential 27 through the third shift gear pair and the fourth shift gear pair, and when the second shift element 24 moves leftward, the second shift element 24 will mesh with the engaging tooth D, the power on the intermediate shaft is directly transmitted to the differential 27 through the second shift element 24, and at this time, the third shift gear pair and the fourth shift gear pair do not transmit power, and are in an idling state.

Preferably, the differential 27 has left and

right axle shafts

31 and 36 connected at each end.

Preferably, the left half shaft 31 is connected to the left wheel side, the left wheel side can be an assembly without a speed reducer structure, the speed reducer structure on the left wheel side can also be an assembly with a speed reducer structure on the left wheel side, the speed reducer structure on the left wheel side is a planetary gear speed reducer structure on the left sun gear 32 on the planetary gear speed reducer structure on the left wheel side, N (N is generally 4 or 5) left planet gears 34 are circumferentially distributed on the left sun gear 32, the left planet gears 34 are mounted on the left planet carrier 33 through bearings, the left planet gears 34 are meshed with the left sun gear 32 and the left gear ring 35 fixed on the axle housing, and the power of the planetary gear is input by the left sun gear 32 and output to the left tyre 41 through the left planet carrier 33.

Preferably, the right half shaft 36 is connected to a right wheel, which may be an assembly without a speed reducer structure or an assembly with a speed reducer structure, the speed reducer structure is a planetary gear speed reducer structure, the right half shaft 36 is connected to a right sun gear 337 of the planetary gear speed reducer structure, N (N is generally 4 or 5) right planetary gears 39 are circumferentially distributed on the right sun gear 37, the right planetary gears 39 are mounted on a right planet carrier 38 through bearings, the right planetary gears 39 are simultaneously meshed with the right sun gear 37 and a right gear ring 40 fixed on an axle housing, and power of a planetary gear is input by the right sun gear 37 and output by the right planet carrier 38 to a right tire 42.

Preferably, the motor power is transmitted to the left and right wheel sides, the first gear shifting element 20 and the second gear shifting element 24 must be in working state at the same time, that is, the two gear shifters must be meshed with the combining teeth, the power of the motor can be output to the wheel end, as long as any one of the two gear shifters is in a neutral position, the power of the motor can be disconnected, and the design can ensure that the two gear shifters can be simultaneously engaged without causing the risk of locking the transmission system.

Preferably, when the second shift element 24 is moved to the left, engaging the coupling tooth D on the fourth shift passive gear 25, the power on the electric motor is transmitted to the rim only through the three-stage reduction structure, irrespective of whether the first shift element 20 is engaged with the coupling tooth a or the coupling tooth B at this time, and the mechanical efficiency of the transmission system is relatively high in both gear positions. When the second shift element 24 is moved to the right to engage the coupling tooth C on the third shift drive gear 26, the power on the motor needs to be transferred to the wheel side to undergo a five-step reduction configuration, irrespective of whether the first shift element 20 is engaged with the coupling tooth a or the coupling tooth B at this time, and in both gear positions the transmission system can provide a sufficiently large reduction ratio to increase the output torque of the wheel side.

Preferably, the first shift element 20 can be mounted on the first parallel shaft 14, as in fig. 8: in embodiment 4, the first shift driving gear 15 and the second shift driving gear 17 are mounted on the first parallel shaft 14 through the bearing ring, the coupling tooth a is mounted on the first shift driving gear 15, the coupling tooth B is mounted on the second shift driving gear 17, and the first shift driven gear 18 and the second shift driven gear 19 are fixedly mounted on the intermediate shaft 22.

Preferably, the end of the second parallel shaft may be connected to a PTO device, as shown in fig. 9: in embodiment 5, the PTO is connected to the second parallel shaft and disconnected from the mechanism, and the PTO is disconnected from the second parallel shaft and is in the non-operating mode, as shown in the part 43.

The working principle of the device is described in detail below by taking a first preferred scheme as an example:

power flow in gear a: as shown in fig. 2, the motor torque 11 is transmitted to the input driving gear 13 through the input shaft 12, the input driving gear 13 and the input driven gear 16 are in a constant mesh state, and the input driven gear 16 is fixedly mounted on the first parallel shaft 14, so that the torque on the input driving gear 13 is transmitted to the parallel shaft 14 through the input driven gear 16 meshed therewith. The parallel shaft 14 is also fixedly provided with a first gear shifting driving gear 15 and a second gear shifting driving gear 17, and the first gear shifting driving gear 15 and the second gear shifting driving gear 17 are respectively meshed with a first gear shifting driven gear 18 and a second gear shifting driven gear 19 which are sleeved on the intermediate shaft 22 in a ring mode. The intermediate shaft is also looped over a third shift drive gear 26 and fixedly mounted first and

second shift elements

20 and 24, the first shift element 20 engaging a coupling tooth a mounted on the first shift driven gear 18 when the first shift element 20 is slid to the left. At this time, the power on the first parallel shaft 14 is transmitted to the intermediate shaft 22 through the first shift gear pair and the first shift element 20. The second parallel shaft 30 is arranged on the other side of the intermediate shaft 22, and a third shift passive gear 29 and a fourth shift drive gear 28 are fixedly mounted on the second parallel shaft 30, wherein the third shift passive gear 29 and the third shift drive gear 26 are meshed, and the fourth shift drive gear 28 and the fourth shift passive gear 25 fixedly mounted on the differential 27 are meshed. When the second shift element 24 is slid rightward, the second shift element 24 meshes with the coupling tooth C mounted on the third shift drive gear, and the power on the intermediate shaft 22 is transmitted to the differential 27 through the second shift element 24, the third shift gear pair and the fourth shift gear pair. The power on the differential 27 is transmitted to the left half shaft 31 and the right half shaft 36 according to the actual road conditions of the vehicle, one end of the left half shaft 31 is connected with the left sun gear of the differential, and the other end is connected with the left sun gear 32 of the planetary reducer on the left wheel, and because the gear ring 35 of the planetary reducer on the left wheel is fixedly arranged on the axle housing, the power on the left half shaft 31 is transmitted to the left planet carrier 33 through the left sun gear 32 and the left planet gear 34, and finally transmitted to the left tyre 41. One end of the right half shaft 36 is connected with a right sun gear of the differential mechanism, and the other end is connected with a right sun gear 37 of the right-wheel planetary reducer, and as a gear ring 40 of the right-wheel planetary reducer is fixedly arranged on the axle housing, power on the right half shaft 36 is transmitted to the upper surface of a right planet carrier 38 through the right sun gear 37 and a right planet gear 39, and finally transmitted to a right tire 42.

Power flow in gear B: as shown in fig. 3, the motor torque 11 is transmitted to the input driving gear 13 through the input shaft 12, the input driving gear 13 and the input driven gear 16 are in a constant mesh state, and the input driven gear 16 is fixedly mounted on the first parallel shaft 14, so that the torque on the input driving gear 13 is transmitted to the parallel shaft 14 through the input driven gear 16 meshed therewith. The parallel shaft 14 is also fixedly provided with a first gear shifting driving gear 15 and a second gear shifting driving gear 17, and the first gear shifting driving gear 15 and the second gear shifting driving gear 17 are respectively meshed with a first gear shifting driven gear 18 and a second gear shifting driven gear 19 which are sleeved on the intermediate shaft 22 in a ring mode. The intermediate shaft is also looped with a third gear shifting driving gear 26 and fixedly mounted first and second

gear shifting elements

20, 24, the first gear shifting element 20 meshing with a coupling tooth B mounted on the second gear shifting driven gear 19 when the first gear shifting element 20 slides to the right. At this time, the power on the first parallel shaft 14 is transmitted to the intermediate shaft 22 through the second shift gear pair and the first shift element 20. The second parallel shaft 30 is arranged on the other side of the intermediate shaft 22, and a third shift passive gear 29 and a fourth shift drive gear 28 are fixedly mounted on the second parallel shaft 30, wherein the third shift passive gear 29 and the third shift drive gear 26 are meshed, and the fourth shift drive gear 28 and the fourth shift passive gear 25 fixedly mounted on the differential 27 are meshed. When the second shift element 24 is slid rightward, the second shift element 24 meshes with the coupling tooth C mounted on the third shift drive gear, and the power on the intermediate shaft 22 is transmitted to the differential 27 through the second shift element 24, the third shift gear pair and the fourth shift gear pair. The power on the differential 27 is transmitted to the left half shaft 31 and the right half shaft 36 according to the actual road conditions of the vehicle, one end of the left half shaft 31 is connected with the left sun gear of the differential, and the other end is connected with the left sun gear 32 of the planetary reducer on the left wheel, and because the gear ring 35 of the planetary reducer on the left wheel is fixedly arranged on the axle housing, the power on the left half shaft 31 is transmitted to the left planet carrier 33 through the left sun gear 32 and the left planet gear 34, and finally transmitted to the left tyre 41. One end of the right half shaft 36 is connected with a right sun gear of the differential mechanism, and the other end is connected with a right sun gear 37 of the right-wheel planetary reducer, and as a gear ring 40 of the right-wheel planetary reducer is fixedly arranged on the axle housing, power on the right half shaft 36 is transmitted to the upper surface of a right planet carrier 38 through the right sun gear 37 and a right planet gear 39, and finally transmitted to a right tire 42.

Power flow in C gear: as shown in fig. 4, the motor torque 11 is transmitted to the input driving gear 13 through the input shaft 12, the input driving gear 13 and the input driven gear 16 are in a constant mesh state, and the input driven gear 16 is fixedly mounted on the first parallel shaft 14, so that the torque on the input driving gear 13 is transmitted to the parallel shaft 14 through the input driven gear 16 meshed therewith. The parallel shaft 14 is also fixedly provided with a first gear shifting driving gear 15 and a second gear shifting driving gear 17, and the first gear shifting driving gear 15 and the second gear shifting driving gear 17 are respectively meshed with a first gear shifting driven gear 18 and a second gear shifting driven gear 19 which are sleeved on the intermediate shaft 22 in a ring mode. The intermediate shaft is also looped over a third shift drive gear 26 and fixedly mounted first and

second shift elements

20 and 24, the first shift element 20 engaging a coupling tooth a mounted on the first shift driven gear 18 when the first shift element 20 is slid to the left. At this time, the power on the first parallel shaft 14 is transmitted to the intermediate shaft 22 through the first shift gear pair and the first shift element 20. The second parallel shaft 30 is arranged on the other side of the intermediate shaft 22, and a third shift passive gear 29 and a fourth shift drive gear 28 are fixedly mounted on the second parallel shaft 30, wherein the third shift passive gear 29 and the third shift drive gear 26 are meshed, and the fourth shift drive gear 28 and the fourth shift passive gear 25 fixedly mounted on the differential 27 are meshed. When the second shift element 24 is slid leftward, the second shift element 24 engages with a coupling tooth D mounted on the fourth shift passive gear, and the power on the intermediate shaft 22 is transmitted directly to the differential 27 through the second shift element 24. The power on the differential 27 is transmitted to the left half shaft 31 and the right half shaft 36 according to the actual road conditions of the vehicle, one end of the left half shaft 31 is connected with the left sun gear of the differential, and the other end is connected with the left sun gear 32 of the planetary reducer on the left wheel, and because the gear ring 35 of the planetary reducer on the left wheel is fixedly arranged on the axle housing, the power on the left half shaft 31 is transmitted to the left planet carrier 33 through the left sun gear 32 and the left planet gear 34, and finally transmitted to the left tyre 41. One end of the right half shaft 36 is connected with a right sun gear of the differential mechanism, and the other end is connected with a right sun gear 37 of the right-wheel planetary reducer, and as a gear ring 40 of the right-wheel planetary reducer is fixedly arranged on the axle housing, power on the right half shaft 36 is transmitted to the upper surface of a right planet carrier 38 through the right sun gear 37 and a right planet gear 39, and finally transmitted to a right tire 42.

D power flow: as shown in fig. 5, the motor torque 11 is transmitted to the input driving gear 13 through the input shaft 12, the input driving gear 13 and the input driven gear 16 are in a constant mesh state, and the input driven gear 16 is fixedly mounted on the first parallel shaft 14, so that the torque on the input driving gear 13 is transmitted to the parallel shaft 14 through the input driven gear 16 meshed therewith. The parallel shaft 14 is also fixedly provided with a first gear shifting driving gear 15 and a second gear shifting driving gear 17, and the first gear shifting driving gear 15 and the second gear shifting driving gear 17 are respectively meshed with a first gear shifting driven gear 18 and a second gear shifting driven gear 19 which are sleeved on the intermediate shaft 22 in a ring mode. The intermediate shaft is also looped with a third gear shifting driving gear 26 and fixedly mounted first and second

gear shifting elements

20, 24, the first gear shifting element 20 meshing with a coupling tooth B mounted on the second gear shifting driven gear 19 when the first gear shifting element 20 slides to the right. At this time, the power on the first parallel shaft 14 is transmitted to the intermediate shaft 22 through the second shift gear pair and the first shift element 20. The second parallel shaft 30 is arranged on the other side of the intermediate shaft 22, and a third shift passive gear 29 and a fourth shift drive gear 28 are fixedly mounted on the second parallel shaft 30, wherein the third shift passive gear 29 and the third shift drive gear 26 are meshed, and the fourth shift drive gear 28 and the fourth shift passive gear 25 fixedly mounted on the differential 27 are meshed. When the second shift element 24 is slid leftward, the second shift element 24 engages with a coupling tooth D mounted on the fourth shift passive gear, and the power on the intermediate shaft 22 is transmitted directly to the differential 27 through the second shift element 24. The power on the differential 27 is transmitted to the left half shaft 31 and the right half shaft 36 according to the actual road conditions of the vehicle, one end of the left half shaft 31 is connected with the left sun gear of the differential, and the other end is connected with the left sun gear 32 of the planetary reducer on the left wheel, and because the gear ring 35 of the planetary reducer on the left wheel is fixedly arranged on the axle housing, the power on the left half shaft 31 is transmitted to the left planet carrier 33 through the left sun gear 32 and the left planet gear 34, and finally transmitted to the left tyre 41. One end of the right half shaft 36 is connected with a right sun gear of the differential mechanism, and the other end is connected with a right sun gear 37 of the right-wheel planetary reducer, and as a gear ring 40 of the right-wheel planetary reducer is fixedly arranged on the axle housing, power on the right half shaft 36 is transmitted to the upper surface of a right planet carrier 38 through the right sun gear 37 and a right planet gear 39, and finally transmitted to a right tire 42.

The invention can obtain one or more of the following technical effects:

It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present invention, and various changes and modifications may be made without departing from the spirit and scope of the invention, which is defined in the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims

1. The utility model provides a high-efficient four keep off electricity drive bridge transmission system which characterized in that includes:

2. The efficient four-speed electric drive axle driveline of claim 1, wherein the first power output half shaft is connected to the first wheel directly or via a first wheel-side reduction planetary row and the second power output half shaft is connected to the second wheel directly or via a second wheel-side reduction planetary row.

3. The efficient four-gear electric drive axle transmission system of claim 2, wherein the first parallel shaft and the second parallel shaft are disposed on opposite sides of the intermediate shaft.

4. A high efficiency four-speed electrically driven axle transmission as set forth in any one of claims 1-3 wherein said differential, second shifter, third shift drive gear, first shift driven gear, first shifter and second shift driven gear are disposed in sequence in a direction in which the first power take-off half shaft extends.

5. The efficient four-speed electrically driven bridge transmission of claim 4, wherein the first shifter and the second shifter each include a gear hub and a shift element.

6. The efficient four-speed electric drive axle transmission system of claim 4, further comprising a second input unit having the same structure as the first input unit.

7. The efficient four-speed electric drive axle transmission system of claim 6, further comprising a second transmission unit having the same structure as the first transmission unit.

8. The efficient four-speed electric drive axle transmission system of claim 7, wherein the end of the second parallel shaft is connected to the PTO device by a connection and disconnection mechanism.

9. The utility model provides a high-efficient four keep off electricity drive bridge transmission system which characterized in that includes:

10. The efficient four-speed electric drive axle transmission system of claim 9, further comprising a second input unit having the same structure as the first input unit and/or a second transmission unit having the same structure as the first transmission unit.