CN221221324U - Multi-gear speed-change electric drive bridge system without power interruption and vehicle - Google Patents

Abstract

The utility model discloses a power-interruption-free multi-gear speed-change electric drive bridge system and a vehicle, wherein a gear shifting shaft is rotationally connected to a gear box shell, a first gear shifting gear and a second gear shifting gear are both rotationally connected to the gear shifting shaft, a gear shifting tooth seat is positioned between the first gear shifting gear and the second gear shifting gear and is fixedly connected to the gear shifting shaft, a gear shifting tooth sleeve is arranged on the gear shifting tooth seat, the gear shifting tooth sleeve is provided with a first working position meshed with the first gear shifting gear, a second working position meshed with the second gear shifting gear and a third working position separated from the first gear shifting gear and the second gear shifting gear; one of the first driving motor and the second driving motor can drive the gear shifting shaft to rotate around the central axis of the gear shifting shaft, and the other one can drive the first gear shifting gear and the second gear shifting gear to rotate around the central axis of the gear shifting shaft. On the basis of no power interruption, the device has the advantages of simple structure, reduced arrangement space, reduced overall cost and reduced weight.

Description

Multi-gear speed-change electric drive bridge system without power interruption and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a power-interruption-free multi-gear speed change electric drive bridge system and a vehicle.

Background

An electric drive axle system is a drive system for an electric vehicle whose performance directly affects the dynamics and economy of the electric vehicle. Specifically, factors affecting the performance of an electrically driven bridge system mainly include three aspects: firstly, the power transmission path and the distribution mode of the electric drive bridge system are changed along with different configurations, so that the output of the electric drive bridge system is influenced; secondly, the structure of the electric drive bridge system can influence the quality and the volume of the electric drive bridge system, so that the performance of the electric drive bridge system is influenced; third, the control strategy of the electrically driven bridge system may affect the cooperative work of the components thereof.

The utility model provides a among the prior art is applied to the unpowered interrupted multi-gear speed change electric drive bridge system of heavy commercial vehicle, and it is the unpowered interrupted multi-gear speed change electric drive bridge system that adopts parallel axle arrangement, mainly comprises two motors, gearshift subassembly and gear drive subassembly etc. and although can realize the multi-gear control, need set up the gearshift subassembly of more than two groups, lead to the structure complicated, increased the layout space, increased overall cost, and weight is heavy.

Disclosure of utility model

The utility model aims to provide a powerless-interrupted multi-gear speed-change electric drive bridge system and a vehicle, which are used for solving the problems of complex structure, high number of parts, increased arrangement space, increased overall cost and heavy weight of the powerless-interrupted multi-gear speed-change electric drive bridge system applied to a heavy commercial vehicle in the prior art.

To achieve the purpose, the utility model adopts the following technical scheme:

a powerless, interrupted, multi-speed, variable speed electric drive bridge system comprising:

The gearbox comprises a gear shifting mechanism, wherein the gear shifting mechanism comprises a gear shifting shaft, a first gear shifting gear, a second gear shifting gear, a gear shifting tooth seat and a gear shifting tooth sleeve, the gear shifting shaft is rotatably connected to a gear shifting box shell, the first gear shifting gear and the second gear shifting gear are rotatably connected to the gear shifting shaft, the gear shifting tooth seat is fixedly connected to the gear shifting shaft and positioned between the first gear shifting gear and the second gear shifting gear, the gear shifting tooth sleeve is arranged on the gear shifting tooth seat, the gear shifting tooth sleeve is provided with a first working position meshed with the first gear shifting gear, a second working position meshed with the second gear shifting gear, and a third working position separated from the first gear shifting gear and the second gear shifting gear;

The gear shifting device comprises a first driving motor and a second driving motor, wherein one of the first driving motor and the second driving motor can drive the gear shifting shaft to rotate around the central axis of the gear shifting shaft, and the other one of the first driving motor and the second driving motor can drive the first gear shifting gear and the second gear shifting gear to rotate around the central axis of the gear shifting shaft.

Preferably, the gearbox further comprises a first transmission assembly, the first transmission assembly comprises a first transmission gear and a second transmission gear which are fixedly arranged on the central rotating shaft, an output shaft of the first driving motor is in transmission connection with the central rotating shaft and can drive the central rotating shaft to rotate around the central axis of the central rotating shaft, the first transmission gear is meshed with the first gear shifting gear, and the second transmission gear is meshed with the second gear shifting gear.

Preferably, the first transmission assembly further comprises a first motor output gear fixedly connected to the output shaft of the first driving motor;

The first motor output gear is meshed with one of the first transmission gear and the second transmission gear; or, the first transmission assembly further comprises a third transmission gear fixedly arranged on the central rotating shaft, and the first motor output gear is meshed with the third transmission gear.

Preferably, the gearbox further comprises a second transmission assembly, the second transmission assembly comprises a second motor output gear fixedly connected to an output shaft of the second driving motor and a fourth transmission gear fixedly connected to the gear shifting shaft, and the second motor output gear is meshed with the fourth transmission gear.

Preferably, the gearbox further comprises a planetary gear assembly and a differential mechanism, wherein the planetary gear assembly is arranged in the gearbox shell and comprises a sun gear, a planetary carrier and a gear ring, the gear ring is fixedly arranged in the gearbox shell, the sun gear is fixedly arranged in the central rotating shaft, the planetary gear is meshed with the sun gear and the gear ring, the planetary carrier is fixedly connected with the input end of the differential mechanism, and two output ends of the differential mechanism are in one-to-one correspondence arrangement and transmission connection with the wheel shafts of the two wheels.

Preferably, the differential mechanism comprises a differential case, two first differential wheels which are spaced and are respectively connected with the differential case in a rotating way, and two second differential wheels, wherein the planetary carrier fixedly connects the planetary wheels with the differential case, and any one of the second differential wheels is respectively meshed with the two first differential wheels; the two second differential wheels are arranged in one-to-one correspondence with the wheel shafts of the two wheels and are fixedly connected.

Preferably, the central rotating shaft is a hollow shaft, and an axle of one wheel passes through the central rotating shaft and is fixedly connected with one second differential wheel.

Preferably, the gear shifting mechanism, the planetary gear assembly and the differential mechanism are distributed at intervals along the axial direction of the central rotating shaft, and the first driving motor and the second driving motor are respectively positioned at two sides of the central rotating shaft along the radial direction.

Preferably, the unpowered interrupted multi-gear speed-change electric drive bridge system further comprises an oil pump, the first driving motor is provided with a first cooling oil way, the second driving motor is provided with a second cooling oil way, the gearbox is provided with a third cooling oil way, the oil pan is communicated with the input end of the oil pump, two output ends of the oil pump are respectively communicated with the first cooling oil way and the second cooling oil way, the output end of the first cooling oil way and the output end of the second cooling oil way are both communicated with the third cooling oil way, and the third cooling oil way is also communicated with the oil pan.

A vehicle comprising the powerless interruption multi-speed electric drive axle system described above.

The utility model has the beneficial effects that:

The utility model aims to provide a power-interruption-free multi-gear speed change electric drive bridge system and a vehicle, wherein the power-interruption-free multi-gear speed change electric drive bridge system comprises a gearbox, a first driving motor and a second driving motor, the gearbox comprises a gear shifting mechanism, the gear shifting mechanism comprises a gear shifting shaft, a first gear shifting gear and a second gear shifting gear, the gear shifting shaft is rotatably connected to the gear shifting shaft, a gear shifting tooth seat is fixedly connected to the gear shifting shaft and positioned between the first gear shifting gear and the second gear shifting gear, and a gear shifting tooth sleeve is arranged on the gear shifting tooth seat, and the gear shifting tooth sleeve is provided with a first working position meshed with the first gear shifting gear, a second working position meshed with the second gear shifting gear and a third working position separated from the first gear shifting gear and the second gear shifting gear; one of the first driving motor and the second driving motor can drive the gear shifting shaft to rotate around the central axis of the gear shifting shaft, and the other one can drive the first gear shifting gear and the second gear shifting gear to rotate around the central axis of the gear shifting shaft.

Taking an example that a first driving motor can drive a first gear shifting gear and a second gear shifting gear to rotate around a central axis of the first driving motor, a second driving motor can drive a shifting shaft to rotate around the central axis of the second driving motor, when a vehicle starts at a low speed, a shifting gear sleeve is moved to a first working position, the shifting gear sleeve connects the first gear shifting gear with a shifting gear seat, the second driving motor drives the shifting shaft to rotate around the central axis of the second driving motor, so that the first gear shifting gear can be driven to rotate around the central axis of the second driving motor, and the first driving motor can also drive the first gear shifting gear to rotate around the central axis of the second driving motor, so that the first driving motor and the second driving motor can jointly drive the vehicle to start at a low speed; when the vehicle accelerates, the gear shifting sleeve is moved to a third working position from the first working position so that the rotating speed of the gear shifting shaft is reduced to a proper rotating speed, then the gear shifting sleeve is moved to a second working position from the third working position, the gear shifting sleeve connects the second gear shifting gear with the gear shifting seat, the second driving motor drives the gear shifting shaft to rotate around the central axis of the second gear shifting gear, so that the second gear shifting gear can be driven to rotate around the central axis of the second gear shifting gear, and the first driving motor can also drive the second gear shifting gear to rotate around the central axis of the first driving motor and the second driving motor to jointly drive the vehicle to accelerate; when the vehicle runs at a high speed, the gear shifting sleeve is moved to a third working position, at the moment, the gear shifting sleeve is arranged on the gear shifting seat and is separated from the first gear shifting gear and the second gear shifting gear, the second driving motor is controlled to stop running, and the first driving motor can drive the first gear shifting gear and the second gear shifting gear to rotate around the central axis of the first driving motor, so that the first driving motor can drive the vehicle to run at a high speed; second, the vehicle may be controlled to stop traveling by controlling the output rotation speed of the first drive motor and the output rotation speed of the second drive motor.

Therefore, on the basis that power is not interrupted in the process of vehicle gear shifting, the power-interruption-free multi-gear speed change electric drive bridge system is simple in structure, small in number of parts, small in arrangement space, low in overall cost and light in weight compared with the prior art.

Drawings

FIG. 1 is a schematic illustration of a power interruption free multi-speed electric drive bridge system provided in accordance with an embodiment of the present utility model;

FIG. 2 is a schematic illustration of a power interruption free multi-speed electric drive bridge system according to another embodiment of the present utility model;

FIG. 3 is a schematic illustration of a power-interruption-free multi-speed electric drive bridge system according to another embodiment of the present utility model;

FIG. 4 is a schematic illustration of a portion of a powerless interrupt multiple speed electric drive axle system in accordance with an embodiment of the present utility model.

In the figure:

1. A gear shifting mechanism; 11. a shift shaft; 12. a first gear shift gear; 13. a second gear shift gear; 14. a gear shifting tooth seat; 15. a gear shifting tooth sleeve; 16. a shift fork mechanism; 17. a shift actuator;

21. A gearbox housing; 22. A third cooling oil path;

3. a first driving motor; 31. A first housing; 32. A first cooling oil path;

4. a second driving motor; 41. a second housing; 42. a second cooling oil path;

5. A first transmission assembly; 51. a central spindle; 52. a first transmission gear; 53. a second transmission gear; 54. a first motor output gear; 55. a third transmission gear; 56. a fifth transmission gear; 57. a sixth transmission gear; 58. a seventh transmission gear;

6. A second transmission assembly; 61. a second motor output gear; 62. a fourth transmission gear;

7. a planetary wheel assembly; 71. a sun gear; 72. a planet wheel; 73. a planet carrier; 74. a gear ring;

8. A differential; 81. a differential case; 82. a first differential wheel; 83. a second differential wheel;

91. An oil pan; 92. an oil pump; 93. a heat exchanger; 94. a coarse filter; 95. a fine filter; 96. a pressure sensor; 97. a pressure release valve; 98. a temperature sensor;

100. A wheel; 101. a wheel axle; 102. a bridge housing;

111. a first bearing; 112. a second bearing; 113. a third bearing; 114. a fourth bearing; 115. and a fifth bearing.

Detailed Description

The utility model is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present utility model are shown in the drawings.

In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.

The utility model provides a power-interruption-free multi-gear speed change electric drive bridge system, which is shown in fig. 1-3, and comprises a gearbox, a first driving motor 3 and a second driving motor 4, wherein the gearbox comprises a gear shifting mechanism 1, the gear shifting mechanism 1 comprises a gear shifting shaft 11 rotatably connected with a gearbox shell 21, a first gear shifting gear 12 and a second gear shifting gear 13 rotatably connected with the gear shifting shaft 11, a gear shifting tooth seat 14 fixedly connected with the gear shifting shaft 11 and positioned between the first gear shifting gear 12 and the second gear shifting gear 13, and a gear shifting tooth sleeve 15 arranged on the gear shifting tooth seat 14, the gear shifting tooth sleeve 15 is provided with a first working position meshed with the first gear shifting gear 12, a second working position meshed with the second gear shifting gear 13, and a third working position separated from the first gear shifting gear 12 and the second gear shifting gear 13; one of the first driving motor 3 and the second driving motor 4 can drive the gear shifting shaft 11 to rotate around the central axis of the gear shifting shaft, and the other can drive the first gear shifting gear 12 and the second gear shifting gear 13 to rotate around the central axis of the gear shifting shaft.

As shown in fig. 1 and fig. 2, taking an example that the first driving motor 3 can drive the first gear shifting gear 12 and the second gear shifting gear 13 to rotate around the central axis of the first driving motor and the second driving motor 4 can drive the gear shifting shaft 11 to rotate around the central axis of the second driving motor, when the vehicle starts at a low speed, the gear shifting sleeve 15 is moved to the first working position, the gear shifting sleeve 15 connects the first gear shifting gear 12 with the gear shifting seat 14, the second driving motor 4 drives the gear shifting shaft 11 to rotate around the central axis of the second driving motor, so that the first gear shifting gear 12 can be driven to rotate around the central axis of the second driving motor, and the first driving motor 3 can also drive the first gear shifting gear 12 to rotate around the central axis of the second driving motor 4 to jointly drive the vehicle to start at a low speed; when the vehicle accelerates, the gear shifting sleeve 15 is moved from the first working position to the third working position so that the rotating speed of the gear shifting shaft 11 is reduced to a proper rotating speed, then the gear shifting sleeve 15 is moved from the third working position to the second working position, the gear shifting sleeve 15 connects the second gear shifting gear 13 with the gear shifting tooth seat 14, the second driving motor 4 drives the gear shifting shaft 11 to rotate around the central axis of the gear shifting shaft, so that the second gear shifting gear 13 can be driven to rotate around the central axis of the gear shifting shaft, the first driving motor 3 can also drive the second gear shifting gear 13 to rotate around the central axis of the gear shifting shaft, and the first driving motor 3 and the second driving motor 4 can jointly drive the vehicle to accelerate; when the vehicle runs at a high speed, the gear shifting sleeve 15 is moved to a third working position, at this time, the gear shifting sleeve 15 is arranged on the gear shifting seat 14 and is separated from the first gear shifting gear 12 and the second gear shifting gear 13, the second driving motor 4 is controlled to stop running, and the first driving motor 3 can drive the first gear shifting gear 12 and the second gear shifting gear 13 to rotate around the central axis of the first driving motor 3, so that the first driving motor 3 can drive the vehicle to run at a high speed; next, the vehicle may be controlled to stop traveling by controlling the output rotation speed of the first drive motor 3 and the output rotation speed of the second drive motor 4.

Therefore, on the basis that power is not interrupted in the process of vehicle gear shifting, the power-interruption-free multi-gear speed change electric drive bridge system is simple in structure, small in number of parts, small in arrangement space, low in overall cost and light in weight compared with the prior art.

Specifically, as shown in fig. 1-3, the gear shifting mechanism 1 further includes a gear shifting fork mechanism 16 and a gear shifting actuator 17, and the gear shifting actuator 17 can drive the gear shifting fork mechanism 16 to move along the axial direction of the gear shifting shaft 11, so that the gear shifting fork mechanism 16 can drive the gear shifting sleeve 15 to move along the axial direction of the gear shifting shaft 11. Specifically, when the shift actuator 17 receives a shift signal, the shift actuator 17 drives the shift fork mechanism 16 to move along the axial direction of the shift shaft 11, so that the shift fork mechanism 16 drives the shift sleeve 15 to move along the axial direction of the shift shaft 11. Taking a gear shift as an example, when the gear shift actuator 17 receives a gear shift signal, the gear shift actuator 17 drives the gear shift fork mechanism 16 to move along the axial direction of the gear shift shaft 11, so that the gear shift fork mechanism 16 drives the gear shift sleeve 15 to move to a first working position along the axial direction of the gear shift shaft 11, and the gear shift tooth seat 14 is connected with the gear shift gear 12. The shift actuator 17 may be a pneumatic shift actuator or a hydraulic shift actuator.

In this embodiment, as shown in fig. 1 and 2, taking the example that the first driving motor 3 can drive the first gear shifting gear 12 and the second gear shifting gear 13 to rotate around the central axis of the first driving motor, and the second driving motor 4 can drive the gear shifting shaft 11 to rotate around the central axis of the second driving motor.

Specifically, as shown in fig. 1 and 2, the gearbox further includes a first transmission assembly 5, where the first transmission assembly 5 includes a first transmission gear 52 and a second transmission gear 53 fixedly disposed on the central rotating shaft 51, and an output shaft of the first driving motor 3 is in transmission connection with the central rotating shaft 51 and can drive the central rotating shaft 51 to rotate around its central axis, the first transmission gear 52 is meshed with the first gear shifting gear 12, and the second transmission gear 53 is meshed with the second gear shifting gear 13. The first driving motor 3 can drive the first gear shifting gear 12 and the second gear shifting gear 13 to rotate around the central axis of the first driving motor. It will be appreciated that the central axis of the first gear shift gear 12, the central axis of the second gear shift gear 13, and the central axis of the shift shaft 11 are all collinear. And the central axis of the center rotary shaft 51 is parallel to the central axis of the shift shaft 11.

Further specifically, as shown in fig. 1, the first transmission assembly 5 further includes a first motor output gear 54 fixedly connected to the output shaft of the first drive motor 3, the first motor output gear 54 being meshed with one of the first transmission gear 52 and the second transmission gear 53. The arrangement is so arranged that the first gear shifting gear 12 and the second gear shifting gear 13 are driven to rotate around the central axis of the first gear shifting gear through primary transmission, and compared with the prior art, the number of transmission gears is effectively reduced, so that the structure is further simplified, the arrangement space is reduced, the overall cost is reduced, and the weight is reduced. In which case, fig. 1 exemplifies that the first motor output gear 54 and the second transmission gear 53 are provided to mesh. As an alternative, as shown in fig. 2, the first transmission assembly 5 includes a first motor output gear 54 fixedly connected to the output shaft of the first driving motor 3, and a third transmission gear 55 fixedly provided to the central rotation shaft 51, and the first motor output gear 54 is engaged with the third transmission gear 55. So set up to realize driving first fender gear 12 and second fender gear 13 all around self central axis rotation through the secondary drive, for prior art, also can effectively reduce drive gear's quantity, simplified the structure, reduced the space of arranging, reduced overall cost, and alleviateed weight.

Further specifically, as shown in fig. 1 and 2, the transmission case further includes a second power transmission assembly 6, the second power transmission assembly 6 includes a second motor output gear 61 fixedly connected to the output shaft of the second drive motor 4, and a fourth power transmission gear 62 fixedly connected to the shift shaft 11, and the second motor output gear 61 is meshed with the fourth power transmission gear 62. So arranged as to effect rotation of the shift shaft 11 about its central axis by primary drive. Wherein the second transmission assembly 6 in fig. 1 is located on the right side of the gear shift mechanism 1. The second transmission assembly 6 in fig. 2 is located on the left side of the gear shift mechanism 1.

In other embodiments, as shown in fig. 3, taking the first driving motor 3 to drive the shift shaft 11 to rotate around its central axis, the second driving motor 4 to drive the first gear shift gear 12 and the second gear shift gear 13 to rotate around its central axis as an example.

Specifically, as shown in fig. 3, the first transmission assembly 5 of the transmission case includes a first motor output gear 54 fixedly connected to the output shaft of the first driving motor 3, a fifth transmission gear 56 fixedly connected to the shift shaft 11, and a sixth transmission gear 57 and a seventh transmission gear 58 spaced apart and each fixedly connected to the center rotational shaft 51, the fifth transmission gear 56 and the sixth transmission gear 57 being engaged, the seventh transmission gear 58 and the first motor output gear 54 being engaged. So that the first driving motor 3 can drive the gear shifting shaft 11 to rotate around the central axis of the gear shifting shaft.

Further specifically, as shown in fig. 3, the second transmission assembly 6 of the transmission case includes two second motor output gears 61 which are spaced apart and each fixedly connected to the output shaft of the second drive motor 4, one of the two second motor output gears 61 being meshed with the first-gear shift gear 12, and the other being meshed with the second-gear shift gear 13. So as to realize that the second driving motor 4 can drive the first gear shifting gear 12 and the second gear shifting gear 13 to rotate around the central axis of the second driving motor.

Wherein, as shown in fig. 1-3, the output shaft of the first drive motor 3 is rotatably connected to the gearbox housing 21 by means of two spaced first bearings 111. The output shaft of the second drive motor 4 is rotatably connected to the gearbox housing 21 by means of two spaced apart second bearings 112. The shift shaft 11 is rotatably connected to the gearbox housing 21 by means of two third bearings 113 which are arranged at a distance from each other. The central spindle 51 is rotatably connected to the gearbox housing 21 by means of three fourth bearings 114. The type and kind of the first bearing 111, the type and kind of the second bearing 112, the type and kind of the third bearing 113, and the type and kind of the fourth bearing 114 can be adaptively selected according to the actual working condition requirements.

As shown in fig. 1-3, the gearbox further includes a planetary gear assembly 7 and a differential 8, wherein the planetary gear assembly 7 is disposed in the gearbox housing 21, the planetary gear assembly 7 includes a sun gear 71, a planetary gear 72, a planetary carrier 73 and a gear ring 74 fixedly disposed in the gearbox housing 21, the sun gear 71 is fixedly disposed in the central rotating shaft 51, the planetary gear 72 is engaged with both the sun gear 71 and the gear ring 74, the planetary carrier 73 fixedly connects the planetary gear 72 with an input end of the differential 8, and two output ends of the differential 8 are disposed in one-to-one correspondence with the wheel shafts 101 of the two wheels 100 and are in transmission connection. Specifically, in the process that the first driving motor 3 and/or the second driving motor 4 drive the central rotating shaft 51 to rotate, the sun gear 71 is driven to rotate, the planet gears 72 are driven to be meshed with the sun gear 71 and the gear ring 74, so that the planet carrier 73 is driven to rotate around the central axis of the sun gear 71, the planet gears 72 are fixedly connected with the input end of the differential 8 through the planet carrier 73, the input end of the differential 8 is driven to operate, two output ends of the differential 8 are correspondingly arranged and in transmission connection with the wheel shafts 101 of the two wheels 100 one by one, and the two wheels 100 are driven to rotate around the central axis of the wheel shafts 101, so that the vehicle is driven to run.

Specifically, as shown in fig. 1 to 3, the differential 8 includes a differential case 81, two first differential gears 82 spaced apart and each rotatably connected to the differential case 81, and two second differential gears 83, the carrier 73 fixedly connecting the planetary gears 72 with the differential case 81, and any one of the second differential gears 83 being engaged with the two first differential gears 82; the two second differential gears 83 are disposed in one-to-one correspondence with the wheel shafts 101 of the two wheels 100 and fixedly connected. Specifically, the carrier 73 drives the differential case 81 to rotate around the central axis of the sun gear 71, thereby driving the two first differential gears 82 to revolve around the central axis of the sun gear 71, and any one of the second differential gears 83 is engaged with the two first differential gears 82, thereby driving the two second differential gears 83 to rotate around the central axis thereof, and the two second differential gears 83 are disposed in one-to-one correspondence with the wheel shafts 101 of the two wheels 100 and fixedly connected, thereby driving the two wheels 100 to rotate around the central axis of the wheel shafts 101, so as to realize driving of the vehicle. Wherein the differential case 81 and the carrier 73 are detachably connected by bolts; alternatively, the differential case 81 and the carrier 73 are connected as a unitary structure by welding or the like.

As shown in fig. 1-3, the central rotating shaft 51 is a hollow shaft, and the wheel axle 101 of a wheel 100 passes through the central rotating shaft 51 and is fixedly connected with a second differential gear 83. So set up, along the width direction of vehicle, can effectively reduce the space that arranges differential mechanism 8, planet wheel subassembly 7, gearshift 1, first drive assembly 5 and second drive assembly 6 occupation. It will be appreciated that the central axis of the central spindle 51 is collinear with the central axis of the axle 101 of the wheel 100.

Specifically, as shown in fig. 1 to 3, the wheel axle 101 of the other wheel 100 is fixedly connected to the other second differential gear 83, and the wheel axle 101 of the other wheel 100 is rotatably connected to the axle housing 102 through a fifth bearing 115. The axle housing 102 is detachably connected to the transmission housing 21 by bolts. The axle housing 102 may be an integral type impact welding axle housing or a sectional type casting axle housing. The type and kind of the fifth bearing 115 may be adaptively selected according to the actual working condition requirement.

Preferably, as shown in fig. 1 to 3, the gear shifting mechanism 1, the planetary gear assembly 7 and the differential 8 are spaced apart along the axial direction of the central rotating shaft 51, and the first driving motor 3 and the second driving motor 4 are respectively located at both sides of the central rotating shaft 51 in the radial direction. By the arrangement, the space occupied by the multi-gear speed change electric drive bridge system without power interruption can be further reduced. As an alternative, the first driving motor 3 and the second driving motor 4 may be spaced apart from each other on one side of the central rotation shaft 51 in the radial direction.

Preferably, the transmission housing 21, the first casing 31 of the first drive motor 3, and the second casing 41 of the second drive motor 4 may be connected as an integral structure by welding or the like. As an alternative, the transmission housing 21, the first housing 31, and the second housing 41 may be detachably connected by bolts.

The multi-gear speed-change electric drive bridge system without power interruption further comprises an oil pump 92, the first driving motor 3 is provided with a first cooling oil path 32, the second driving motor 4 is provided with a second cooling oil path 42, the gearbox is provided with a third cooling oil path 22, an oil pan 91 is communicated with the input end of the oil pump 92, two output ends of the oil pump 92 are respectively communicated with the first cooling oil path 32 and the second cooling oil path 42, the output end of the first cooling oil path 32 and the output end of the second cooling oil path 42 are respectively communicated with the third cooling oil path 22, and the third cooling oil path 22 is also communicated with the oil pan 91. The arrangement is such that the oil pan 91, the oil pump 92, the first cooling oil passage 32, the second cooling oil and the third cooling oil passage 22 form a cooling circuit, and the heat exchange and cooling of the transmission, the first drive motor 3 and the second drive motor 4 can be realized by only providing one oil pump 92. As an alternative, the oil pan 91, the oil pump 92, the first cooling oil passage 32, the second cooling oil passage 42, and the third cooling oil passage 22 are sequentially connected in series to form a cooling circuit.

Preferably, the oil pump 92 is integrated in the gearbox housing 21 or in the first housing 31 or in the second housing 41. Preferably, the oil pump 92 is an electric oil pump. In other embodiments, the oil pump 92 may alternatively be a mechanical oil pump.

Preferably, as shown in fig. 4, a heat exchanger 93 is provided on a line in which the output end of the first cooling oil passage 32 and the output end of the second cooling oil passage 42 communicate with the third cooling oil passage 22. The cooling oil output by the output end of the first cooling oil path 32 and the output end of the second cooling oil path 42 can be subjected to heat exchange and cooling, and then is introduced into the third cooling oil path 22, so that the effect of heat exchange and cooling of the gearbox is ensured.

Optionally, as shown in fig. 4, a strainer 94 is provided on a line through which the oil pan 91 and the oil pump 92 communicate, and a fine filter 95 is provided on a line through which the oil pump 92 communicates with the first cooling oil passage 32 and the second cooling oil passage 42. By this arrangement, the cooling oil can be filtered for the foreign matters and the like.

Optionally, as shown in fig. 4, a pressure sensor 96 is provided on a line of the fine filter 95 that communicates with the first cooling oil line 32 and the second cooling oil line 42. The pressure of the cooling oil delivered to the first cooling oil passage 32 and the second cooling oil passage 42 is monitored by the pressure sensor 96 so that a cooling circuit blockage warning can be provided.

Optionally, as shown in fig. 4, the multi-gear speed change electric drive bridge system without power interruption further comprises a pressure release valve 97, and two ends of the pressure release valve 97 are respectively communicated with the input end and the output end of the oil pump 92.

Alternatively, as shown in fig. 4, a temperature sensor 98 is provided in the oil pan 91. For monitoring the temperature of the cooling oil in the oil pan 91.

The utility model also provides a vehicle comprising the powerless interruption multi-gear speed change electric drive bridge system.

It is to be understood that the above examples of the present utility model are provided for clarity of illustration only and are not limiting of the embodiments of the present utility model. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the utility model. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the utility model are desired to be protected by the following claims.

Claims (10)

1. A powerless interrupt multi-speed electric drive axle system comprising:

The gearbox comprises a gear shifting mechanism (1), wherein the gear shifting mechanism (1) comprises a gear shifting shaft (11) rotatably connected to a gearbox shell (21), a first gear shifting gear (12) and a second gear shifting gear (13) rotatably connected to the gear shifting shaft (11), a gear shifting tooth seat (14) fixedly connected to the gear shifting shaft (11) and positioned between the first gear shifting gear (12) and the second gear shifting gear (13), and a gear shifting tooth sleeve (15) arranged on the gear shifting tooth seat (14), and the gear shifting tooth sleeve (15) is provided with a first working position meshed with the first gear shifting gear (12), a second working position meshed with the second gear shifting gear (13) and a third working position separated from the first gear shifting gear (12) and the second gear shifting gear (13);

The gear shifting device comprises a first driving motor (3) and a second driving motor (4), wherein one of the first driving motor (3) and the second driving motor (4) can drive a gear shifting shaft (11) to rotate around a central axis of the gear shifting shaft, and the other one of the first gear shifting motor and the second gear shifting motor can drive a first gear shifting gear (12) and a second gear shifting gear (13) to rotate around the central axis of the gear shifting shaft.

2. The power interruption free multi-gear speed change electric drive bridge system according to claim 1, characterized in that the gearbox further comprises a first transmission assembly (5), the first transmission assembly (5) comprises a first transmission gear (52) and a second transmission gear (53) which are fixedly arranged on a central rotating shaft (51), an output shaft of the first driving motor (3) is in transmission connection with the central rotating shaft (51) and can drive the central rotating shaft (51) to rotate around a central axis of the central rotating shaft, the first transmission gear (52) is meshed with the first gear shift gear (12), and the second transmission gear (53) is meshed with the second gear shift gear (13).

3. The powerless interruption multi-speed variable speed electric drive system of claim 2, wherein the first transmission assembly (5) further comprises a first motor output gear (54) fixedly connected to the output shaft of the first drive motor (3);

the first motor output gear (54) is meshed with one of the first transmission gear (52) and the second transmission gear (53); or, the first transmission assembly (5) further comprises a third transmission gear (55) fixedly arranged on the central rotating shaft (51), and the first motor output gear (54) is meshed with the third transmission gear (55).

4. The powerless, interrupted, multi-speed, electrically variable drive system of claim 1, wherein the gearbox further comprises a second transmission assembly (6), the second transmission assembly (6) comprising a second motor output gear (61) fixedly connected to the output shaft of the second drive motor (4), and a fourth transmission gear (62) fixedly connected to the shift shaft (11), the second motor output gear (61) being in mesh with the fourth transmission gear (62).

5. The power interruption free multi-gear electric drive axle system according to any one of claims 2-4, wherein the gearbox further comprises a planetary wheel assembly (7) and a differential gear (8) arranged in the gearbox housing (21), the planetary wheel assembly (7) comprises a sun wheel (71), a planetary wheel (72), a planetary carrier (73) and a gear ring (74) fixedly arranged in the gearbox housing (21), the sun wheel (71) is fixedly arranged on a central rotating shaft (51), the planetary wheel (72) is meshed with both the sun wheel (71) and the gear ring (74), the planetary carrier (73) fixedly connects the planetary wheel (72) with the input end of the differential gear (8), and two output ends of the differential gear (8) are arranged in one-to-one correspondence and are in transmission connection with the gear shafts (101) of two wheels (100).

6. The powerless, multi-speed, electrically variable drive system of claim 5, wherein the differential (8) includes a differential case (81), two first differential wheels (82) spaced apart and each rotatably connected to the differential case (81), and two second differential wheels (83), the planet carrier (73) fixedly connecting the planet wheels (72) with the differential case (81), any one of the second differential wheels (83) being in mesh with both of the first differential wheels (82); the two second differential gears (83) are arranged in one-to-one correspondence with the wheel shafts (101) of the two wheels (100) and are fixedly connected.

7. The power interruption free multi-speed electric drive axle system of claim 6 wherein said central axle (51) is a hollow axle, with an axle (101) of said wheel (100) passing through said central axle (51) and fixedly connected to one of said second differential wheels (83).

8. The powerless interrupted multi-speed transmission electric drive axle system according to claim 5, characterized in that the gear shifting mechanism (1), the planetary wheel assembly (7) and the differential (8) are distributed at intervals along the axial direction of the central rotating shaft (51), and the first drive motor (3) and the second drive motor (4) are located on both sides of the central rotating shaft (51) in the radial direction, respectively.

9. The power interruption-free multi-speed transmission electric drive bridge system according to claim 5, further comprising an oil pump (92), wherein the first drive motor (3) is provided with a first cooling oil path (32), the second drive motor (4) is provided with a second cooling oil path (42), the gearbox is provided with a third cooling oil path (22), an oil pan (91) and an input end of the oil pump (92) are communicated, two output ends of the oil pump (92) are respectively communicated with the first cooling oil path (32) and the second cooling oil path (42), an output end of the first cooling oil path (32) and an output end of the second cooling oil path (42) are both communicated with the third cooling oil path (22), and the third cooling oil path (22) is also communicated with the oil pan (91).

10. A vehicle comprising a powerless, electrically variable transmission bridge system as claimed in any one of claims 1 to 9.