Parking brake for an electric vehicle with a multi-speed gearbox

Abstract

A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine and wheels, characterized in that the parking brake function of the vehicle is solved by means of bistable locking devices acting on two wheels. At least one multispeed gearbox is provided to activate in parallel a first gear stage and a second gear stage with different ratios.

Description

Background Technology

[0001] Commercial vehicles may utilize braking systems in which friction is applied to prevent one or more wheels from rotating. In some embodiments, the braking system may be implemented using a combination cylinder comprising service brake and parking brake portions. The parking brake function may be implemented using a spring brake axially positioned behind the service brake portion within the combination cylinder housing, resulting in a relatively large component. Summary of the Invention

[0002] According to embodiments of the disclosed subject matter, a vehicle drivetrain can be provided for implementing a bistable locking parking brake function. The vehicle drivetrain may include a first multi-speed gearbox having multiple drive stages and at least one actuator, the at least one actuator activating the first drive stage among the multiple drive stages. The first actuator among the at least one actuator can activate the first drive stage in parallel with a second drive stage. The vehicle drivetrain may also include a second actuator among the at least one actuator, the second actuator activating the second drive stage in parallel with the first drive stage activated by the first actuator. The vehicle drivetrain may also include a second multi-speed gearbox. The second multi-speed gearbox may include multiple drive stages and third and fourth actuators, the third and fourth actuators activating the first and second drive stages among the multiple drive stages in parallel. The vehicle drivetrain may also include an output shaft lock, the output shaft lock mechanically coupling the output of the first multi-speed gearbox to the output of the second multi-speed gearbox when the first and second drive stages are activated in parallel. The activated second drive stage may be one of the multiple drive stages of the first multi-speed gearbox or one of the multiple drive stages of the second multi-speed gearbox. The vehicle drivetrain may further include an input shaft lock, which, when activated, mechanically connects the input of the first multi-speed gearbox to the input of the second multi-speed gearbox. The vehicle drivetrain may also include an output shaft lock, which, when activated, mechanically connects the output of the first multi-speed gearbox to the output of the second multi-speed gearbox. The first and second drive stages may have different ratios. The vehicle drivetrain may further include an auxiliary device that manually deactivates either the first or second drive stage, thereby releasing the parking brake function. The vehicle drivetrain may further include a first clutch of the first multi-speed gearbox, which engages the first drive stage via a first actuator. The vehicle drivetrain may further include a second clutch of the first multi-speed gearbox, which engages the second drive stage via a second actuator. The vehicle drivetrain may further include a resilient coupling mechanically connected to the second clutch. The resilient coupling may allow rotation of the input of the first multi-speed gearbox to align the first clutch with the first drive stage, while the second clutch engages with the second drive stage.

[0003] A commercial vehicle may include at least one driven axle, at least one service brake, at least one propulsion engine, and wheels, characterized in that the vehicle's parking brake function can be achieved by a bistable locking device acting on two wheels. The commercial vehicle may further include a first multi-speed gearbox having a first gear stage activated by a first actuator and coupled to a first wheel. The commercial vehicle may further include a second multi-speed gearbox having a second gear stage activated by a second actuator and coupled to a second wheel. The parking brake function can be achieved by activating the first and second gear stages in parallel. The commercial vehicle may further include an output axle lock, which, when activated, connects the first wheel of a pair of wheels to the second wheel of a pair of wheels. The commercial vehicle may further include an input axle lock, which, when activated, connects the input of the first multi-speed gearbox to the input of the second multi-speed gearbox. The first gear stage is characterized in that it may have a first ratio different from the second ratio of the second gear stage. Commercial vehicles may also include a resilient coupling and a slipper clutch, the slipper clutch including a toothed selector ring coupled to the resilient coupling, allowing limited rotational movement of the toothed selector ring about the slip axis of the slipper clutch. The slipper clutch may be actuated by a second actuator. Commercial vehicles may also include a multi-speed gearbox with multiple gear stages, an actuator, and a slipper clutch, the slipper clutch engaging a first gear stage and a second gear stage in parallel when actuated by the actuator. The first or second gear stage may include conjugate teeth. The teeth of the toothed selector ring are shaped to allow meshing with the conjugate teeth in a tooth-to-tooth position. Commercial vehicles may also include external planetary gears disposed in the outer rim of each wheel in the driven shaft. The ratio between the final stage shaft of the differential driving a pair of wheels and the driven wheel may be greater than 1. Commercial vehicles may also include a manual control unit that activates a bistable locking device when the commercial vehicle is stopped. Commercial vehicles may also include an electronic brake control unit. The manual control unit may be configured to send a braking request to the brake control unit via an electronic signal to activate the bistable locking device. Commercial vehicles may also include a redundant foot brake module and a booster for redundant braking. The manual control unit can be configured to send a braking request to the booster via an electronic signal to activate the redundant foot brake module when the electronic brake control unit fails to execute the braking request.

[0004] Additional features, advantages, and embodiments of the disclosed subject matter may be set forth or apparent from consideration of the following detailed description, drawings, and claims. Furthermore, it should be understood that the foregoing overview and the following detailed description are illustrative and intended to provide further explanation without limiting the scope of the claims. Attached Figure Description

[0005] The accompanying drawings, which provide a further understanding of the disclosed subject matter, are incorporated in and form part of this specification. The drawings also illustrate embodiments of the disclosed subject matter and, together with the detailed description, serve to explain the principles of these embodiments. Features from the illustrated embodiments may be combined, added to, removed, and / or otherwise modified as needed without departing from the scope of the disclosed subject matter. No more detailed depiction of the structural features is attempted than that necessary for a basic understanding of the disclosed subject matter and the various ways in which it can be practiced.

[0006] Figure 1 An example drivetrain 100 according to an embodiment of the disclosed subject matter is shown.

[0007] Figure 2A An example drivetrain 200 according to an embodiment of the disclosed subject matter is shown.

[0008] Figure 2B An example drivetrain 275 is shown according to an embodiment of the disclosed subject matter.

[0009] Figure 3 An example drivetrain 300 according to an embodiment of the disclosed subject matter is shown.

[0010] Figure 4 An example drivetrain 400 according to an embodiment of the disclosed subject matter is shown.

[0011] Figure 5 An example drivetrain 500 according to an embodiment of the disclosed subject matter is shown.

[0012] Figure 6 An example drivetrain 600 according to an embodiment of the disclosed subject matter is shown.

[0013] Figure 7 An example drivetrain 700 according to an embodiment of the disclosed subject matter is shown.

[0014] Figure 8A and 8B Example drivetrains 800 and 825 are shown according to embodiments of the disclosed subject matter.

[0015] Figure 9 An example flow 900 for activating the parking brake function according to an embodiment of the disclosed subject matter is shown.

[0016] Figure 10 An example flow 1000 for activating the parking brake function according to an embodiment of the disclosed subject matter is shown.

[0017] Figure 11 A computing device 20 according to an embodiment of the disclosed subject matter is shown.

[0018] Figure 12 A network construction based on an embodiment of the disclosed subject matter is shown.

[0019] Figure 13 An example partial system construction for enabling assisted braking function according to an embodiment of the disclosed subject matter is shown.

[0020] Figure 14 An example partial system construction for enabling assisted braking function according to an embodiment of the disclosed subject matter is shown. Detailed Implementation

[0021] This subject matter discloses a parking brake function that can be implemented using one or more multi-speed gearboxes. This subject matter may be particularly advantageous in commercial trucks with electric or hybrid powertrains, although it is applicable to any vehicle with any type of powertrain employing one or more multi-speed gearboxes. In some embodiments, this subject matter can allow for a reduction in the size and complexity of the vehicle braking system, particularly near the wheels and / or axles. This can reduce overall vehicle weight and / or allow for the installation of additional and / or alternative vehicle components such as batteries, electric motors, etc., in the vehicle.

[0022] Figure 1 This is a schematic diagram of a drivetrain 100 with an example differential 5 according to an embodiment of the disclosed subject matter. The drivetrain 100 / 150 may include a shiftable multi-speed gearbox 8 having at least a first drive stage i(1) and a second drive stage i(2). The drive stages i(1) / i(2) can utilize different ratios to operate the electric motor 1 within its optimal performance range during various driving conditions. Rotation from the electric motor 1 or other propulsion sources can be input to the multi-speed gearbox 8 via an input shaft, chain, belt, gears, etc. For example, the ratios can be selected to meet the vehicle's hill-climbing capability requirements from a standstill, enabling the vehicle to start on a specified gradient and maintain forward motion on the same gradient. Although referred to as a "gearbox," the drive stages i(1) / i(2) disposed within the multi-speed gearbox 8 can be implemented by gears, pulleys, or sprockets connected by belts and / or chains, etc. The differential 5 can distribute the torque generated by the electric motor 1 to the wheelset 7. Each wheel in wheelset 7 may include an external planetary gear disposed on the outer edge of each wheel, wherein the ratio between the final stage shaft of the differential 5 driving wheelset 7 and the driven wheel is greater than 1. Although for discussion purposes... Figure 1The electric motor 1 is shown, but any type of engine, electric motor, or other propulsion source may be used without departing from the scope of the disclosed subject matter. Where one or more electric motors may be used, the vehicle may include suitable charge storage devices, such as battery packs, capacitors, etc., from which current can be drawn to deliver electrical power. The gear actuator 3, which may be electrically, hydraulically, or pneumatically operated, may use a slip clutch 4 to select the drive stages i(1) / i(2) of the multi-speed gearbox 8. The gear actuator 3 may also select the slip clutch 4 in neutral mode (N), which disconnects the output shaft of the electric motor 1 from the differential 5 and the wheel 7. As used herein, the output shaft of the electric motor 1 may be mechanically coupled to the input of the multi-speed gearbox 8, and these conventions may be used interchangeably. For example, it may be said that the slip clutch 4 couples the output of the electric motor 1, or equivalently the input of the multi-speed gearbox 8, to the drive stages i(1) / i(2), the differential 5, and the wheel 7. As shown, when the gear actuator 3 is moved to the first mode (1), the slip clutch 4 mechanically couples the output shaft of the electric motor 1 to the differential 5 and the wheel 7 via the first drive stage i(1). When the gear actuator 3 moves to the second mode (2), the slip clutch 4 can mechanically connect the output shaft of the motor 1 to the differential 5 and the wheel 7 via the second drive stage i (2). The fourth locking mode (L) can mechanically connect the motor 1 to the differential 5 and the wheel 7 via the first i (1) and the second i (2) drive stages. As previously stated, at least the first and second drive stages i (1) / i (2) can utilize different ratios that cannot be operated simultaneously, thus preventing at least one drive stage i (1) / i (2) from slipping. Therefore, the fourth locking mode (L) can lock the multi-stage gearbox 8, thereby preventing rotation of both its output shaft and the mechanically connected output shaft of the motor 1.

[0023] With the locking mode (L) engaged, the input gear of the differential, also known as the pinion, can be locked, similar to the ring gear. Each wheel of wheelset 7 can rotate freely independently in opposite directions, while rotation of each wheel in the same direction simultaneously can be prevented. To ensure that the vehicle rolls, a differential lock 6 can be used. The differential lock 6 can be activated to mechanically connect the first wheel to the second wheel, thereby preventing independent rotation in opposite directions. The differential lock 6 can be implemented by connecting the output shafts of the differential 5. With wheelset 7 locked, a parking brake mode that prevents the vehicle from rolling forward and / or backward can be implemented. The differential lock 6 can be activated to mechanically connect wheels 7 in response to selecting a fourth locking mode (L) via gear actuator 3 or simultaneously selecting a fourth locking mode (L) via gear actuator 3. Alternatively or additionally, for example, for the purpose of improving wheel traction, the differential lock 6 can be activated independently of whether the fourth locking mode (L) is activated. When the vehicle is in motion, activation of the fourth locking mode (L) via mechanical and / or electrical technology through gear actuator 3 should be prohibited to avoid damage to the first and second drive stages i(1) / i(2).

[0024] The multi-speed gearbox 8 can be asynchronous. Various techniques can be employed to shift between drive stages i(1) and i(2). For example, when the vehicle is moving, the shift from the first drive stage i(1) to i(2) can occur by disengaging the first drive stage i(1) to put the motor 1 in neutral mode. Subsequently, the speed of the output shaft of the motor 1 and the input of the multi-speed gearbox 8 can be adjusted so that the slipper clutch 4 can smoothly engage with drive stage i(2) without causing excessive wear or damage. Conversely, when the vehicle is stationary, the motor 1 can rotate the input of the multi-speed gearbox 8 to a position where the slipper clutch 4 can engage with the second drive stage i(2). If the input of the multi-speed gearbox 8 is not aligned so that the slipper clutch 4 can engage with the second drive stage i(2), the input of the multi-speed gearbox 8 can be additionally rotated via the motor 1, which can correspondingly rotate the wheel 7 until the correct engagement position of the second drive stage i(2) is reached. Rotating the wheel 7 can shift the vehicle a small distance, for example, between 5 and 25 mm; preferably, 14 mm or less. The gear actuator 3, which can also be used to activate the clutch 4 to engage the first or second drive stage i(1) / i(2), can also be used to disengage the clutch 4 from the first drive stage i(1) / i(2).

[0025] The multi-speed gearbox 8 can be asynchronous, allowing the connected electric motor to adjust its speed appropriately to enable smooth transitions of the slipper clutch 4 based on the selected drive stage i(1) / i(2) and the current vehicle speed. A smooth transition from one drive stage to another can be designed to minimize wear on the internal components of the multi-speed gearbox 8 while providing a comfortable experience for the vehicle's passengers with relatively little rapid acceleration and deceleration.

[0026] Figure 2A This is a schematic diagram of a drivetrain 200 with an example differential 5 according to an embodiment of the disclosed subject matter. Drivetrain 200 / 250 may be similar to drivetrain 100 / 150, but may include two gear actuators 3A / 3B, which can be operated individually by corresponding slip clutches 4A / 4B. As shown in FIG2, a neutral mode (N) can be selected, in which neither gear actuator 3A nor 3B is activated to engage their respective slip clutches 4A / 4B. When gear actuator 3A is activated in the first mode (1), the corresponding slip clutch 4A connects the output shaft of motor 1 to the differential 5 and wheel 7 via the first drive stage i (1). When gear actuator 3B is activated and gear actuator 3A is not activated in the second mode (2), the corresponding slip clutch 4B can be engaged to connect the output shaft of motor 1 to the differential 5 and wheel 7 via the second drive stage i (2). A fourth locking mode (L) can occur, in which gear actuators 3A and 3B are activated to engage slip clutches 4A and 4B, thereby mechanically connecting the output shaft of motor 1 to the two drive stages i(1) / i(2). Since the first and second drive stages can utilize different ratios that cannot operate in parallel, the fourth locking mode (L) can lock the transmission 200 / 250 to prevent the wheels 7 from rolling, thereby achieving the parking brake function when the differential lock is activated.

[0027] As previously mentioned Figure 1As discussed, with the locking mode (L) engaged, the input gear of the differential can be locked. Each wheel of wheelset 7 can rotate freely independently in opposite directions, while rotation of each wheel in the same direction simultaneously can be prevented. To ensure that the vehicle rolls off, a differential lock 6 can be used. The differential lock 6 can be activated to mechanically connect the first wheel to the second wheel, thereby preventing independent rotation in opposite directions. The differential lock 6 can be implemented by engaging each output shaft of the differential 5. With wheelset 7 now locked, a parking brake function can be implemented. The differential lock 6 can be activated to mechanically engage wheels 7 in response to selecting a fourth locking mode (L) via gear actuator 3 or simultaneously selecting the fourth locking mode (L) via gear actuator 3. Alternatively or additionally, the differential lock 6 can be activated independently of whether the fourth locking mode (L) is activated. For example, this can be performed for the purpose of improving wheel traction. When the vehicle is in motion, the gear actuator 3 can be prevented from activating the fourth locking mode (L) by mechanical and / or electrical technology to avoid damage to the first and second drive stages i(1) / i(2).

[0028] Figure 2B This is a schematic diagram of a transmission system 275 according to an embodiment of the subject matter of this disclosure, which is similar to... Figure 2A The drivetrain 200 is depicted in the diagram. In the drivetrain 275, the slipper clutch 4B can be mechanically engaged to the resilient coupling device and can be activated only during the parking brake mode (L) via the gear actuator 3B. As in the drivetrain 200, the gear actuators 3A / 3B can be operated individually by the corresponding slipper clutches 4A / 4B. In contrast to the drivetrain 200, the slipper clutch 4A can be used to engage the first drive stage i (1) and the second drive stage i (2) during the drive mode; that is, the first (1) mode and the second (2) mode. The slipper clutch 4B can be used only during the parking brake mode (L) and can remain in neutral mode (N) at all other times. Therefore, the resilient coupling device of the slipper clutch 4B can be left unused when the vehicle is moving. As in the drivetrain 200, the first i (1) drive stage and the second i (2) drive stage can use different ratios that cannot be operated in parallel. Therefore, the fourth locking mode (L) can lock the drivetrain 275 to prevent the wheels 7 from rolling, thereby achieving the parking brake function.

[0029] As previously mentioned Figure 1As discussed, when the locking mode (L) is engaged, the input gear of the differential can be locked. Each wheel of wheelset 7 can rotate freely independently in opposite directions, while rotation of each wheel in the same direction simultaneously can be prevented. To ensure that the vehicle rolls, a differential lock 6 can be used. The differential lock 6 can be activated to mechanically connect the first wheel to the second wheel, thereby preventing independent rotation in opposite directions. The differential lock 6 can be implemented by connecting the output shafts of the differential 5. The differential lock 6 can be activated to mechanically connect the wheels 7 in response to the selection of the fourth locking mode (L) via the gear actuator 3 or simultaneously with the selection of the fourth locking mode (L) via the gear actuator 3. Alternatively or additionally, the differential lock 6 can be activated independently of whether the fourth locking mode (L) is activated. For example, this can be performed for the purpose of improving wheel traction. When the vehicle is moving, the activation of the fourth locking mode (L) by the gear actuator 3 can be prevented by mechanical and / or electrical technology to avoid damage to the first drive stage i (1) and the second drive stage i (2).

[0030] The elastic coupling device mechanically connected to the slipper clutch 4B improves the parking process and facilitates the engagement of the parking brake function. When attempting to park the vehicle, it can then be maneuvered to the desired parking position. At this time, the driver may wish to activate the parking brake function. For maneuvering, stage i(1) is activated and remains activated. The parking mode is initiated by activating stage i(2) using the slipper clutch 4B. To avoid driving the electric motor if the gears of clutch 4B and stage i(2) are misaligned, the elastic coupling device of the clutch and the chamfer or tooth-to-tooth engagement of the second drive stage i(2) are used. When clutch 4B is engaged, the elastic coupling device will rotate under the same force as the actuator force.

[0031] In another example, slipper clutch 4B can be engaged by gear actuator 3B to activate the second drive stage i(2). When stopped, engagement of slipper clutch 4B with the second drive stage i(2) only occurs when the hub of the second drive stage i(2) is properly aligned with slipper clutch 4B. For example, slipper clutch 4B may include pawl teeth, toothed selector rings, etc., that can be aligned with corresponding toothed portions of drive stage i(2). Drive stages i(1) / i(2) may include conjugate teeth that, when in a tooth-to-tooth position, are shaped to mesh with the teeth of the toothed selector rings of clutches 4A / 4B. Electric motor 1 can rotate the input of multi-speed gearbox 8 to align the teeth of slipper clutch 4B with the second drive stage i(2). To achieve the parking brake function, drive stage i(1) can be engaged in parallel by slipper clutch 4A. Slipper clutch 4A may also need to be aligned with the hub of drive stage i(1), which can be achieved by rotating the input of multi-speed gearbox using electric motor 1 as described above. Normally, rotating the motor 1 to align the clutch 4A with the drive stage i(1) would cause the vehicle to shift because the drive stage i(2) is already engaged. However, because the clutch 4B is mechanically connected to the elastic coupling, limited rotation of the input is allowed without shifting the vehicle. In other words, the elastic coupling of the slip clutch 4B allows the input of the multi-speed gearbox 8 to rotate in place without converting the rotation of the wheelset 7 through the second drive stage i(2), as would be the case without the elastic coupling. In this way, alignment of the hubs of the first drive stage i(1) can be achieved by the clutch 4A while the second drive stage i(2) is engaged without shifting the vehicle.

[0032] Figure 3 This is a schematic diagram of a transmission system 300 according to an embodiment of the disclosed subject matter, which may include a pair of electric motors 1 / 2 and a corresponding pair of multi-speed gearboxes 8A / 8B. Each of the first electric motor 1 and the second electric motor 2 can individually drive the corresponding wheel of the wheelset 7 via the respective first and second multi-speed gearboxes 8A / 8B. In this way, and applicable to... Figure 4-7The vehicle can achieve associated efficiency improvements (due to the absence of losses through the differential), safety improvements (due to the availability of the second motor in the absence of the first motor), and dynamic improvements (due to torque vectoring). Furthermore, each wheel of the wheelset 7 can achieve personalized braking and personalized regenerative braking, thereby charging the vehicle's associated charge storage devices. Rotation from the electric motor 1 or other propulsion source can be input to the multi-speed gearbox 8A / 8B via the input shaft, chain, belt, gears, etc. Each multi-speed gearbox 8A / 8B can have two or more drive stages i(1) / i(2), which can be independently engaged via corresponding slipper clutches 4A-4D by activating the corresponding gear actuators 3A-3D. In this way, each multi-speed gearbox 8A / 8B can provide at least one neutral, first, and second drive modes, as previously described. In an embodiment, gear actuators 3A / 3C and 3B / 3D can be activated and deactivated simultaneously in pairs to maintain the same drive stage i(1) / i(2) for each wheel 7. For example, for gear actuators 3A and 3C and slip clutches 4A and 4C, actuation of the i(1) drive stage can occur simultaneously, while for gear actuators 3B and 3D and slip clutches 4B and 4D, actuation of the i(2) drive stage can occur simultaneously. Actuating gear actuators 3A-3D together allows each input of the multi-speed gearbox 8A / 8B to correspond to a wheel of wheelset 7. With wheelset 7 locked, a parking brake mode can be achieved. Since each wheel of wheelset 7 can be driven independently, a differential is not required to distribute torque to wheelset 7. Similarly, unlike drivetrain layouts 100 and 200, a differential lock may not be required to lock wheelset 7 in drivetrain layout 300.

[0033] Figure 4 This is a schematic diagram of a drivetrain 400 similar to drivetrain 300 according to an embodiment of the disclosed subject matter, drivetrain 400 may additionally include axle lock 12. Axle lock 12 can be activated to mechanically engage each wheel of wheelset 7. Unlike drivetrain 300, if axle lock 12 is activated, activating gear actuators 3A and 3B or gear actuators 3C and 3D can lock both wheels of wheelset 7. In other words, axle lock 12 can allow locking both wheels of wheelset 7 by locking only a single multi-speed gearbox 8A / 8B. When wheelset 7 is locked by axle lock 12, a parking brake mode can be achieved. As previously described, one or more multi-speed gearboxes 8A / 8B can be locked in a fourth locking mode (L), wherein at least two drive stages i(1) / i(2) are engaged in parallel.

[0034] Figure 5This is a schematic diagram of a drivetrain 500 according to an embodiment of the disclosed subject matter, wherein common gear actuators 3A and 3B are shared between slipper clutches 4A-4D. More specifically, gear actuator 3A can be used to engage slipper clutches 4A and 4D that are mechanically connected to a first drive stage i (1). Gear actuator 3B can be correspondingly used to engage slipper clutches 4B and 4C that are mechanically connected to a second drive stage i (2). With gear actuators 3A and 3B activated to engage all four clutches 4A-4D, wheelset 7 can be locked, thereby achieving a parking brake mode. Compared to drivetrain 400, cost savings can be achieved by reducing the number of gear actuators 3 used to implement drivetrain 500. In addition, because drivetrain 500 can operate slipper clutches 4A / 4D and 4B / 4C concurrently, a differential lock 6 may not be necessary to lock the two wheels of wheelset 7, as the first multi-speed gearbox 8A and the second multi-speed gearbox 8B can be locked in parallel.

[0035] Figure 6 This is a schematic diagram of a transmission system 600 according to an embodiment of the disclosed subject matter. (See diagram below.) Figure 6 As shown, gear actuators 3A and 3B can be configured to mechanically connect the output shaft of the electric motor 1 to the multi-speed gearbox 8A via first and second slip clutches 4A and 4B. Gear actuator 3A can be deactivated in neutral mode or activated to engage slip clutch 4A with at least the first drive stage i(1), while gear actuator 3B can be deactivated in neutral mode or activated to engage slip clutch 4B with the second drive stage i(2). By using gear actuator 3A to engage clutch 4A in the first drive stage i(1) and gear actuator 3B to engage clutch 4B in the second drive stage i(2), a parking brake mode for the first wheel of the wheelset 7 can be achieved. On the other hand, gear actuator 3C can be deactivated in neutral mode or activated to engage at least the first drive stage i(1) or the second drive stage i(2) of the multi-speed gearbox 8B via slip clutch 4C. Since the slip clutch 4C may not be able to engage both drive stages i(1) / i(2) simultaneously to establish the fourth locking mode, the shaft lock 12 can be used to lock the second wheel when the first wheel is locked by the engagement of slip clutches 4A and 4B. In other words, when the shaft lock 12 is activated, it can lock the second wheel (corresponding to motor 2) relative to the locked first wheel (corresponding to motor 1).

[0036] If one of the motors 1 / 2 or associated electronic devices (e.g., inverters, power lines, etc.) fails, the remaining motors 1 / 2 and the corresponding multi-speed gearboxes 8A / 8B can be used to transmit power to the two wheels of the wheelset 7 by activating the axle lock 12. For example, if motor 1 fails, motor 2 can provide power to the two wheels of the wheelset 7 by engaging the axle lock 12. Following the same example, even if motor 1 fails, the vehicle can still achieve parking brake mode by activating the axle lock 12 along with engaging both clutches 4A and 4B, or by engaging clutch 4C in parallel with the first drive stage i(1) / i(2) and engaging clutch 4A or 4B corresponding to the second different drive stage i(1) / i(2).

[0037] Figure 7This is a schematic diagram of a transmission system 700 having first and second shaft locks 12A / 12B according to an embodiment of the disclosed subject matter. Each of the shaft locks 12A / 12B can be operated by one or more gear actuators or by the same gear actuator. The transmission system 700 includes a first gear actuator 3A and a second gear actuator 3B, which can function similarly to the gear actuator 3C of a transmission system 600 having at least three drive modes. Specifically, each of the gear actuators 3A and 3B can be deactivated in neutral mode or activated to engage the corresponding slip clutch 4A / 4B with the first drive stage i(1) or the second drive stage i(2) of the corresponding multi-speed gearbox 8A / 8B. Generally, the gear actuators 3A and 3B can be synchronized to engage the first drive stage i(1) or the second drive stage i(2) simultaneously or within the same time period, as previously discussed with reference to transmission system 400. When the driving conditions of each wheel of wheelset 7 are different, such as in snow or off-road driving, motor 1 can be used to drive the first wheel at a first speed using the first drive stage i(1), and motor 2 can be used to drive the second wheel simultaneously at a second speed using the second drive stage i(2). Similar to gear actuator 3C in transmission 600, neither gear actuator 3A / 3B can simultaneously and independently engage the first and second drive modes i(1) / i(2), preventing either gear actuator 3A / 3B from independently establishing a fourth locking mode. Then, to achieve a parking brake mode in transmission 700, gear actuators 3A and 3B can each select different drive stages i(1) / i(2) via slip clutches 4A and 4B. For example, gear actuator 3A can select drive stage i(2), while gear actuator 3B can select drive stage i(1). A shaft lock 12B can be disposed between them to mechanically connect the first and second wheels of wheelset 7. However, a single axle lock 12B may not be sufficient to achieve parking braking, because, for example, wheel 7 may still be able to roll, even though the corresponding motor may rotate independently at different speeds due to the engagement of different drive stages. Therefore, axle lock 12A can be provided to connect to the output shaft of the motor, or equivalently to the input of the multi-speed gearbox 8A / 8B, thereby preventing independent rotation. When activated simultaneously, axle locks 12A and 12B can achieve the parking braking function of locking the drivetrain 700.

[0038] In the event of a failure of one of the motors 1 / 2 or one of the multi-speed gearboxes 8A / 8B, the remaining motors 1 / 2 and the corresponding multi-speed gearboxes 8A / 8B can be used to transmit power to the two wheels of the wheelset 7 by activating the shaft lock 12B. For example, if motor 1 fails, motor 2 can provide power to the two wheels of the wheelset 7 through the engagement of the shaft lock 12B, while the shaft lock 12A and clutch 4A remain disengaged to eliminate and / or reduce any possible resistance from the failed motor 1. Alternatively or additionally, if a problem occurs within the multi-speed gearbox 8A, for example, the shaft lock 12B can be used in conjunction with the shaft lock 12A to transmit accumulated power from the two motors 1 / 2 to the wheelset 7 via the slip clutch 4B and the multi-speed gearbox 8B. In this case, the slip clutch 4A can remain disengaged in neutral mode to isolate the failed multi-speed gearbox 8A from the rest of the drivetrain.

[0039] for Figure 1 Each drivetrain shown in -8 can be designed with at least two drive stages i(1) / i(2) engaged to achieve a parking brake mode, such that the parking brake function remains even when the vehicle is powered off. This can be achieved using a self-locking or otherwise locking actuator 3, a spring within the gear actuator 3, or a slip clutch 4, etc. Because the gear actuator 3 can be activated and deactivated electrically or electronically, an unlocking mechanism can be provided to manually release the parking brake mode when vehicle power is unavailable and / or available. The unlocking mechanism can be an auxiliary device 9, which is implemented in the form of a spindle, threaded device, and can be partially electrical or electronic for use when vehicle power is available. Alternatively or additionally, the auxiliary device 9 can be an electrical or electronic release device that operates by power supplied externally not from the vehicle (e.g., from the battery of the auxiliary device 9, home mains power, another vehicle, or other power source). Alternatively or additionally, the auxiliary device 9 can be installed in the passenger compartment of the vehicle and can be electrically connected to the multi-speed gearbox 8.

[0040] Figure 8A This is a schematic diagram of a transmission system 800 employing a first embodiment of the auxiliary device 9 and having an example differential 5. The auxiliary device 9 can employ a release mechanism capable of manually releasing the parking brake. The release mechanism can be implemented using, for example, a spindle, a threaded device, an electrical device, etc., to enable the release of the parking brake. Figure 8A As shown, the auxiliary device 9 can be achieved by allowing manual disengagement of the slipper clutches 4A and 4B.

[0041] Figure 8B This is a schematic diagram of a second embodiment employing auxiliary device 9 and having an example differential 5 in the transmission system 825. Figure 8B The embodiments shown can be compared with Figure 8AThe embodiments shown are integrated or otherwise combined, although they are shown separately for the purpose of simplifying discussion and illustration. Figure 8B As shown, the auxiliary device 9 can employ a manual unlocking mechanism to release the parking brake by disengaging the slipper clutches 4A and 4B. Furthermore, the auxiliary device 9 can also manually unlock the differential lock 6 when the gear actuator 3 also activates and deactivates the differential lock 6 of the differential 5.

[0042] Figure 9 An example flow 900 for parking a vehicle according to an embodiment of the disclosed subject matter is shown. In S901, a request to park a vehicle having at least one multi-speed gearbox can be received from a user. The parking request can be received via an input located within the vehicle itself, or remotely via an electronic device such as a remote key or cellular phone, and can be received via the Internet, WiFi, Bluetooth, RFID, or other transmission media. The vehicle can employ... Figure 1 Any example drivetrain layout shown in -8, or an alternative drivetrain layout, may be used. In S902, it can be determined whether the vehicle is currently in motion. If the vehicle is in motion, a service brake can be applied to stop the vehicle. The force applied to the service brake can be constructible and / or can vary based on the vehicle's current speed. The service brake can be applied by the vehicle's processor, the user, or both. Once the vehicle is stationary, in S904, the service brake can be maintained by the vehicle's own processor, the user, or both. In S905, at least two drive stages can be engaged in parallel to achieve the parking brake function. The drive stages can be, for example, a first drive stage and a second drive stage implemented using gears, as previously described. The first and second drive stages can be engaged within a single or multiple multi-speed gearboxes. For example, the first drive stage can be engaged within a first multi-speed gearbox, and the second drive stage can be engaged within a second multi-speed gearbox. The engagement of the first and second drive stages in S905 can occur simultaneously or not simultaneously. For example, the second drive stage can be engaged first, followed by the first drive stage, such that the first and second drive stages are engaged in parallel.

[0043] Engagement of the first and / or second drive stage may occur after rotation of the input shaft of the first and / or second multi-speed gearbox in order to properly align the hubs of the drive stages (e.g., i(1) / i(2)) with the slipper clutch 4. Rotation of the input shaft of the multi-speed gearbox may involve shifting the vehicle forward and / or backward by a relatively small distance, for example, between 5 and 25 mm; preferably, 14 mm or less.

[0044] Other transmission system variants include a single-speed gearbox placed between one or more electric motors 1 / 2 and a multi-speed gearbox 8.

[0045] Figure 10An example flow 1000 for releasing the parking brake function is shown. In S1001, a request to cancel parking in a vehicle equipped with a multi-speed gearbox 8 can be received from a user. This request can be received via an input located within the vehicle itself, or remotely via security electronics (such as a remote key or cellular phone), and can be received via the internet, WiFi, Bluetooth, RFID, or other transmission media. The vehicle can employ... Figure 1 -8 can be any of the example drivetrain layouts shown, or an alternative drivetrain layout may be used. In S1002, the service brake may be applied by the vehicle's processor, the user, or both. Alternatively or additionally, hill start assist may be activated. Hill start assist may automatically apply the service brake to prevent the vehicle from rolling when starting from a standstill on a slope. In S1003, the vehicle may wait for the selection of a drive gear. The selected gear may be, for example, a "drive" gear and may be selected by the user or automatically by the vehicle's processor. In response to the gear selection, in S1004, the vehicle's processor may disengage and engage a single drive stage of the multi-speed gearbox 8 with at least two parallel drive stages. The disengagement of at least two drive stages may occur after the input shaft of at least the first and / or second multi-speed gearbox 8 has been rotated to properly align the hubs of the drive stages (e.g., i(1) / i(2)) with the slipper clutch 4. Rotation of the input shaft of the multi-speed gearbox 8 can involve shifting the vehicle forward and / or backward by a relatively small distance, for example, between 5 and 25 mm; preferably, 14 mm or less. In S1005, the vehicle's service brake can be released in response to receiving an accelerator request. For example, the accelerator request can be transmitted by the vehicle's processor in response to a user pressing the accelerator pedal.

[0046] The processor-based embodiments of the currently disclosed subject matter can be implemented and used in a variety of components and network architectures. Figure 11 This is an example computing device 20 suitable for implementing embodiments of the subject matter currently disclosed. Device 20 may be, for example, a desktop or laptop computer, a game console, a game server, a set-top box, or a mobile computing device such as a smartphone, tablet, etc. Device 20 may include a bus 21 that interconnects the main components of computing device 20, such as a central processing unit 24, a memory 27 (e.g., random access memory (RAM), read-only memory (ROM), flash RAM, etc.), a user display 22 (e.g., a screen), a user input interface 26 (which may include one or more controllers and associated user input devices, such as a keyboard, mouse, touchscreen, etc.), a fixed storage device 23 (e.g., a hard disk drive, flash memory, etc.), a removable media component 25 (operable to control and receive optical discs, flash drives, etc.), and a network interface 29 (operable to communicate with one or more remote devices via a suitable network connection).

[0047] Bus 21 allows data communication between the central processing unit 24 and one or more memory components, which may include RAM, ROM, and other memories as previously described. Typically, RAM is the main memory where the operating system and applications are loaded. Among other code, the ROM or memory component may contain a basic input / output system (BIOS) that controls basic hardware operations, such as interaction with peripheral components. Applications residing in computer 20 are typically stored on and accessed through a computer-readable medium, such as a hard disk drive (e.g., fixed storage 23), an optical drive, a floppy disk, or other storage media.

[0048] Fixed storage 23 may be integrated with computer 20 or may be separate and accessed through other interfaces. Network interface 29 provides direct connectivity to a remote server via wired or wireless connections. Network interface 29 may use any suitable technologies and protocols readily understood by those skilled in the art to provide such connectivity, including digital cellular telephony, WiFi, Bluetooth®, NFC, etc. For example, network interface 29 may allow the computer to communicate with other computers over one or more local, wide area, or other communication networks, as described in further detail below.

[0049] Many other devices or components (not shown) can be connected in a similar manner (e.g., document scanners, digital cameras, etc.). Conversely, it is not necessary to have them. Figure 11 All components shown are used to practice this disclosure. Components may be interconnected in a manner different from that shown. For example... Figure 11 The operation of the computer shown is readily known in the art and is not discussed in detail in this application. The code implementing this disclosure may be stored in a computer-readable storage medium, such as memory 27, fixed memory 23, removable media 25, or one or more remote storage locations.

[0050] Figure 12An example network arrangement according to embodiments of the disclosed subject matter is illustrated. One or more devices 10, 11, such as local computers, smartphones, tablet computing devices, etc., can be connected to other devices via one or more networks 30. Each device can be a computing device as described above. The network can be a local area network, a wide area network, the Internet, or any other suitable communication network or network, and can be implemented on any suitable platform including wired and / or wireless networks. These devices can communicate with one or more remote devices, such as server 13 and / or database 15. Remote devices can be accessed directly by devices 10, 11, or one or more other devices can provide intermediate access, such as server 13 providing access to resources stored in database 15. Devices 10, 11 can also access remote platform 17 or services provided by remote platform 17, such as cloud computing deployments and services. Remote platform 17 may include one or more servers 13 and / or database 15.

[0051] User interface 13, database 15, and / or processing unit 14 may be part of an integrated system, or may include multiple computer systems communicating via a private network, the Internet, or any other suitable network. One or more processing units 14 may be part of, for example, a distributed system, such as a cloud-based computing system, a search engine, a content delivery system, etc., and may also include or communicate with database 15 and / or user interface 13.

[0052] Figure 13An example partial system configuration 1300 is shown for enabling an auxiliary braking function in the event of a service brake control failure when the dynamic parking brake function is unavailable. Unlike current spring-brake type parking brakes, this parking lock does not allow braking while the vehicle is in motion. Alternatively, auxiliary braking can be implemented via a hand control unit 1310. The hand control unit 1310 can be electrically connected to the electronic brake regulator 1330 and the electronic brake system (EBS) control unit 1320. Alternatively or additionally, the features of the EBS control unit 1320 can be implemented using other types of computing devices capable of being configured to apply the vehicle's service brake. For example, the features of the EBS control unit 1320 can be executed by a general-purpose processor or controller configured to execute instructions stored in a computer-readable storage medium to convert the general-purpose processor into a dedicated processing device. The EBS control unit 1320 can be implemented using, for example, a microprocessor, microcontroller, field-programmable gate array (FPGA), application-specific integrated circuit (ASIC), and / or software modules that execute on a centralized controller performing other operations and / or cooperating with other vehicle systems. If the foot brake module fails, the driver can activate the service brake via the hand control unit 1310. The manual control unit 1310 sends a braking request 1380 to the EBS control unit 1320 via an electronic signal. In the event of an EBS failure, the manual control unit 1310 sends the braking request 1380 to the EBM 1330. The EBM 1330 is a pneumatic backup supplying the EBS single-channel module 1340 and the EBS dual-channel module 1350 in the event of an EBS failure. For example, a foot brake module failure may occur when the bottle is under the pedal and the driver is unable to perform the braking request with their foot. In an embodiment, the electrical connection can be made via communication paths 1361 / 1362, such as a controller area network (CAN). Communication paths 1361 / 1362 can be made via, for example,... Figure 13 The two separate and independent point-to-point connections shown can be implemented via a common bus configuration including paths 1361 and 1362. The electronic brake regulator 1330 can be connected to a pneumatic air source 1301 and is configured to distribute air from the air source 1301 to the EBS single-channel module 1350 and the EBS dual-channel module 1340. The manual control unit 1310 can transmit a braking request 1380 to the electronic brake regulator 1330 via communication path 1361 and to the EBS control unit 1320 via communication path 1362. In response to receiving the braking request 1380, the electronic brake regulator 1330 can regulate the air pressure to the EBS single-channel module 140 and the EBS dual-channel module 1350.

[0053] Figure 14An example partial system configuration 1400 is shown for enabling auxiliary braking in the event of a service brake control failure when the dynamic parking brake function is unavailable. A manual control unit 1310 can be electrically connected to the booster 1410 and the electronic braking system (EBS) control unit 1320. In an embodiment, the electrical connection can be made via communication paths 1361 / 1362, such as a controller area network (CAN). Communication paths 1361 / 1362 can be made via, for example... Figure 14 The two separate and independent point-to-point connections shown can be implemented via a common bus configuration including paths 1361 and 1362. The booster 1410 can be connected to a pneumatic air source 1301 and is configured to direct air from the air source 1301 to the redundant foot brake module 1420. The manual control unit 1310 can transmit a braking request 1380 to the EBS control unit 1320 via communication path 1362. If the braking request 1380 is not executed, it is transmitted to the booster 1410 via communication path 1361. In response to receiving the pressure request 1380, the booster 1410 can adjust the air pressure to the redundant foot brake module 1420. When the EBS control unit 1320 fails to execute the braking request 1380, the manual control unit 1310 can activate the service brake by sending the braking request 1380 to the redundant foot brake module 1420 via the booster 1410.

[0054] More generally, the features of the various supporting processors of the currently disclosed subject matter may include or be embodied in the form of computer-implemented processes and devices for practicing these processes. Embodiments may also be embodied in the form of a computer program product having computer program code containing instructions embodied in a non-transitory and / or tangible medium (such as a floppy disk, CD-ROM, hard disk drive, USB (Universal Serial Bus) drive, or any other machine-readable storage medium), such that when the computer program code is loaded into and executed by the computer, the computer becomes a device for practicing embodiments of the disclosed subject matter. Embodiments may also be embodied in the form of computer program code, for example, whether stored in a storage medium, loaded into and / or executed by a computer, or transmitted via some transmission medium (such as via wires or cables, via optical fibers, or via electromagnetic radiation), such that when the computer program code is loaded into and executed by the computer, the computer becomes a device for practicing embodiments of the disclosed subject matter. When implemented on a general-purpose microprocessor, computer program code segments construct the microprocessor to create specific logic circuits.

[0055] In some configurations, a set of computer-readable instructions stored on a computer-readable storage medium can be implemented by a general-purpose processor, which can convert a general-purpose processor or a device including a general-purpose processor into a special-purpose device configured to implement or execute the instructions. Embodiments can be implemented using hardware that may include a processor, such as a general-purpose microprocessor and / or an application-specific integrated circuit (ASIC), which embodies all or part of the technology according to embodiments of the disclosed subject matter in hardware and / or firmware. The processor may be coupled to memory, such as RAM, ROM, flash memory, hard disk, or any other device capable of storing electronic information. The memory may store instructions suitable for execution by the processor to perform the technology according to embodiments of the disclosed subject matter.

[0056] For purposes of explanation, the foregoing description has been given with reference to specific embodiments. However, the illustrative discussion above is not intended to be exhaustive or to limit the embodiments of the disclosed subject matter to the precise forms disclosed. In view of the foregoing teachings, many modifications and variations are possible. The embodiments were chosen and described in order to explain the principles of the embodiments of the disclosed subject matter and their practical application, thereby enabling others skilled in the art to utilize these embodiments, as well as various embodiments with various modifications that may be suitable for the particular intended use.

[0057] Reference number list:

[0058] 1. Electric motor

[0059] 2 Electric motor

[0060] 3 / 3A-3D gear actuator

[0061] 4 / 4A / 4B clutch

[0062] 5. Differential

[0063] 6. Differential lock

[0064] 7 wheels

[0065] 8 / 8A / 8B Multispeed Gearbox

[0066] 9. Auxiliary devices

[0067] 10 devices

[0068] 11 devices

[0069] 12 / 12A / 12B shaft lock

[0070] 13 servers

[0071] 15 Databases

[0072] 17 Remote Platform

[0073] 20 Computing devices

[0074] 21 bus

[0075] 22 monitors

[0076] 23 Fixed storage device

[0077] 24 processors

[0078] 25. Portable Media

[0079] 26 User Input

[0080] 27. Memory

[0081] 29 Network Interface

[0082] 30 Network

[0083] 100 Transmission system layout

[0084] 150 Drivetrain Layout

[0085] 200 Transmission System Layout

[0086] 250 Drivetrain Layout

[0087] 275 Transmission system layout

[0088] 300 Drivetrain Layout

[0089] 400 Drivetrain Layout

[0090] 500 Drivetrain Layout

[0091] 600 Drivetrain Layout

[0092] 700 Drivetrain Layout

[0093] 800 Drivetrain Layout

[0094] 825 Drivetrain Layout

[0095] 850 Drivetrain Layout

[0096] 875 Transmission System Layout

[0097] 900 process

[0098] 1000 process

[0099] 1300 System Construction

[0100] 1301 Air Source

[0101] 1310 manual control unit

[0102] 1320 Electronic Braking System Control Unit

[0103] 1330 Electronic Brake Regulator

[0104] 1340 Electronic Braking System Single-Channel Module

[0105] 1350 Electronic Braking System Dual-Channel Module

[0106] 1361 Communication Path

[0107] 1362 Communication Path

[0108] 1380 Braking Request

[0109] 1400 System Construction

[0110] 1410 Brake booster

[0111] 1420 Redundant Foot Brake Module

Claims

1. A vehicle transmission system for implementing a bistable locking parking brake function, characterized in that, include: A first multi-speed gearbox, the first multi-speed gearbox comprising: Multiple driver levels; and At least one actuator activates a first drive stage among the plurality of drive stages of the first multi-speed gearbox, wherein the first actuator is capable of activating the first drive stage in parallel with a second drive stage. The first clutch of the first multi-speed gearbox engages the first drive stage via the first actuator; The second clutch of the first multi-speed gearbox engages the second drive stage via a second actuator; and A flexible coupling device mechanically connected to the second clutch, wherein the flexible coupling device allows the input of the first multi-speed gearbox to rotate so that the first clutch is aligned with the first drive stage, while the second clutch engages with the second drive stage.

2. The vehicle transmission system according to claim 1, characterized in that, Further includes: The second actuator in the at least one actuator activates the second drive stage in parallel with the first drive stage activated by the first actuator.

3. The vehicle transmission system according to claim 2, characterized in that, Further includes: The second multi-speed gearbox includes: Multiple driver levels; and A third actuator and a fourth actuator, which activate in parallel the first and second drive stages of the plurality of drive stages of the second multi-speed gearbox.

4. The vehicle transmission system according to claim 1, characterized in that, Further includes: An output shaft lock, which mechanically connects the output of the first multi-speed gearbox to the output of the second multi-speed gearbox when the first drive stage and the second drive stage are activated in parallel, wherein... The activated second drive stage is one of the plurality of drive stages of the first multi-speed gearbox or one of the plurality of drive stages of the second multi-speed gearbox.

5. The vehicle transmission system according to claim 2, characterized in that, Further includes: An input shaft lock, when activated, mechanically connects the input of the first multi-speed gearbox to the input of the second multi-speed gearbox; and An output shaft lock, when activated, mechanically connects the output of the first multi-speed gearbox to the output of the second multi-speed gearbox.

6. The vehicle transmission system according to claim 1, characterized in that, in The first drive stage includes a first ratio; The second drive stage includes a second ratio that is different from the first ratio.

7. The vehicle transmission system according to claim 1, characterized in that, Further includes: An auxiliary device that manually disables either the first drive stage or the second drive stage.

8. A commercial vehicle having at least one driven axle, at least one service brake, at least one propulsion engine, and a pair of wheels, characterized in that, The commercial vehicle further includes the vehicle drivetrain according to claim 1.

9. The commercial vehicle according to claim 8, characterized in that, in: The first multi-speed gearbox has a first gear stage activated by the first actuator and is coupled to the first wheel of the pair of wheels; The vehicle drivetrain further includes a second multi-speed gearbox having a second gear stage activated by the second actuator and coupled to a second wheel of the pair of wheels, wherein The parking brake function is achieved at least in part by activating the first gear stage and the second gear stage in parallel.

10. The commercial vehicle according to claim 9, characterized in that, Further includes: An output shaft lock, when activated, connects the first wheel of the pair of wheels to the second wheel of the pair of wheels.

11. The commercial vehicle according to claim 9, characterized in that, Further includes: An input shaft lock, when activated, connects the input of the first multi-speed gearbox to the input of the second multi-speed gearbox.

12. The commercial vehicle according to claim 9, characterized in that, in The first gear stage is characterized by having a first ratio that is different from the second ratio of the second gear stage.

13. The commercial vehicle according to claim 9, characterized in that, Further includes: Flexible connection device; A slipper clutch, the slipper clutch comprising: A toothed selector ring, the toothed selector ring being coupled to the resilient coupling device, allows limited rotational movement of the toothed selector ring about the sliding axis of the sliding clutch, wherein... The slipper clutch is actuated by the second actuator.

14. The commercial vehicle according to claim 13, characterized in that, in The first gear stage or the second gear stage includes conjugate teeth; and The toothed selector ring is shaped to allow engagement with the conjugate teeth when in a tooth-to-tooth position.

15. The commercial vehicle according to claim 8, characterized in that, Further includes: External planetary gears, wherein the external planetary gears are disposed in the outer rim of each of the pair of gears on the driven shaft, wherein The ratio between the final stage shaft of the differential driving the pair of wheels and the driven wheel is greater than 1.

16. The commercial vehicle according to claim 8, characterized in that, Further includes: A manual control unit that activates the bistable locking parking brake function when the commercial vehicle stops.

17. The commercial vehicle according to claim 16, characterized in that, Further includes: Electronic brake control unit, in which When the vehicle is in motion, the manual control unit is configured to send a braking request to the brake control unit via electronic signals to activate the at least one service brake.

18. The commercial vehicle according to claim 17, characterized in that, Further includes: Redundant foot brake module for redundant braking; and booster, among which The manual control unit is configured to send the braking request to the booster via an electronic signal to activate the redundant foot brake module when the electronic brake control unit fails to execute the braking request.

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