Intermediate axle and vehicle

Abstract

The invention relates to the technical field of vehicles, and provides an intermediate axle and a vehicle. The intermediate axle comprises a differential mechanism, a transmission shaft, an intermediate axle main speed reducer and a first meshing sleeve type clutch, the transmission shaft is rotationally arranged on an axle housing and comprises a transmission input shaft and a transmission output shaft, the transmission input shaft is connected with a planet carrier of the differential mechanism, and the transmission output shaft is connected with a gear ring of the differential mechanism; the intermediate axle main speed reducer is in transmission connection with the transmission input shaft; the first meshing sleeve type clutch is arranged between the transmission input shaft and the intermediate axle main speed reducer and used for controlling the intermediate axle main speed reducer to be switched between a power transmission state and a power disconnection state. According to the intermediate axle, the defect that after an existing intermediate axle is lifted, due to the fact that the main speed reducer cannot be controlled, energy loss is caused is overcome, the intermediate axle capable of controlling the main speed reducer is achieved, transmission connection to the main speed reducer can be disconnected after the intermediate axle is lifted, and then unnecessary energy loss is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a mid-bridge and a vehicle. Background Art

[0002] For vehicles, the number of drive axles affects the power of the vehicle, and an extra drive axle means higher energy consumption. A liftable drive axle can alleviate this problem to a certain extent. A lift axle refers to a bridge that can be lifted and lowered. After the existing middle axle is lifted, there will be unnecessary energy loss because the main reducer cannot be controlled. Summary of the invention

[0003] The present invention provides a middle bridge, which is used to solve the defect in the prior art that after the middle bridge is lifted, the main reducer cannot be controlled, thus causing energy loss. A middle bridge that can control the main reducer is realized, so that the middle bridge can disconnect the transmission connection with the main reducer after lifting, thereby avoiding the problem of wheel idling, and further reducing unnecessary energy loss.

[0004] A mid-bridge provided by the present invention includes a differential, a transmission shaft, a mid-bridge main reducer and a first meshing sleeve clutch, the transmission shaft is rotatably arranged on the bridge housing, the transmission shaft includes a transmission input shaft and a transmission output shaft, the transmission input shaft is connected to the planetary carrier of the differential, and the transmission output shaft is connected to the ring gear of the differential; the mid-bridge main reducer is transmission-connected to the transmission input shaft; the first meshing sleeve clutch is arranged between the transmission input shaft and the mid-bridge main reducer, and is used to control the mid-bridge main reducer to switch between a power transmission state and a power disconnection state.

[0005] According to the mid-axle provided by the present invention, the first meshing sleeve clutch includes a first meshing member and a second meshing member, the first meshing member is connected to the sun gear of the differential, the second meshing member is connected to the mid-axle output gear, the mid-axle output gear meshes with the mid-axle main reduction gear, the mid-axle main reduction gear is arranged on the input shaft of the mid-axle main reduction gear, and the outside of the first meshing member and the second meshing member is provided with a meshing sleeve; the meshing sleeve is used to switch between a first position and a second position, in the first position, the first meshing member and the second meshing member are both meshed with the meshing sleeve, and the mid-axle main reduction gear is in a power transmission state; in the second position, the meshing sleeve is disconnected from the meshing transmission with the second meshing member, and the mid-axle main reduction gear is in a power disconnection state.

[0006] According to the center axle provided by the present invention, the differential is used to switch between a locked state and an unlocked state; in the locked state, the transmission input shaft and the transmission output shaft rotate synchronously; in the unlocked state, the transmission input shaft and the transmission output shaft rotate differentially.

[0007] The center bridge provided according to the present invention also includes a second meshing sleeve clutch, which includes a third meshing member and a fourth meshing member. The third meshing member is arranged on the transmission input shaft, and the fourth meshing member is connected to the sun gear of the differential. The third meshing member and the fourth meshing member are externally sleeved with a second meshing sleeve; the second meshing sleeve is used to switch between a third position and a fourth position. In the third position, the third meshing member and the fourth meshing member are both meshed with the second meshing sleeve, and the differential is in a locked state; in the fourth position, the second meshing sleeve is disconnected from the fourth meshing member, and the differential is in an unlocked state.

[0008] The intermediate bridge provided according to the present invention further comprises a control circuit, wherein the control circuit is used to control the working states of the second meshing sleeve clutch and the first meshing sleeve clutch.

[0009] According to the intermediate bridge provided by the present invention, the control circuit includes a first branch and a second branch connected in parallel, the first branch is provided with a second switch and a first relay in series; the second branch is provided with a third switch, a linkage switch and a second relay in series; wherein, when the first relay is powered on, the linkage switch is in an open state; and when the first relay is powered off, the linkage switch is in a closed state.

[0010] According to the intermediate bridge provided by the present invention, the control circuit further comprises a main circuit, the first branch and the second branch are both electrically connected to the main circuit, and a first switch is provided on the main circuit.

[0011] According to the mid-axle provided by the present invention, an input flange is connected to one end of the transmission input shaft away from the differential, and an output flange is connected to one end of the transmission output shaft away from the differential. The input flange is used to connect to a power source, and the output flange is used to connect to the rear axle.

[0012] The present invention further provides a vehicle, comprising a vehicle frame and a center bridge as described in any one of the above embodiments, wherein a lifting mechanism is provided between the center bridge and the vehicle frame, and the lifting mechanism is used to lift the center bridge.

[0013] According to the vehicle provided by the present invention, the vehicle is provided with a detection system, the detection system is connected to the intermediate bridge signal, and the detection system is used to detect whether the vehicle is in a stopped state.

[0014] The mid-axle provided by the present invention realizes the function of lifting the drive axle when the vehicle stops through the coordinated work between the transmission shaft, the mid-axle main reducer and the first meshing sleeve clutch, effectively reducing the energy loss of the vehicle when no additional carrying capacity is required, and improving the fuel economy and operating efficiency of the vehicle under various driving conditions.

[0015] The present invention further provides a vehicle, and because the vehicle adopts the above-mentioned middle bridge, it also has the beneficial effects of the above-mentioned middle bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 It is a structural schematic diagram of the middle bridge provided by the present invention.

[0018] Figure 2 It is a circuit diagram of the control circuit of the intermediate bridge provided by the present invention.

[0019] Figure numerals: 100: transmission shaft; 110: transmission input shaft; 120: transmission output shaft; 200: second meshing sleeve clutch; 210: third meshing member; 220: fourth meshing member; 230: second meshing sleeve; 300: first meshing sleeve clutch; 310: first meshing member; 320: second meshing member; 330: first meshing sleeve; 340: middle bridge output gear; 350: middle bridge main reduction gear; 400: differential; 600: middle bridge main reduction gear; 700: control circuit; 710: main circuit; 711: first switch; 720: first branch; 721: second switch; 722: first relay; 730: second branch; 731: third switch; 732: second relay; 733: linkage switch; 510: input flange; 520: output flange. DETAILED DESCRIPTION

[0020] The following embodiments of the present invention are described in further detail in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0021] In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limitations on the embodiments of the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0022] In the description of the embodiments of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0023] In the embodiments of the present invention, unless otherwise clearly specified and limited, the first feature being "above" or "below" the second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0024] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0025] Combine the following Figure 1-Figure 2 The mid-bridge of the present invention is described.

[0026] Figure 1Schematic diagram of the structure of the middle bridge provided by the present invention. Figure 1 A middle bridge provided by an embodiment of the present invention includes a differential 400, a transmission shaft 100, a middle bridge main reducer 600 and a first meshing sleeve clutch 300. The transmission shaft 100 is rotatably arranged on the bridge housing. The transmission shaft 100 includes a transmission input shaft 110 and a transmission output shaft 120. The transmission input shaft 110 is connected to the planetary carrier of the differential 400, and the transmission output shaft 120 is connected to the ring gear of the differential 400; the middle bridge main reducer 600 is transmission-connected to the transmission input shaft 110; the first meshing sleeve clutch 300 is arranged between the transmission input shaft 110 and the middle bridge main reducer 600, and is used to control the middle bridge main reducer 600 to switch between a power transmission state and a power disconnection state.

[0027] In the above structure, the transmission shaft 100, as an important component of power transmission, is rotatably arranged inside the axle housing, responsible for transmitting the power generated by the engine from the gearbox to the middle axle final reducer 600 and the rear axle. The rotation of the transmission input shaft 110 is the key to the vehicle's driving, which ensures that the power can be smoothly and efficiently transmitted from the engine to the drive wheels. The function of the middle axle final reducer 600 is to reduce the speed and increase the torque of the power transmitted from the transmission input shaft 110 so that the drive wheels can obtain sufficient torque to overcome the resistance during driving. The middle axle final reducer 600 can switch between two states: one is the power transmission state, and the other is the power disconnection state. When the vehicle needs additional traction, the middle axle final reducer 600 is in the power transmission state, at which time it is tightly connected to the transmission shaft 100 to ensure that the power can be transmitted to the wheels uninterruptedly.

[0028] The first meshing sleeve clutch 300 is installed at the transmission connection between the transmission shaft 100 and the middle bridge main reducer 600, and its function is to control the state switching of the middle bridge main reducer 600. When the first meshing sleeve clutch 300 is engaged, it allows power to be transmitted from the transmission shaft 100 to the middle bridge main reducer 600; and when the first meshing sleeve clutch 300 is disengaged, the power connection between the transmission shaft 100 and the middle bridge main reducer 600 is interrupted. With such a design, when the middle bridge needs to be lifted, when the vehicle is stopped, the control system controls the first meshing sleeve clutch 300 to disconnect the connection between the middle bridge main reducer 600 and the transmission shaft 100. With such a setting, when the middle bridge is lifted, power will not be transmitted to the wheels through the middle bridge main reducer 600, avoiding wheel idling. Thereby, the energy loss of the wheels is effectively reduced, and the fuel economy and operating efficiency of the vehicle are improved.

[0029] Reference Figure 1In some embodiments of the present invention, the first meshing sleeve clutch 300 includes a first meshing member 310 and a second meshing member 320, the first meshing member 310 is connected to the sun gear of the differential 400, the second meshing member 320 is connected to the middle bridge output gear 340, the middle bridge output gear 340 is meshed with the middle bridge main reduction gear 350, the middle bridge main reduction gear 350 is arranged on the input shaft of the middle bridge main reduction gear 600, and a meshing sleeve 330 is arranged outside the first meshing member 310 and the second meshing member 320; the meshing sleeve 330 is used to switch between a first position and a second position. In the first position, the first meshing member 310 and the second meshing member 320 are both meshed with the meshing sleeve 330, and the middle bridge main reduction gear 600 is in a power transmission state; in the second position, the meshing sleeve 330 is disconnected from the meshing transmission with the second meshing member 320, and the middle bridge main reduction gear 600 is in a power disconnection state.

[0030] In the above structure, when the engagement sleeve 330 is in the first position, it is engaged with the first engagement member 310 and the second engagement member 320 at the same time. At this time, the transmission input shaft 110 is transmitted to the planetary carrier of the differential 400, the planetary carrier of the differential 400 transmits power to the sun gear of the differential 400, the sun gear of the differential 400 transmits power to the first engagement member 310, the first engagement member 310 transmits power to the second engagement member 320 through the engagement sleeve 330, the second engagement member 320 transmits power to the middle bridge output gear 340, the middle bridge output gear 340 transmits power to the middle bridge main reduction gear 350, and then transmits power to the middle bridge main reduction gear 600. In the above case, the middle bridge main reduction gear 600 is in a power transmission state, ensuring that the power of the engine can be smoothly transmitted to the wheels, providing the necessary driving force for the vehicle.

[0031] When the engagement sleeve 330 is switched to the second position, the engagement between it and the second engagement member 320 is disconnected. This means that even if the first engagement member 310 is still engaged with the engagement sleeve 330, the intermediate axle final reducer 600 cannot receive the power from the transmission shaft. At this time, the intermediate axle final reducer 600 is in a power disconnection state, and the power of the transmission shaft will not be transmitted to the intermediate axle final reducer 600.

[0032] The main function of this design is that it allows the vehicle to disconnect the power connection between the intermediate axle final reducer 600 and the transmission shaft through a simple mechanical operation without all the drive axles being involved in the driving. In particular, when the vehicle is stopped, by lifting the axle and switching the engagement sleeve 330 to the second position, it is possible to avoid the axle still consuming the power of the engine in the lifted state, thereby reducing energy waste.

[0033] Reference Figure 1In some embodiments of the present invention, the differential 400 is used to switch between a locked state and an unlocked state. In the locked state, the transmission input shaft 110 and the transmission output shaft 120 rotate synchronously; in the unlocked state, the transmission input shaft 110 and the transmission output shaft 120 rotate differentially.

[0034] Reference Figure 1 In some embodiments of the present invention, a second meshing sleeve clutch 200 is further included, and the second meshing sleeve clutch 200 includes a third meshing member 210 and a fourth meshing member 220. The third meshing member 210 is arranged on the transmission input shaft 110, and the fourth meshing member 220 is connected to the sun gear of the differential 400. The third meshing member 210 and the fourth meshing member 220 are externally sleeved with a second meshing sleeve 230; the second meshing sleeve 230 is used to switch between a third position and a fourth position. In the third position, the third meshing member 210 and the fourth meshing member 220 are both meshed with the second meshing sleeve 230, and the differential 400 is in a locked state, and the transmission input shaft 110 and the transmission output shaft 120 rotate synchronously; in the fourth position, the second meshing sleeve 230 is disconnected from the fourth meshing member 220, and the differential 400 is in an unlocked state, and the transmission input shaft 110 and the transmission output shaft 120 rotate differentially.

[0035] Figure 2 The circuit diagram of the control circuit of the intermediate bridge provided by the embodiment of the present invention is illustrated.

[0036] Reference Figure 2 In some embodiments of the present invention, the middle bridge further includes a control circuit 700, which is used to control the working state of the second meshing sleeve clutch 200 and the first meshing sleeve clutch 300. Specifically, the second meshing sleeve clutch 200 and the first meshing sleeve clutch 300 are both normally closed clutches. When the second meshing sleeve clutch 200 is closed, the differential 400 is locked; when the first meshing sleeve clutch 300 is closed, the power is transmitted to the middle bridge main reducer 600. The on-off coordination of the second meshing sleeve clutch 200 and the first meshing sleeve clutch 300 realizes the on-off of the middle bridge power transmission during the lifting process without affecting the rear axle power transmission. The control circuit 700 includes a main circuit 710, a first branch 720 and a second branch 730. The first branch 720 and the second branch 730 are arranged in parallel, and the first branch 720 and the second branch 730 are both electrically connected to the main circuit 710. The main circuit 710 is provided with a first switch 711. The first branch 720 is provided with a second switch 721 and a first relay 722 in series; the second branch 730 is provided with a third switch 731, a linkage switch 733 and a second relay 732 in series; wherein, when the first relay 722 is powered on, the linkage switch 733 is in an open state; when the first relay 722 is powered off, the linkage switch 733 is in a closed state.

[0037] The present invention also provides a vehicle, comprising a frame and a middle bridge as in any one of the above embodiments, wherein a lifting mechanism is provided between the middle bridge and the frame, and the lifting mechanism is used to raise and lower the middle bridge. The vehicle is also provided with a detection system, and the detection system is connected to the middle bridge signal, and the detection system is used to detect whether the vehicle is in a stopped state. Specifically, the lifting mechanism can adopt a more efficient electric actuator to replace the traditional hydraulic lifting system. The electric actuator has a fast response speed and high precision, and can quickly lift the middle bridge at the moment the vehicle stops, thereby reducing waiting time. At the same time, the electric system itself has low energy consumption and relatively simple maintenance, which can further reduce operating costs.

[0038] The control principle of the present invention is as follows: before the driver performs the lifting operation, the detection system detects whether the vehicle is in a stopped state. When the parking space is not in a parking state, the second switch 721 is locked by electrical control and cannot be opened for lifting; when the vehicle is in a parking state, the driver can operate whether the middle bridge is lifted through the second switch 721. The second meshing sleeve clutch 200 and the first meshing sleeve clutch 300 are both normally closed clutches, so the second meshing sleeve clutch 200 and the first meshing sleeve clutch 300 have transmission failure in the working state, and can perform power transmission in the non-working state. Among them, the first relay 722 controls the operation of the first meshing sleeve clutch 300, and the second relay 732 controls the operation of the second meshing sleeve clutch 200.

[0039] When the second switch 721 is closed, the middle bridge is lifted, and the first relay 722 is energized, the first meshing sleeve clutch 300 is disconnected, and the middle bridge main reducer 600 is in a power disconnected state, thereby preventing power from being transmitted to the middle bridge main reducer 600. At the same time, the linkage switch 733 is also in a disconnected state, and the second relay 732 is in a power-off state, and the second meshing sleeve clutch 200 is in a meshing state (that is, the third meshing member 210 and the fourth meshing member 220 are both meshed with the second meshing sleeve 230), and the differential 400 is in a locked state, and the transmission input shaft 110 and the transmission output shaft 120 rotate synchronously.

[0040] When the second switch 721 is turned off, the middle bridge descends, the first relay 722 is powered off, and the linkage switch 733 is powered on. At this time, whether the transmission input shaft 110 and the transmission output shaft 120 rotate synchronously is controlled by the third switch 731.

[0041] When the third switch 731 is energized, the second relay 732 is energized, and the second meshing sleeve clutch 200 is in a disconnected state, 400 is in an unlocked state, and the transmission input shaft 110 and the transmission output shaft 120 rotate differentially.

[0042] When the third switch 731 is disconnected, the second relay 732 is also de-energized, and the second meshing sleeve clutch 200 is in a meshing state (that is, the third meshing member 210 and the fourth meshing member 220 are both meshed with the second meshing sleeve 230). At this time, the differential 400 is in a locked state, and the transmission input shaft 110 and the transmission output shaft 120 rotate synchronously.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A mid-bridge, characterized in that: include: Differential (400); A transmission shaft (100) is rotatably disposed on the bridge housing, the transmission shaft (100) comprising a transmission input shaft (110) and a transmission output shaft (120), the transmission input shaft (110) being connected to a planetary carrier of the differential (400), and the transmission output shaft (120) being connected to a ring gear of the differential (400); A mid-bridge main reducer (600) is drivingly connected to the transmission input shaft (110); The first meshing sleeve clutch (300) is provided between the transmission input shaft (110) and the mid-bridge main reducer (600) and is used to control the mid-bridge main reducer (600) to switch between a power transmission state and a power disconnection state.

2. The middle bridge according to claim 1, characterized in that: The first meshing sleeve clutch (300) comprises a first meshing member (310) and a second meshing member (320), wherein the first meshing member (310) is connected to the sun gear of the differential (400), and the second meshing member (320) is drivingly connected to the middle bridge output gear (340), the middle bridge output gear (340) is meshingly driven with the middle bridge main reduction gear (350), the middle bridge main reduction gear (350) is arranged on the input shaft of the middle bridge main reduction gear (600), and meshing sleeves (330) are arranged outside the first meshing member (310) and the second meshing member (320); The engagement sleeve (330) is used to switch between a first position and a second position. In the first position, the first engagement member (310) and the second engagement member (320) are both engaged with the engagement sleeve (330) for transmission, and the mid-axle main reducer (600) is in a power transmission state; in the second position, the engagement sleeve (330) is disconnected from the engagement transmission with the second engagement member (320), and the mid-axle main reducer (600) is in a power disconnection state.

3. The middle bridge according to claim 1, characterized in that: The differential (400) is used to switch between a locked state and an unlocked state; in the locked state, the transmission input shaft (110) and the transmission output shaft (120) rotate synchronously; in the unlocked state, the transmission input shaft (110) and the transmission output shaft (120) rotate differentially.

4. The middle bridge according to claim 3, characterized in that: It also comprises a second meshing sleeve clutch (200), the second meshing sleeve clutch (200) comprising a third meshing member (210) and a fourth meshing member (220), the third meshing member (210) being arranged on the transmission input shaft (110), the fourth meshing member (220) being connected to the sun gear of the differential (400), and the third meshing member (210) and the fourth meshing member (220) being externally sleeved with a second meshing sleeve (230); The second engagement sleeve (230) is used to switch between a third position and a fourth position. In the third position, the third engagement member (210) and the fourth engagement member (220) are both engaged with the second engagement sleeve (230), and the differential (400) is in a locked state. In the fourth position, the second engagement sleeve (230) is disconnected from the fourth engagement member (220), and the differential (400) is in an unlocked state.

5. The middle bridge according to claim 4, characterized in that: It also includes a control circuit (700), wherein the control circuit (700) is used to control the working states of the second meshing sleeve clutch (200) and the first meshing sleeve clutch (300).

6. The middle bridge according to claim 5, characterized in that: The control circuit (700) comprises a first branch (720) and a second branch (730) connected in parallel with each other, the first branch (720) being provided with a second switch (721) and a first relay (722) in series; the second branch (730) being provided with a third switch (731), a linkage switch (733) and a second relay (732) in series; Wherein, when the first relay (722) is powered on, the linkage switch (733) is in an open state; when the first relay (722) is powered off, the linkage switch (733) is in a closed state.

7. The middle bridge according to claim 6, characterized in that: The control circuit (700) further comprises a main circuit (710), the first branch circuit (720) and the second branch circuit (730) are both electrically connected to the main circuit (710), and a first switch (711) is provided on the main circuit (710).

8. The middle bridge according to any one of claims 1 to 7, characterized in that: An input flange (510) is connected to one end of the transmission input shaft (110) away from the differential (400), and an output flange (520) is connected to one end of the transmission output shaft (120) away from the differential (400). The input flange (510) is used to be connected to a power source, and the output flange (520) is used to be connected to a rear axle.

9. A vehicle, characterized in that: It comprises a vehicle frame and a middle bridge as described in any one of claims 1 to 8, wherein a lifting mechanism is provided between the middle bridge and the vehicle frame, and the lifting mechanism is used for lifting and lowering the middle bridge.

10. The vehicle according to claim 9, characterized in that The vehicle is provided with a detection system, the detection system is connected to the intermediate bridge signal, and the detection system is used to detect whether the vehicle is in a stopped state.

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