Electric drive system, control method and vehicle with electric drive system

Abstract

The invention provides an electric driving system, a control method and a vehicle with the electric driving system, and the electric driving system comprises a first driving part which is provided with a first output shaft; the second driving part and the first driving part are arranged at an interval, and the second driving part is provided with a second output shaft; the first end of the gear shifting part is in sliding connection with one of the first output shaft and the second output shaft, and the second end of the gear shifting part is connected with the other one of the first output shaft and the second output shaft; and the execution end of the adjusting part is connected with the gear shifting part, and the adjusting part is used for adjusting the rotating speed difference between the first output shaft and the second output shaft. The movement of the gear shifting part is controlled through the adjusting part, the rotating speed difference between the first output shaft and the second output shaft can be accurately adjusted, and therefore it is ensured that under various driving scenes, the electric drive system can achieve optimal power distribution, the escape capacity and the cross-country performance of a vehicle are improved, and the driving safety is improved. The problem that in the prior art, efficiency is low when dual-motor dynamic coupling and separation are achieved is solved.

Description

Technical Field

[0001] The present invention relates to the field of electric drive technology, and in particular to an electric drive system, a control method, and a vehicle having the same. Background Art

[0002] Electric drive systems are widely used in electric and hybrid vehicles to achieve efficient and environmentally friendly propulsion. Traditional electric drive systems often use a single motor or multiple motors to couple and decouple power through complex transmission structures, such as multi-plate wet clutches, dog clutches, or synchronizers, to adapt to different driving scenarios and operating conditions.

[0003] However, when realizing dual-motor power coupling and separation, the electric drive system faces problems such as low efficiency, insufficient reliability, high cost, and slow response speed. Especially when fast switching, high torque and complex working conditions are required, the limitations of existing technologies are more obvious.

[0004] To address the above issues, no effective solutions have been proposed so far. Summary of the Invention

[0005] The main purpose of the present invention is to provide an electric drive system, a control method and a vehicle having the same, so as to solve the problem of low efficiency in achieving dual-motor power coupling and separation in the prior art.

[0006] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, there is provided an electric drive system, comprising: a first drive unit, the first drive unit having a first output shaft; a second drive unit, the second drive unit being spaced apart from the first drive unit, the second drive unit having a second output shaft; a shift unit, a first end of the shift unit being slidingly connected to one of the first output shaft and the second output shaft, and a second end of the shift unit being connected to the other of the first output shaft and the second output shaft; and an adjustment unit, an execution end of the adjustment unit being connected to the shift unit, the adjustment unit being used to adjust the speed difference between the first output shaft and the second output shaft.

[0007] Furthermore, the electric drive system further includes: an electric drive housing having an accommodating cavity, the shifting portion being arranged in the accommodating cavity, and at least a portion of the shifting portion being connected to the electric drive housing.

[0008] Furthermore, the shifting portion includes: a first locking assembly, the first locking assembly is connected to one of the first output shaft and the second output shaft; a gear sleeve, the gear sleeve and the first locking assembly are set at a distance, the gear sleeve is slidingly connected to the other of the first output shaft and the second output shaft, the gear sleeve has a combined position combined with the first locking assembly, and the gear sleeve has a disengaged position separated from the first locking assembly; a sliding sleeve, the sliding sleeve is slidingly connected to the gear sleeve, at least part of the sliding sleeve is connected to the execution end; wherein the sliding sleeve has a working position and an idle position, when the gear sleeve is in the combined position, the sliding sleeve is in the working position, and when the gear sleeve is in the disengaged position, the sliding sleeve is in the idle position.

[0009] Furthermore, the shifting part also includes: a return spring, the first end of the return spring is connected to at least part of the gear sleeve, and the second end of the return spring is connected to the sliding sleeve; wherein, when the adjustment part controls the sliding sleeve to move to the working position, the sliding sleeve compresses the return spring.

[0010] Furthermore, the first locking assembly includes: an engaging tooth, the engaging tooth sleeve is provided on one of the first output shaft and the second output shaft, and when the tooth sleeve is located at the engaging position, the engaging tooth is engaged with the tooth sleeve.

[0011] Furthermore, the first locking assembly further includes: a bushing, which is sleeved on at least a portion of the outer side wall of the engaging tooth.

[0012] Furthermore, the shifting unit further includes: a force sensor, which is used to collect elastic force data of the return spring.

[0013] A control method for an electric drive system, applied to the above-mentioned electric drive system, includes: obtaining gear data in response to a gear shift instruction; generating a first control instruction set based on the gear data, the first control instruction set being used to control the gear shift unit to be in a first target gear mode, the first target gear mode including: a neutral mode and a direct gear mode.

[0014] Furthermore, after generating the first control instruction set, it also includes: periodically acquiring elastic force data, judging the elastic force data based on the elastic force threshold, and obtaining a first judgment result; in response to the judgment result that the elastic force data is greater than the elastic force threshold, acquiring the first output shaft speed and the second output shaft speed; judging the first output shaft speed and the second output shaft speed based on the speed threshold, and obtaining a second judgment result; in response to the second judgment result, generating a second control instruction set and a third control instruction set, the second control instruction set is used to control the first drive unit to be in a second target working mode, and the third control instruction set is used to control the second drive unit to be in a third target working mode, the second target working mode includes: a first acceleration mode and a first deceleration mode, and the third target working mode includes: a second acceleration mode and a second deceleration mode.

[0015] A vehicle comprises a vehicle body and the above-mentioned electric drive system.

[0016] By applying the technical solution of the present invention, the movement of the shift part is controlled by the adjustment part, so that the speed difference between the first output shaft and the second output shaft can be accurately adjusted, thereby ensuring that the electric drive system can achieve optimal power distribution in various driving scenarios, improving the vehicle's escape ability and off-road performance, and solving the problem of low efficiency in realizing dual-motor power coupling and separation in the existing technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0018] Figure 1 It shows a schematic structural diagram of a first embodiment of an electric drive system according to the present invention;

[0019] Figure 2 It shows a structural schematic diagram of a second embodiment of an electric drive system according to the present invention;

[0020] Figure 3 A schematic structural diagram of a first embodiment of a first driving unit and a second driving unit in an electric drive system according to the present invention is shown;

[0021] Figure 4 It shows a structural schematic diagram of a third embodiment of an electric drive system according to the present invention;

[0022] Figure 5 A flow chart showing a method for controlling an electric drive system according to one embodiment of the present invention is shown;

[0023] Figure 6 This is a structural block diagram of a control device for an electric drive system provided in one embodiment of the present application.

[0024] The above drawings include the following reference numerals:

[0025] 10. First driving unit;

[0026] 101. First output shaft;

[0027] 20. Second driving unit;

[0028] 201, second output shaft;

[0029] 30. Gear shift unit;

[0030] 40. Regulation Department;

[0031] 301, engaging teeth;

[0032] 302, bushing;

[0033] 303, gear sleeve;

[0034] 304, return spring;

[0035] 305, sliding sleeve;

[0036] 306, limiting ring;

[0037] 307, limited plug shaft;

[0038] 501, drive motor;

[0039] 502, driving gear;

[0040] 503, intermediate shaft driving gear;

[0041] 504, intermediate shaft;

[0042] 505, intermediate shaft driven gear;

[0043] 506. Output gear. DETAILED DESCRIPTION

[0044] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0045] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0046] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0047] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0048] As one of the core technologies of modern electric and hybrid vehicles, electric drive systems are responsible for converting electrical energy into mechanical energy to propel the vehicle forward or backward. With the rapid development of electric and hybrid vehicle technology, the design and performance of electric drive systems are also evolving to adapt to increasingly diverse and complex driving scenarios and operating conditions, such as urban transportation, high-speed driving, off-roading, and escape from obstacles. However, traditional electric drive systems often have to compromise between efficiency, reliability, cost, and responsiveness when addressing these demands. This is primarily due to their design principles and structural characteristics.

[0049] Early electric and hybrid vehicles often employed a single motor for their electric drive systems. While this design was simple, it proved inadequate when faced with high torque demands or complex operating conditions. For example, when demanding off-road capabilities or escape from obstacles, a single motor might not provide sufficient torque, limiting the vehicle's performance in challenging conditions.

[0050] To address the limitations of a single motor's output, modern electric drive systems are exploring dual-motor or even multi-motor configurations. While combining multiple motors provides greater torque and more flexible power distribution, it also presents the technical challenge of achieving efficient and reliable coupling and decoupling between motors. While existing coupling and decoupling technologies, such as multi-plate wet clutches, dog clutches, or synchronizers, can meet these requirements to a certain extent, they still present the following key challenges:

[0051] Wet clutches require constant force to operate, resulting in energy loss and reducing the overall efficiency of the electric drive system. Especially under high torque conditions, wet clutches are prone to slippage, further exacerbating energy efficiency issues. Furthermore, the hydraulic actuator response time of multi-plate wet clutches is long, especially in low-temperature environments. Increased oil viscosity significantly reduces clutch response speed, impacting vehicle controllability and driving experience.

[0052] The dog clutch's engagement process is relatively slow, and at high speeds, the impact of engagement can cause vehicle vibration and noise, impacting ride comfort and driving safety. Furthermore, the dog clutch's structural design can limit its performance under high-torque conditions, while also compromising its engagement and disengagement reliability under complex operating conditions.

[0053] Although the synchronizer increases the engagement speed when achieving dual-motor power coupling and separation, its structure is complex and the manufacturing cost is relatively high. Moreover, when faced with extreme working conditions, the performance of the synchronizer may not fully meet the requirements, especially in power distribution scenarios that require high precision and high reliability.

[0054] In summary, existing electric drive systems face multiple challenges in terms of efficiency, reliability, cost, and responsiveness when implementing dual-motor power coupling and decoupling. The limitations of existing technologies are particularly pronounced when rapid switching, high torque output, and complex operating conditions are required. This limits the overall performance of the electric drive system, the driving experience, and the market competitiveness of electric and hybrid vehicles. Therefore, developing an electric drive system with dual-motor coupling and decoupling that overcomes these technical challenges and achieves high efficiency, reliability, cost-effectiveness, and rapid response has become a key research direction in the current industry.

[0055] Combine Figure 1 、 Figure 2 and Figure 3 As shown, according to a specific embodiment of the present application, an electric drive system is provided, including: a first drive unit 10, a second drive unit 20, an adjustment unit 40 and a shift unit 30, the first drive unit 10 has a first output shaft 101, the second drive unit 20 is spaced apart from the first drive unit 10, the second drive unit 20 has a second output shaft 201, a first end of the shift unit 30 is slidingly connected to one of the first output shaft 101 and the second output shaft 201, a second end of the shift unit 30 is connected to the other of the first output shaft and the second output shaft, an execution end of the adjustment unit 40 is connected to the shift unit 30, and the adjustment unit 40 is used to adjust the speed difference between the first output shaft 101 and the second output shaft 201.

[0056] By applying this embodiment, the movement of the shift unit 30 is controlled by the adjustment unit 40, and the speed difference between the first output shaft 101 and the second output shaft 201 can be accurately adjusted, thereby ensuring that the electric drive system can achieve optimal power distribution in various driving scenarios, improving the vehicle's escape ability and off-road performance, and solving the problem of low efficiency in achieving dual-motor power coupling and separation in the existing technology.

[0057] Furthermore, the electric drive system also includes an electric drive housing having a receiving cavity, a shift unit 30 disposed within the receiving cavity, and at least a portion of the shift unit 30 being connected to the electric drive housing. The direct connection between the shift unit 30 and the electric drive housing helps enhance system stability. During the shifting process, the mechanical stress and vibration experienced by the shift unit 30 can be effectively absorbed by the electric drive housing, avoiding instability during power switching and enhancing the stability of the entire electric drive system.

[0058] In an exemplary embodiment, Figure 4 As shown, the first driving unit 10 or the second driving unit 20 includes: a driving motor 501, a driving gear 502, an intermediate shaft 504, an intermediate shaft driven gear 505, an intermediate shaft driving gear 503 and an output gear 506. The driving gear 502 is mounted on the main shaft of the driving motor 501, and the intermediate shaft 504 is rotatably arranged on the housing of the corresponding driving unit. The intermediate shaft driven gear 505 and the intermediate shaft driving gear 503 are respectively mounted on the intermediate shaft 504, and the intermediate shaft driven gear 505 is meshed with the driving gear 502. The output gear 506 is mounted on the corresponding first output shaft 101 or the second output shaft 201, and the output gear 506 is meshed with the intermediate shaft driven gear 505.

[0059] The meshing of the driving gear 502 and the intermediate shaft driven gear 505 ensures efficient power transmission from the drive motor 501 to the intermediate shaft 504. Furthermore, the meshing of the intermediate shaft driving gear 503 and the output gear 506 enables efficient power transmission from the intermediate shaft to the first output shaft 101 or the second output shaft 201, reducing energy loss and improving overall drive efficiency. The intermediate shaft 504, acting as the intermediate link in power transmission, and the intermediate shaft driven gear 505 and intermediate shaft driving gear 503 mounted thereon, precisely control torque distribution, enabling the output gear 506 to accurately deliver the required torque based on the vehicle's driving requirements, thereby optimizing the vehicle's dynamic response and handling performance.

[0060] In an exemplary embodiment, the shift unit 30 includes a first locking assembly, a gear sleeve 303, and a sliding sleeve 305. The first locking assembly is connected to one of the first output shaft and the second output shaft. The gear sleeve 303 and the first locking assembly are spaced apart. The gear sleeve 303 is slidably connected to the other of the first output shaft and the second output shaft. The gear sleeve 303 has an engaged position in which it engages with the first locking assembly, and a disengaged position in which it disengages from the first locking assembly. The sliding sleeve 305 is slidably connected to the gear sleeve 303, and at least a portion of the sliding sleeve 305 is connected to the actuator end. The sliding sleeve 305 has a working position and an idle position. When the gear sleeve 303 is in the engaged position, the sliding sleeve 305 is in the working position. When the gear sleeve 303 is in the disengaged position, the sliding sleeve 305 is in the idle position. A limiting ring 306 is mounted on the gear sleeve 303 to limit the position of the sliding sleeve 305.

[0061] The engagement or disengagement of gear sleeve 303 and the first locking assembly achieves power coupling or decoupling between the first and second output shafts. This design precisely controls the speed differential between the dual motor output shafts, ensuring optimal power distribution in various driving scenarios. For example, in complex off-road conditions, the synchronization or differential speed of the left and right motor output shafts can be quickly adjusted based on wheel adhesion, improving vehicle maneuverability and escapeability.

[0062] The sliding connection between sliding sleeve 305 and gear sleeve 303, combined with control from the actuator (i.e., the actuator of adjustment unit 40), enables extremely rapid power coupling and decoupling. When the system needs to quickly respond to driver input or vehicle status changes, sliding sleeve 305 can quickly move to either the active or idle position, engaging or decoupling gear sleeve 303. This rapid response is particularly critical in emergencies or situations requiring immediate power adjustments.

[0063] In an exemplary embodiment, the shift unit 30 further includes a limiting plug shaft 307 connected to the electric drive housing, and a sliding sleeve 305 is mounted on the limiting plug shaft 307. The limiting plug shaft 307 provides precise guidance for the movement of the sliding sleeve 305, ensuring that the sliding sleeve can move smoothly along a preset path during the shifting process, avoiding unnecessary deviation or shaking, and improving the accuracy and reliability of the shifting.

[0064] Furthermore, the shift unit 30 further includes a return spring 304, a first end of which is connected to at least a portion of the gear sleeve 303, and a second end of which is connected to the sliding sleeve 305. When the adjustment unit 40 controls the sliding sleeve 305 to move to the working position, the sliding sleeve 305 compresses the return spring 304.

[0065] Return spring 304 is compressed as sliding sleeve 305 moves to its operating position. When adjustment unit 40 no longer controls sliding sleeve 305, or the system receives a disengagement signal, the elastic force of return spring 304 automatically pushes sliding sleeve 305 back to its idle position, simultaneously driving gear sleeve 303 back to its disengaged position. This automatic return feature improves system responsiveness. When the driver or vehicle control system requests a mode change, it quickly restores the powertrain to its initial state, enhancing both driving experience and safety.

[0066] During the engagement of the gear sleeve 303 with the first locking assembly, the compression of the return spring 304 cushions the impact force that may be generated by the movement of the sliding sleeve 305, reducing the hard impact when the gear sleeve 303 contacts the output shaft, effectively reducing component wear and extending the service life of the electric drive system. The cushioning effect of the return spring 304 is particularly significant during high-speed shifting, significantly reducing vibration and noise during the shifting process.

[0067] In this embodiment, the first locking assembly includes a coupling tooth 301, which is mounted on one of the first and second output shafts. When the toothed sleeve 303 is in the engaged position, the coupling tooth 301 engages with the toothed sleeve 303. Coupling tooth 301 is mounted directly on one of the output shafts. When the toothed sleeve 303 moves to the engaged position and engages with the coupling tooth 301, direct power coupling is achieved between the two motor output shafts, reducing energy loss during power transmission and improving the efficiency of the electric drive system. Compared to traditional wet clutches or synchronizers, the direct engagement of the coupling tooth and toothed sleeve reduces the need for complex transmission structures, thereby optimizing the power transmission path.

[0068] The engagement and disengagement of the clutch 301 and the gear sleeve 303 are controlled by the sliding sleeve 305 and the adjustment unit 40, resulting in rapid response. This design enables the electric drive system to instantly adjust the speed difference between the left and right motor output shafts based on the vehicle's driving state or the driver's control needs, improving the vehicle's escape ability and off-road performance. When rapid power distribution mode switching is required, the direct linkage between the clutch and the gear sleeve ensures a quick response, avoiding the hysteresis effect of a traditional clutch.

[0069] Furthermore, the first locking assembly includes a bushing 302, which is mounted on at least a portion of the outer wall of the engaging tooth 301. As an additional structure on the outer side of the engaging tooth 301, the bushing 302 significantly enhances the stability of the engaging tooth when engaged with the gear sleeve 303. The bushing provides additional support, ensuring radial stability of the engaging tooth under high torque, preventing deformation or displacement, and thus ensuring the accuracy and reliability of power transmission.

[0070] In one exemplary embodiment, the shift unit 30 further includes a force sensor for collecting data on the spring force of the return spring 304. This force sensor monitors the spring force of the return spring 304 in real time, providing accurate feedback to the electronically controlled actuator. This enables the control system to adjust the movement distance and speed of the sliding sleeve 305 based on the current spring force, ensuring accurate engagement or disengagement of the gear sleeve 303 and the engaging teeth 301, thereby improving the accuracy and reliability of the shifting operation.

[0071] According to an embodiment of the present invention, a control method for an electric drive system is provided. In this embodiment, it should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0072] The method embodiment can be executed in an electronic device or similar computing device including a memory and a processor. Taking running on a controller as an example, the controller may include one or more processors (the processor may include but is not limited to a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a programmable logic device (Field Programmable Gate Array, FPGA), a neural network processor (NPU), a tensor processing unit (TPU), an artificial intelligence (AI) type processor, etc.) and a memory for storing data. Optionally, the above-mentioned controller may also include a transmission device, an input and output device, and a display device for communication functions. It will be understood by those skilled in the art that the above-mentioned structural description is only illustrative and does not limit the structure of the above-mentioned controller. For example, the controller may also include more or fewer components than the above-mentioned structural description, or have a configuration different from the above-mentioned structural description.

[0073] The memory can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the control method of the electric drive system in the embodiment of the present invention. The processor executes various functional applications and data processing by running the computer program stored in the memory, that is, realizes the control method of the electric drive system mentioned above. The memory may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include a memory remotely located relative to the processor, and these remote memories may be connected to the mobile terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0074] The transmission device is used to receive or send data via a network. Specific examples of the aforementioned network may include a wireless network provided by a communications provider of the mobile terminal. In one embodiment, the transmission device includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one embodiment, the transmission device can be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0075] The display device can be, for example, a touch-screen liquid crystal display (LCD) and a touch display (also referred to as a "touch screen" or "touch display"). The liquid crystal display enables the user to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), and the user can interact with the GUI by finger contacts and / or gestures on the touch-sensitive surface. The human-computer interaction functions here optionally include the following interactions: creating web pages, drawing, word processing, making electronic documents, games, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital videos, playing digital music and / or web browsing, etc. The executable instructions for performing the above-mentioned human-computer interaction functions are configured / stored in a computer program product or readable storage medium executable by one or more processors.

[0076] According to another specific embodiment of the present application, a control method for an electric drive system is also provided. Figure 5 As shown, the control method applied to the above electric drive system includes:

[0077] S110, acquiring gear position data in response to a gear shift instruction;

[0078] In S110, the shift command can come from the driver's operation, such as physical operation of the shift lever, shift paddles, or driving mode selection knob, or from the vehicle's autonomous driving system, which is automatically issued by the vehicle's central processing unit or controller area network (CAN) based on the vehicle's status. These commands are usually determined based on the vehicle's current speed, acceleration, driving mode, and the driver's throttle / brake inputs, with the purpose of optimizing the efficiency of the engine and drive motor, or adapting to specific driving conditions, such as off-road, rainy and snowy roads, or highway driving.

[0079] Based on the collected data, a control unit (such as an ECU) executes a decision-making algorithm that takes into account factors such as the driver's preferences, vehicle performance, and economy. If the data indicates a gear shift is necessary, a corresponding shift instruction is generated, including parameters such as the target gear and shift speed. After the control unit makes a decision, the gear data is analyzed to ensure that the actuator (such as an electric actuator) can accurately execute the shift action. The process of obtaining gear data in response to the shift instruction is a highly integrated and complex operation that combines real-time sensor input, precise actuator control, and intelligent decision-making algorithms. This process not only ensures driving comfort and safety, but also optimizes the vehicle's dynamic performance and energy efficiency.

[0080] S120 , generating a first control instruction set based on the gear data, wherein the first control instruction set is used to control the gear shift unit to be in a first target gear mode, wherein the first target gear mode includes a neutral mode and a direct gear mode.

[0081] In S120, after receiving the shift instruction, the control unit (ECU) first parses the target gear information contained therein. The gear data may come from the driver's physical operation (such as a shift lever or shift paddles) or the vehicle's automatic driving system (which automatically issues instructions based on vehicle status such as speed, acceleration, road conditions, etc.). The parsed data will include the driver's desired gear type, that is, neutral mode or direct mode. The direct mode is when the gear sleeve 303 has an engaged position with the first locking assembly, and the neutral mode is when the gear sleeve 303 has a disengaged position with the first locking assembly.

[0082] During the shifting process, especially at the moment when the gear sleeve is about to engage or disengage with the engaging teeth, the system periodically obtains data on the return spring's force through a force sensor. This mechanism ensures that the system can monitor the spring's working status in real time and make timely adjustments to the shifting process.

[0083] The system sets a certain spring force threshold to distinguish between normal spring force range and abnormal conditions. If the system determines that the spring force data exceeds the preset threshold, it means that the engagement of the sleeve and the engaging teeth may be hindered, and further control measures need to be taken.

[0084] Speed data acquisition: When the system detects abnormal elastic force data, that is, greater than the elastic force threshold, it will immediately obtain the real-time speed of the first output shaft (such as the shaft connected to the left drive motor) and the second output shaft (such as the shaft connected to the right drive motor) to evaluate the actual operation of the current power system.

[0085] The system sets speed thresholds to determine whether the output shaft speed is within the normal range. Based on the speed data, the system generates a second judgment to identify whether there is a large speed difference or a shaft speed that is too low, which may indicate that the powertrain needs to adjust to cope with different loads or road conditions.

[0086] Based on the second judgment result, if the operating mode of the first drive unit (such as the left drive motor) needs to be adjusted, the system will generate a second control instruction set. This instruction set may include a first acceleration mode (increasing power output to match the speed of the second output shaft) or a first deceleration mode (reducing power output to accommodate the lower speed requirement). In this way, the system can ensure that the left and right drive systems can operate synchronously during gear shifts, avoiding vehicle handling problems caused by torque imbalance.

[0087] Similarly, based on the second determination result, the system generates a third set of control instructions to control the operating mode of the second drive unit (e.g., the right drive motor), including a second acceleration mode or a second deceleration mode. By adjusting the output of the second drive unit, the system can further balance the load of the entire powertrain and achieve a smoother shifting experience.

[0088] After generating the second and third control instruction sets, the system immediately sends these instructions to the corresponding drive units (motors). Upon receiving the instructions, the drive units adjust their operating states to achieve the target operating mode of acceleration, deceleration, or speed matching. This process requires high coordination and rapid response to ensure smooth and efficient shifting.

[0089] This allows for real-time monitoring and adjustments during the shift process, ensuring optimal powertrain performance. This mechanism not only improves shift reliability but also automatically optimizes the operating modes of the left and right drive systems based on actual operating conditions to accommodate sudden changes in driving conditions or load demands. For example, if the vehicle needs to quickly escape a jam, the drive mode can be adjusted to increase the output of one drive motor, thereby improving the vehicle's maneuverability. Furthermore, during stable high-speed driving, the drive mode can be adjusted to achieve more efficient energy use and minimize energy loss.

[0090] In this embodiment, after generating the first control instruction set, it also includes: periodically acquiring elastic force data, judging the elastic force data based on the elastic force threshold, and obtaining a first judgment result; in response to the judgment result that the elastic force data is greater than the elastic force threshold, acquiring the first output shaft speed and the second output shaft speed; judging the first output shaft speed and the second output shaft speed based on the speed threshold, and obtaining a second judgment result; in response to the second judgment result, generating a second control instruction set and a third control instruction set, the second control instruction set is used to control the first drive unit to be located in the second target working mode, and the third control instruction set is used to control the second drive unit to be located in the third target working mode, the second target working mode includes: a first acceleration mode and a first deceleration mode, and the third target working mode includes: a second acceleration mode and a second deceleration mode.

[0091] The above-described optional embodiment of the present application can achieve the following beneficial effects: intelligent and adaptive shifting process control is achieved through precise control of spring force, output shaft speed, and drive unit operating mode. This control logic is a significant achievement in the development of modern electric drive technology, improving vehicle controllability and driving experience while also enhancing overall system performance and energy efficiency.

[0092] Figure 6 FIG. 1 is a structural block diagram of a control device for an electric drive system according to one embodiment of the present invention. Figure 6 The device comprises:

[0093] an acquisition module, configured to acquire gear position data in response to a gear shift instruction;

[0094] A generating module is used to generate a first control instruction set based on the gear data, wherein the first control instruction set is used to control the gear shifting unit to be located in a first target gear mode, wherein the first target gear mode includes: a neutral mode and a direct gear mode.

[0095] Furthermore, after generating the first control instruction set, it also includes: periodically acquiring elastic force data, judging the elastic force data based on the elastic force threshold, and obtaining a first judgment result; in response to the judgment result that the elastic force data is greater than the elastic force threshold, acquiring the first output shaft speed and the second output shaft speed; judging the first output shaft speed and the second output shaft speed based on the speed threshold, and obtaining a second judgment result; in response to the second judgment result, generating a second control instruction set and a third control instruction set, the second control instruction set is used to control the first drive unit to be in a second target working mode, and the third control instruction set is used to control the second drive unit to be in a third target working mode, the second target working mode includes: a first acceleration mode and a first deceleration mode, and the third target working mode includes: a second acceleration mode and a second deceleration mode.

[0096] It should be noted that the above modules can be implemented through software or hardware. For the latter, it can be implemented in the following ways, but not limited to: the above modules are all located in the same processor; or the above modules are located in different processors in any combination.

[0097] According to one embodiment of the present invention, an electronic device is provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the above-mentioned control method of the electric drive system when running.

[0098] Optionally, in this embodiment, the processor may be configured to execute the following steps through a computer program:

[0099] Step S1, acquiring gear position data in response to a gear shift instruction;

[0100] Step S2: generating a first control instruction set based on the gear data, wherein the first control instruction set is used to control the gear shift unit to be located in a first target gear mode, wherein the first target gear mode includes a neutral mode and a direct gear mode.

[0101] According to one embodiment of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute the above-mentioned control method of the electric drive system.

[0102] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0103] Step S1, acquiring gear position data in response to a gear shift instruction;

[0104] Step S2: generating a first control instruction set based on the gear data, wherein the first control instruction set is used to control the gear shift unit to be located in a first target gear mode, wherein the first target gear mode includes a neutral mode and a direct gear mode.

[0105] Optionally, in this embodiment, the above-mentioned storage medium may include but is not limited to: a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store computer programs.

[0106] According to one embodiment of the present invention, a computer program product is further provided, including a computer program, which implements the above-mentioned control method of the electric drive system when executed by a processor.

[0107] Optionally, in this embodiment, the computer program product may be configured as a computer program for executing the following steps:

[0108] Step S1, acquiring gear position data in response to a gear shift instruction;

[0109] Step S2: generating a first control instruction set based on the gear data, wherein the first control instruction set is used to control the gear shift unit to be located in a first target gear mode, wherein the first target gear mode includes a neutral mode and a direct gear mode.

[0110] According to another specific embodiment of the present application, a vehicle is also provided, including a vehicle body and the above-mentioned electric drive system.

[0111] By implementing the differential locking function, the vehicle can effectively increase torque output to the high-adhesion wheel end under off-road or complex road conditions, significantly enhancing the vehicle's ability to escape from difficulties. Especially on low-friction roads such as mud, snow or sand, the vehicle's passability is greatly improved.

[0112] The above-described optional embodiments of the present application can achieve the following beneficial effects: intelligently managing the battery charging and discharging process, ensuring optimal battery operation through precise state-of-charge calibration strategies and temperature regulation modes. This efficient energy management not only improves battery charging and discharging efficiency but also reduces energy loss, enabling more economical energy use and improved vehicle endurance during driving.

[0113] In this application, a plurality refers to two or more.

[0114] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0115] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0116] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0117] Unless otherwise specified, all steps of the present application may be performed sequentially or randomly. For example, a statement that the method includes steps A and B indicates that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, a statement that the method may also include step C indicates that step C may be added to the method in any order, for example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0118] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

[0119] In this application, a plurality refers to two or more.

[0120] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0121] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0122] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0123] Unless otherwise specified, all steps of the present application may be performed sequentially or randomly. For example, a statement that the method includes steps A and B indicates that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, a statement that the method may also include step C indicates that step C may be added to the method in any order, for example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0124] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. An electric drive system, characterized in that: include: A first driving part (10), wherein the first driving part (10) has a first output shaft (101); a second driving part (20), the second driving part (20) being spaced apart from the first driving part (10), and the second driving part (20) having a second output shaft (201); a shifting portion (30), wherein a first end of the shifting portion (30) is slidably connected to one of the first output shaft (101) and the second output shaft (201), and a second end of the shifting portion (30) is connected to the other of the first output shaft and the second output shaft; An adjusting part (40), an execution end of the adjusting part (40) is connected to the shifting part (30), and the adjusting part (40) is used to adjust the speed difference between the first output shaft (101) and the second output shaft (201).

2. The electric drive system according to claim 1, characterized in that: The electric drive system further includes: An electric drive housing has an accommodating cavity, the shifting portion (30) is arranged in the accommodating cavity, and at least a portion of the shifting portion (30) is connected to the electric drive housing.

3. The electric drive system according to claim 1, characterized in that: The shifting unit (30) includes: a first locking assembly connected to one of the first output shaft and the second output shaft; a gear sleeve (303), wherein the gear sleeve (303) and the first locking assembly are spaced apart from each other, the gear sleeve (303) is slidably connected to the other of the first output shaft and the second output shaft, the gear sleeve (303) has a combined position for combining with the first locking assembly, and a separated position for separating from the first locking assembly; A sliding sleeve (305), wherein the sliding sleeve (305) is slidably connected to the gear sleeve (303), and at least a portion of the sliding sleeve (305) is connected to the execution end; The sliding sleeve (305) has a working position and an idle position. When the gear sleeve (303) is located at the engaging position, the sliding sleeve (305) is located at the working position. When the gear sleeve (303) is located at the separating position, the sliding sleeve (305) is located at the idle position.

4. The electric drive system according to claim 3, characterized in that: The shifting unit (30) further includes: a return spring (304), wherein a first end of the return spring (304) is connected to at least a portion of the gear sleeve (303), and a second end of the return spring (304) is connected to the sliding sleeve (305); In the process where the adjusting portion (40) controls the sliding sleeve (305) to move to the working position, the sliding sleeve (305) compresses the return spring (304).

5. The electric drive system according to claim 4, characterized in that: The first locking assembly comprises: The engaging teeth (301) are sleeved on one of the first output shaft and the second output shaft, and when the gear sleeve (303) is located at the combined position, the engaging teeth (301) are combined with the gear sleeve (303).

6. The electric drive system according to claim 5, characterized in that: The first locking assembly further includes: A bushing (302) is sleeved on at least a portion of the outer side wall of the engaging tooth (301).

7. The electric drive system according to claim 5, characterized in that: The shifting unit (30) further includes: A force sensor is used to collect elastic force data of the return spring (304).

8. A control method for an electric drive system, applied to the electric drive system according to any one of claims 1 to 7, characterized in that: include: Responding to a gear shift instruction, acquiring gear position data; Based on the gear data, a first control instruction set is generated, where the first control instruction set is used to control the gear shift unit to be in a first target gear mode, where the first target gear mode includes a neutral mode and a direct gear mode.

9. The control method according to claim 8, characterized in that: After generating the first control instruction set, the method further includes: periodically acquiring elastic force data, and judging the elastic force data based on an elastic force threshold to obtain a first judgment result; In response to the determination that the elastic force data is greater than the elastic force threshold, acquiring a first output shaft speed and a second output shaft speed; determining the first output shaft speed and the second output shaft speed based on a speed threshold to obtain a second determination result; In response to the second judgment result, a second control instruction set and a third control instruction set are generated, the second control instruction set is used to control the first drive unit to be in a second target operating mode, and the third control instruction set is used to control the second drive unit to be in a third target operating mode, the second target operating mode includes: a first acceleration mode and a first deceleration mode, and the third target operating mode includes: a second acceleration mode and a second deceleration mode.

10. A vehicle, characterized in that: The vehicle comprises a vehicle body and the electric drive system according to any one of claims 1 to 7.

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