Working mode switching control method for heavy commercial vehicle with double electric drive axles

Abstract

The invention discloses a working mode switching control method of a double-electric-drive-axle heavy commercial vehicle, and relates to the technical field of new energy automobiles, the working mode switching control method of the double-electric-drive-axle heavy commercial vehicle comprises a first motor, a second motor and a third motor, the invention further comprises a vehicle starting initial working mode selection method and a vehicle starting working mode switching control method. According to the double-electric-drive-axle heavy-duty commercial vehicle, through the first drive axle and the second drive axle on the chassis, according to the initial working mode of the vehicle and the driving motors participating in driving, the double-motor driving working mode and the three-motor driving working mode; the gear shifting of the gearbox is carried out under the driving working mode to meet the power requirement of the vehicle, the gear shifting can be carried out according to the optimal dynamic property shifting strategy or the optimal economical efficiency shifting strategy, and it is guaranteed that the electric heavy-duty commercial vehicle has good dynamic property and economical efficiency.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, specifically to a working mode switching control method for a heavy commercial vehicle with dual electric drive axles. Background Technology

[0002] Electrification of heavy-duty commercial vehicles is of great significance for energy conservation and emission reduction. Electrification is a major development trend for heavy-duty commercial vehicles. Heavy-duty commercial vehicles are the main tools for road freight transportation. They have large load capacities, a wide range of power requirements, and relatively complex operating conditions. However, the drive mode of electric heavy-duty commercial vehicles is relatively simple and cannot switch between different working modes according to driving needs. As a result, electric heavy-duty commercial vehicles do not have good power and economy. To this end, we propose a working mode switching control method for heavy-duty commercial vehicles with dual electric drive axles. Summary of the Invention

[0003] The purpose of this invention is to provide a working mode switching control method for a heavy commercial vehicle with dual electric drive axles, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a working mode switching control method for a heavy commercial vehicle with dual electric drive axles, comprising a first motor, a second motor, and a third motor, and further comprising a method for selecting the initial working mode of the vehicle at start-up and a method for switching the working mode after the vehicle starts. The method for selecting the initial working mode of the vehicle at start-up includes fixed speed ratio drive of the first motor, first gear drive of the second motor, first gear drive of the third motor, first gear drive of both the second and third motors, first gear drive of both the first and second motors, first gear drive of both the first and third motors, and first gear drive of both the first, second, and third motors. The method for switching the working mode after the vehicle starts includes shift working mode switching within the same working mode class and drive motor start-stop control working mode switching between different working mode classes.

[0005] Preferably, the dual-electric drive axle heavy commercial vehicle has multiple first-gear drive modes and a single-motor fixed speed ratio drive mode as a starting mode. The drive modes of the dual-electric drive axle are classified according to the drive motors involved in the drive, including single-motor drive mode, dual-motor drive mode and three-motor drive mode.

[0006] Preferably, the method for switching the working mode after the vehicle starts, from switching from a single-motor drive working mode to a dual-motor drive working mode, and from a dual-motor drive working mode to a three-motor drive working mode, involves switching the working mode in the same gear, only involving the start and stop control of the drive motor, and not involving the switching of the gear of the transmission device.

[0007] Preferably, in the fixed speed ratio drive mode of the first motor, the gear shifting device does not participate in the drive. When switching from the fixed speed ratio drive mode of the first motor to the dual motor drive mode, it can be switched to the dual motor first motor and second motor first gear drive mode, or the dual motor first motor and third motor first gear drive mode.

[0008] Preferably, a first drive shaft is provided on the front side of the first motor, and a first differential for transmission control is installed on the first drive shaft. The first motor and the first differential are connected for transmission through a reducer. A second drive shaft is provided on one side of the second motor, and a second differential for transmission control is mounted on the second drive shaft. A gearbox for transmission speed control is mounted on the chassis. An input shaft and an output shaft are provided on the gearbox. The output shaft is connected to the second differential for transmission. The input shaft is connected to the second motor and the third motor for transmission through a power coupling device. The power coupling device includes a chassis, the input shaft of the gearbox is rotatably connected to the chassis and a driven gear is fixed thereon, two sets of mounting shafts are rotatably connected to the chassis, and a driving gear is fixed on each of the two sets of mounting shafts. The two sets of driving gears are located on both sides of the driven gear and mesh with each other. The second motor and the third motor are mounted on the chassis and their output ends are respectively connected and fixed to the two sets of mounting shafts. The chassis is provided with lubricating oil for transmission lubrication and a purification component for removing impurities from the lubricating oil. The impurity removal component includes a first connecting pipe and a second connecting pipe that are installed in communication on the chassis. The first connecting pipe and the second connecting pipe are connected by a mounting component and a mounting cylinder is provided inside the mounting cylinder for adsorption and impurity removal. A circulation component for circulating lubricating oil inside the chassis is provided between the first connecting pipe and the chassis. The adsorption and impurity removal component includes an installation plate disposed inside the installation cylinder, a plurality of installation blocks are fixed on the installation plate, and a magnetic rod is fixed on each of the installation blocks. The installation cylinder is provided with a rotating component for rotating the installation plate.

[0009] Preferably, the rotating assembly includes a mounting bracket fixed inside the mounting cylinder, a rotating shaft rotatably connected to the mounting bracket, one end of the rotating shaft being fixed to the mounting plate, and a worm gear being fixed to the other end of the rotating shaft.

[0010] Preferably, the mounting assembly includes mounting sleeves disposed on both sides of the mounting cylinder, the two sets of mounting sleeves being threadedly connected to the ends of the first connecting pipe and the second connecting pipe respectively, and the mounting sleeves and the mounting cylinder being connected and sealed by a flexible pipe.

[0011] Preferably, the circulation assembly includes a piston tube fixed to the chassis and the first connecting pipe, with both ends of the piston tube connected to the interior of the chassis and the piston tube respectively. A first one-way valve and a second one-way valve are respectively installed on the first connecting pipe and the second connecting pipe, with the first one-way valve and the second one-way valve having the same conduction direction. A piston plate is connected to the piston tube through a connecting assembly, and a compression assembly for compressing the piston plate is provided inside the chassis.

[0012] Preferably, the connecting assembly includes a push rod slidably connected to the piston tube, one end of the push rod being fixed to the piston plate, and a spring being sleeved on the outer side of the push rod.

[0013] Preferably, the extrusion assembly includes a drive disc disposed inside the chassis, the drive disc being fixed to the gearbox input shaft, and the outer side of the drive disc being fixed with multiple sets of protrusions for pressing against the ends of the push rods in a circular array.

[0014] Compared with the prior art, the beneficial effects of the present invention are: This invention relates to a dual-electric drive axle heavy-duty commercial vehicle. Through the first and second drive axles on the chassis, it can operate in multiple first-gear drive modes and a single-motor fixed-speed ratio drive mode as a starting mode. The initial starting mode is determined based on the vehicle's starting power requirements. Depending on the initial driving mode and the drive motors involved, a dual-motor drive mode or a three-motor drive mode can be used. In one type of drive mode, the gearbox shifts gears to meet the vehicle's power requirements. Gear shifting can be performed according to the optimal power switching strategy or the optimal economy switching strategy, ensuring that the electric heavy-duty commercial vehicle has good power and economy. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall external structure of the present invention; Figure 2 This is a schematic diagram of the starting working mode of a heavy commercial vehicle with dual electric drive axles according to the present invention; Figure 3 This is a schematic diagram of the fixed speed ratio working mode of the present invention; Figure 4 This is a schematic diagram of the power coupling device structure of the present invention; Figure 5 This is a schematic diagram of the internal structure of the power coupling device of the present invention; Figure 6 This is a schematic diagram of the impurity removal component structure of the present invention; Figure 7 This is a schematic diagram of the installation component structure of the present invention; Figure 8 This is a schematic diagram of the connecting component and the extrusion component of the present invention; Figure 9 This is a schematic diagram of the adsorption and removal component and the rotating component of the present invention.

[0016] In the diagram: 101, First motor; 102, First differential; 103, Reducer; 104, First drive shaft; 201, Second differential; 202, Second motor; 203, Third motor; 204, Second drive shaft; 205, Gearbox; 3, Power coupling device; 301, Chassis; 302, Driven gear; 303, Mounting shaft; 304, Driving gear; 401, First connecting pipe; 402, Second connecting pipe; 403, Mounting cylinder; 501, Mounting sleeve; 502, Flexible tube; 601, Mounting plate; 602, Mounting block; 603, Magnetic rod; 701, Mounting bracket; 702, Rotating shaft; 703, Worm gear; 801, Piston tube; 802, First one-way valve; 803, Second one-way valve; 804, Piston plate; 901, Push rod; 902, Spring; 1001, Drive plate; 1002, Protrusion. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Example 1 Please see Figures 1-9 The diagram illustrates a working mode switching control method for a dual-electric drive axle heavy commercial vehicle, comprising a first motor 101, a second motor 202, and a third motor 203. It also includes a method for selecting the initial working mode of the vehicle upon starting and a method for switching the working mode after starting. The initial working mode selection method includes fixed-ratio drive of the first motor 101, first-gear drive of the second motor 202, first-gear drive of the third motor 203, first-gear drive of both the second and third motors 202, first-gear drive of both the first and second motors 202, first-gear drive of both the first and third motors 203, and first-gear drive of all three motors. The working mode switching control method after starting includes shifting working modes within the same working mode class and switching the drive motor start / stop control working modes between different working mode classes. Dual-motor drive axle heavy commercial vehicles have multiple first-gear drive modes and one single-motor fixed speed ratio drive mode that can be used as a starting mode. The dual-motor drive axle's drive modes are classified according to the drive motors involved in the drive, including single-motor drive mode, dual-motor drive mode, and three-motor drive mode. The method for switching working modes after vehicle start-up involves switching from single-motor drive working mode to dual-motor drive working mode, and switching from dual-motor drive working mode to three-motor drive working mode. The working mode switching is performed in the same gear, which only involves the start-stop control of the drive motor and does not involve the switching of gears in the transmission device. In the fixed speed ratio drive mode of the first motor 101, the gear shifting device does not participate in the drive. When switching from the fixed speed ratio drive mode of the first motor 101 to the dual motor drive mode, it can be switched to the dual motor first gear drive mode of the first motor 101 and the second motor 202, or the dual motor first gear drive mode of the first motor 101 and the third motor 203. Dual-motor drive axle heavy-duty commercial vehicles can have multiple first-gear drive modes and one single-motor fixed-ratio drive mode as a starting mode. The initial starting mode needs to be determined based on the vehicle's starting power requirements. According to the vehicle's initial drive mode and the drive motors involved in the drive, the operation modes of the first and second drive axles are classified. In the switching of a certain type of operation mode, the start and stop of the drive motors are not involved, only the shifting of gearbox 205. The operation modes are classified according to the motors involved in the drive, including single-motor drive mode, dual-motor drive mode, and tri-motor drive mode. In a certain type of drive mode, the shifting of gearbox 205 meets the vehicle's power requirements. The shifting of gears can be carried out according to the optimal power switching strategy or the optimal economy switching strategy to ensure that the electric heavy-duty commercial vehicle has good power and economy.

[0019] Preferably, a first drive shaft 104 is provided on the front side of the first motor 101, and a first differential 102 for transmission control is mounted on the first drive shaft 104. The first motor 101 and the first differential 102 are connected and transmitted through a reducer 103. A second drive shaft 204 is provided on one side of the second motor 202. A second differential 201 for transmission control is installed on the second drive shaft 204. A gearbox 205 for transmission speed control is installed on the chassis. An input shaft and an output shaft are provided on the gearbox 205. The output shaft is connected to the second differential 201 for transmission. The input shaft is connected to the second motor 202 and the third motor 203 for transmission through a power coupling device 3. The power coupling device 3 includes a housing 301, a gearbox 205 whose input shaft is rotatably connected to the housing 301 and a driven gear 302 is fixed thereon, two sets of mounting shafts 303 are rotatably connected to the housing 301, and a driving gear 304 is fixed on the two sets of mounting shafts 303. The two sets of driving gears 304 are located on both sides of the driven gear 302 and mesh with each other. A second motor 202 and a third motor 203 are mounted on the housing 301 and their output ends are respectively connected and fixed to the two sets of mounting shafts 303. The housing 301 is provided with lubricating oil for transmission lubrication and a purification component for removing impurities from the lubricating oil. It should be noted that during the operation of the second drive axle, the second motor 202 and the third motor 203 cause the drive gears 304 on the two sets of mounting shafts 303 to rotate. During the rotation of the drive gears 304, the meshing transmission between the drive gears 304 and the driven gears 302 can drive the gearbox 205 with different torques. During the driving process, the second drive shaft 204 is rotated through the connection and transmission between the gearbox 205 and the second differential 201. The rotation of the second drive shaft 204 enables the movement and driving of the heavy commercial vehicle.

[0020] Preferably, the impurity removal component includes a first connecting pipe 401 and a second connecting pipe 402 that are connected to the chassis 301. The first connecting pipe 401 and the second connecting pipe 402 are connected by a mounting component. An adsorption and impurity removal component for auxiliary adsorption and impurity removal is provided inside the mounting cylinder 403. A circulation component for circulating lubricating oil inside the chassis 301 is provided between the first connecting pipe 401 and the chassis 301. The adsorption and impurity removal component includes a mounting plate 601 disposed inside the mounting cylinder 403. Multiple sets of mounting blocks 602 are fixed on the mounting plate 601. A magnetic rod 603 is fixed on each set of mounting blocks 602. A rotation component for rotating the mounting plate 601 is provided inside the mounting cylinder 403. It should be noted here that: through transmission, the lubricating fluid inside the chassis 301 flows between the chassis 301, the first connecting pipe 401 and the second connecting pipe 402. During the flow, the magnetic rod 603 on the mounting block 602 adsorbs the debris generated during the transmission process inside the power coupling device 3, which facilitates the efficient transmission operation of the transmission components inside the power coupling device 3.

[0021] Preferably, the rotating assembly includes a mounting bracket 701 fixed inside the mounting cylinder 403, a rotating shaft 702 rotatably connected to the mounting bracket 701, one end of the rotating shaft 702 being fixed to the mounting plate 601, and a worm gear 703 being fixed to the other end of the rotating shaft 702; It should be noted that during the flow of lubricant inside the mounting cylinder 403, the interaction between the lubricant and the worm gear 703 causes the rotating shaft 702 to rotate. During the rotation of the rotating shaft 702, the mounting disc 601 is driven to rotate. The rotation of the mounting disc 601 causes the magnetic rods 603 on each set of mounting blocks 602 to rotate inside the mounting cylinder 403. The rotation of the magnetic rods 603 facilitates more efficient adsorption and processing of the debris.

[0022] Preferably, the mounting assembly includes mounting sleeves 501 disposed on both sides of the mounting cylinder 403. The two sets of mounting sleeves 501 are threadedly connected to the ends of the first connecting pipe 401 and the second connecting pipe 402, respectively. The mounting sleeves 501 and the mounting cylinder 403 are connected and sealed by a flexible pipe 502. It should be noted here that the threaded connection between the two sets of mounting sleeves 501 and the ends of the first connecting pipe 401 and the second connecting pipe 402, and the connection of the flexible pipe 502, facilitates the installation of the auxiliary mounting cylinder 403 between the first connecting pipe 401 and the second connecting pipe 402.

[0023] Preferably, the circulation assembly includes a piston tube 801 that is fixedly connected to the housing 301 and the first connecting pipe 401. The two ends of the piston tube 801 are respectively connected to the housing 301 and the interior of the piston tube 801. A first one-way valve 802 and a second one-way valve 803 are respectively installed on the first connecting pipe 401 and the second connecting pipe 402. The first one-way valve 802 and the second one-way valve 803 are arranged in the same direction of conduction. A piston plate 804 is connected to the piston tube 801 through a connecting assembly. A pressing assembly for pressing the piston plate 804 is provided inside the housing 301. It should be noted here that: through the extrusion assembly and the connecting assembly, the push rod 901 and the piston plate 804 at one end of the push rod 901 reciprocate inside the piston tube 801. During the reciprocating motion of the piston plate 804, through the interaction of the first one-way valve 802 and the second one-way valve 803 on the first connecting pipe 401 and the second connecting pipe 402, the lubricant inside the chassis 301 flows between the chassis 301, the first connecting pipe 401 and the second connecting pipe 402.

[0024] Preferably, the connecting assembly includes a push rod 901 slidably connected to the piston tube 801, one end of the push rod 901 being fixed to the piston plate 804, and a spring 902 sleeved on the outer side of the push rod 901; the extrusion assembly includes a drive disk 1001 disposed inside the housing 301, the drive disk 1001 being fixed to the input shaft of the gearbox 205, and multiple sets of protrusions 1002 for pressing against the end of the push rod 901 being fixed in a ring array on the outer side of the drive disk 1001. It should be noted here that as the input shaft of the gearbox 205 is driven, the drive disc 1001 rotates. During the rotation of the drive disc 1001, the push action of each set of protrusions 1002 against the end of the push rod 901 and the reset action of the spring 902 on the push rod 901 after being subjected to force cause the push rod 901 and the piston plate 804 at one end of the push rod 901 to reciprocate inside the piston tube 801.

[0025] This solution provides a method for switching operating modes in a dual-electric drive axle heavy-duty commercial vehicle, comprising the following steps: Dual-motor drive axle heavy-duty commercial vehicles, via the first and second drive axles on the chassis, can operate in multiple first-gear drive modes and one single-motor fixed-ratio drive mode as a starting mode. The initial starting mode is determined based on the vehicle's starting power requirements. The operating modes of the first and second drive axles are categorized according to the initial operating mode and the drive motors involved. Switching between different operating modes does not involve starting or stopping the drive motors, only shifting gears in the transmission. When the characteristic parameters of a certain operating mode cannot meet the vehicle's power or economic needs, a switch between different modes occurs. This switching process only involves the start-stop control of the relevant drive motors and does not involve gear shifting in the transmission. From the operation of the first and second drive axles, seven drive modes can be formed (see...). Figure 2 The system determines the initial operating mode among seven driving modes. The vehicle's power demand is determined by the driver's driving intention and the vehicle's driving resistance. The operating modes are classified according to the motors involved in the drive, including single-motor driving mode, dual-motor driving mode, and tri-motor driving mode. In one type of driving mode, the gearbox 205 shifts gears to meet the vehicle's power demand. Gear shifting can be performed according to the optimal power switching strategy or the optimal economy switching strategy to ensure that the electric heavy-duty commercial vehicle has good power and economy. During the operation of the first drive axle, the first drive shaft 104 is driven to rotate through the cooperation of the first motor 101, the first differential 102, and the reducer 103. The rotation of the first drive shaft 104 enables the movement of the heavy commercial vehicle. During the operation of the second drive axle, the second motor 202 and the third motor 203 cause the drive gears 304 on the two sets of mounting shafts 303 to rotate. During the rotation of the drive gears 304, the meshing transmission between the drive gears 304 and the driven gears 302 can drive the gearbox 205 with different torques. During the driving process, the second drive shaft 204 is rotated through the connection transmission between the gearbox 205 and the second differential 201. The rotation of the second drive shaft 204 enables the movement of the heavy commercial vehicle. During the transmission control process via the power coupling device 3, the drive disc 1001 rotates as the input shaft of the gearbox 205 is driven. During this rotation, the push action of each set of protrusions 1002 against the end of the push rod 901, and the reset action of the spring 902 on the push rod 901 after being subjected to force, cause the push rod 901 and the piston plate 804 at one end of the push rod 901 to reciprocate inside the piston tube 801. During this reciprocating motion of the piston plate 804, the interaction of the first one-way valve 802 and the second one-way valve 803 on the first connecting pipe 401 and the second connecting pipe 402 causes the lubricating fluid inside the housing 301 to circulate within the housing 301 and the first connecting pipe 401. The lubricant flows between the second connecting pipe 402 and the mounting block 602. During the flow, the magnetic rod 603 on the mounting block 602 adsorbs the debris generated during the internal transmission of the power coupling device 3, which facilitates the efficient transmission operation of the transmission components inside the power coupling device 3. As the lubricant flows inside the mounting cylinder 403, the interaction between the lubricant and the worm gear 703 causes the rotating shaft 702 to rotate. During the rotation of the rotating shaft 702, the mounting plate 601 is driven to rotate. The rotation of the mounting plate 601 drives the magnetic rods 603 on each set of mounting blocks 602 to rotate inside the mounting cylinder 403. The rotation of the magnetic rods 603 facilitates more efficient adsorption of debris.

[0026] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0027] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for switching operating modes of a heavy-duty commercial vehicle with dual electric drive axles, comprising a first motor (101), a second motor (202), and a third motor (203), characterized in that, It also includes a method for selecting the initial working mode of the vehicle and a method for switching the working mode after the vehicle starts. The method for selecting the initial working mode of the vehicle starts includes a fixed speed ratio drive of the first motor (101), a first-gear drive of the second motor (202), a first-gear drive of the third motor (203), a dual-motor drive of the second motor (202) and the third motor (203) in first gear, a dual-motor drive of the first motor (101) and the second motor (202) in first gear, a dual-motor drive of the first motor (101) and the third motor (203) in first gear, and a three-motor drive of the first motor (101), the second motor (202) and the third motor (203) in first gear. The method for switching the working mode after the vehicle starts includes switching the working mode within the same working mode class and switching the drive motor start-stop control working mode between different working mode classes.

2. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 1, characterized in that: The dual-electric drive axle heavy commercial vehicle has multiple first-gear drive modes and a single-motor fixed speed ratio drive mode that can be used as a starting mode. The drive modes of the dual-electric drive axle are classified according to the drive motors involved in the drive, including single-motor drive mode, dual-motor drive mode and three-motor drive mode.

3. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 2, characterized in that: The method for switching operating modes after vehicle start-up involves switching from a single-motor drive operating mode to a dual-motor drive operating mode, and switching from a dual-motor drive operating mode to a three-motor drive operating mode, while maintaining the same gear position. It only involves the start-stop control of the drive motor and does not involve the switching of gear positions in the transmission device.

4. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 3, characterized in that: In the fixed speed ratio drive mode of the first motor (101), the gear shifting device does not participate in the drive. When switching from the fixed speed ratio drive mode of the first motor (101) to the dual motor drive mode, it can switch to the dual motor one-speed drive mode of the first motor (101) and the second motor (202), or the dual motor one-speed drive mode of the first motor (101) and the third motor (203).

5. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 1, characterized in that: A first drive shaft (104) is provided on the front side of the first motor (101), and a first differential (102) for transmission control is installed on the first drive shaft (104). The first motor (101) and the first differential (102) are connected and transmitted through a reducer (103). A second drive shaft (204) is provided on one side of the second motor (202), and a second differential (201) for transmission control is installed on the second drive shaft (204). A transmission speed control gearbox (205) is installed on the chassis. An input shaft and an output shaft are provided on the gearbox (205). The output shaft is connected to the second differential (201) for transmission. The input shaft is connected to the second motor (202) and the third motor (203) for transmission through a power coupling device (3). The power coupling device (3) includes a housing (301), the input shaft of the gearbox (205) is rotatably connected to the housing (301) and a driven gear (302) is fixed thereon, two sets of mounting shafts (303) are rotatably connected to the housing (301), and a driving gear (304) is fixed on the two sets of mounting shafts (303). The two sets of driving gears (304) are located on both sides of the driven gear (302) and mesh with each other. The second motor (202) and the third motor (203) are mounted on the housing (301) and their output ends are respectively connected and fixed to the two sets of mounting shafts (303). The housing (301) is provided with lubricating oil for transmission lubrication and a cleaning component for cleaning the lubricating oil. The impurity removal component includes a first connecting pipe (401) and a second connecting pipe (402) installed on the chassis (301). The first connecting pipe (401) and the second connecting pipe (402) are connected by a mounting component and a mounting cylinder (403) is provided inside the mounting cylinder (403) for adsorption and impurity removal. A circulation component for circulating lubricating oil inside the chassis (301) is provided between the first connecting pipe (401) and the chassis (301). The adsorption and impurity removal component includes an installation plate (601) disposed inside the installation cylinder (403), a plurality of installation blocks (602) are fixed on the installation plate (601), and a magnetic rod (603) is fixed on each of the installation blocks (602). The installation cylinder (403) is provided with a rotating component for rotating the installation plate (601).

6. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 5, characterized in that: The rotating assembly includes a mounting bracket (701) fixed inside the mounting cylinder (403), a rotating shaft (702) rotatably connected to the mounting bracket (701), one end of the rotating shaft (702) being fixed to the mounting plate (601), and a worm gear (703) being fixed to the other end of the rotating shaft (702).

7. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 4, characterized in that: The mounting assembly includes mounting sleeves (501) disposed on both sides of the mounting cylinder (403). The two sets of mounting sleeves (501) are threadedly connected to the ends of the first connecting pipe (401) and the second connecting pipe (402), respectively. The mounting sleeves (501) and the mounting cylinder (403) are connected and sealed by a flexible pipe (502).

8. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 4, characterized in that: The circulation assembly includes a piston tube (801) that is fixed to the housing (301) and the first connecting pipe (401). The two ends of the piston tube (801) are respectively connected to the interior of the housing (301) and the piston tube (801). A first one-way valve (802) and a second one-way valve (803) are respectively installed on the first connecting pipe (401) and the second connecting pipe (402). The first one-way valve (802) and the second one-way valve (803) are arranged in the same direction of conduction. A piston plate (804) is connected to the piston tube (801) through a connecting assembly. The interior of the housing (301) is provided with a pressing assembly for pressing the piston plate (804).

9. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 8, characterized in that: The connecting assembly includes a push rod (901) slidably connected to the piston tube (801), one end of the push rod (901) being fixed to the piston plate (804), and a spring (902) being sleeved on the outside of the push rod (901).

10. The working mode switching control method for a heavy-duty commercial vehicle with dual electric drive axles according to claim 9, characterized in that: The extrusion assembly includes a drive disk (1001) disposed inside the housing (301), the drive disk (1001) being fixed to the input shaft of the gearbox (205), and the outer side of the drive disk (1001) being fixed with a plurality of protrusions (1002) for pressing against the end of the push rod (901) in a ring array.

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