Cooling and lubricating system, vehicle and control method of cooling and lubricating system

Abstract

The invention provides a cooling and lubricating system, a vehicle and a control method of the cooling and lubricating system. The system comprises an oil pan and a conveying pipeline, and the inlet end of the conveying pipeline communicates with the oil pan; the power element, the filtering element, the driving element, the heat exchange element and the speed reduction element are sequentially arranged on the conveying pipeline in the conveying direction of lubricating oil. The outlet end of the conveying pipeline communicates with the oil pan. The temperature detection part is arranged between the filtering element and the driving element so as to detect the real-time temperature of the lubricating oil filtered by the filtering element; and the controller is connected with the temperature detection part so as to control at least one of the rotating speed of the power element, the rotating speed of the driving element, the rotating speed of the speed reduction element and the heat exchange efficiency of the driving element according to the real-time temperature. And the size is huge.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a cooling and lubrication system, a vehicle, and a control method for the cooling and lubrication system. Background Technology

[0002] Compared to traditional axles, electric drive axles significantly shorten the drivetrain length and improve system transmission efficiency by directly integrating the motor into the axle housing. However, due to the stringent constraints of vehicle space layout, electric drive axles place higher demands on structural integration. Current mainstream technologies still employ an independent dual-circuit design for the cooling and lubrication of the motor and reducer, with separate oil pumps, filters, pipelines, and heat exchangers, and using lubricants with different viscosities and performance characteristics. This structure results in a large number of components, system complexity, and bulky size. Furthermore, the inconsistent oil types and fragmented thermal management lead to problems such as low cooling and lubrication efficiency, increased power consumption, increased costs, and difficulties in maintenance. Summary of the Invention

[0003] The main objective of this invention is to provide a cooling and lubrication system, a vehicle, and a control method for the cooling and lubrication system, in order to solve the problems of system complexity and large size caused by the independent dual-circuit design of the cooling and lubrication of the motor and reducer in the prior art.

[0004] To achieve the above objectives, according to one aspect of the present invention, a cooling and lubrication system suitable for electric drive axles is provided. The cooling and lubrication system includes an oil pan and a delivery pipe, the inlet end of which is connected to the oil pan; a power element, a filter element, a drive element, a heat exchange element, and a reduction element are sequentially arranged on the delivery pipe along the delivery direction of the lubricating oil, the outlet end of which is connected to the oil pan; a temperature detection element is disposed between the filter element and the drive element to detect the real-time temperature of the lubricating oil after filtration by the filter element; and a controller is connected to the temperature detection element to control at least one of the rotational speed of the power element, the rotational speed of the drive element, the rotational speed of the reduction element, and the heat exchange efficiency of the heat exchange element according to the real-time temperature.

[0005] Furthermore, the heat exchange element includes a heat exchange body and a cooling component. The cooling component has an inlet and an outlet. The heat exchange body has a first heat exchange channel and a second heat exchange channel that are independent of each other. The two ends of the first heat exchange channel are respectively connected to the conveying pipeline, and the two ends of the second heat exchange channel are respectively connected to the inlet and the outlet, so as to dissipate heat from the lubricating oil in the conveying pipeline through the heat exchange body.

[0006] According to another aspect of the present invention, a vehicle is provided, including the cooling and lubrication system described above.

[0007] According to another aspect of the present invention, a control method for a cooling and lubrication system is provided. The control method is applicable to the aforementioned cooling and lubrication system. The control method includes determining, after the electric drive bridge is powered on, acquiring the real-time temperature of the lubricating oil filtered by the filter element in the cooling and lubrication system, determining the operating mode of the electric drive bridge based on the real-time temperature, and adjusting the operating state of at least one of the power element, drive element, heat exchange element, and deceleration element in the cooling and lubrication system according to the operating mode.

[0008] Further, the step of determining the operating mode of the electric drive bridge based on real-time temperature includes: when the real-time temperature is within a first temperature range, determining that the electric drive bridge is in a cold start forced heating mode; when the real-time temperature is within a second temperature range, determining that the electric drive bridge is in a cold start mode; when the real-time temperature is within a third temperature range, determining that the electric drive bridge is in a standard operating mode; and when the real-time temperature is within a fourth temperature range, determining that the electric drive bridge is in an error reporting mode. Specifically, when in the cold start forced heating mode, the viscosity of the lubricating oil is greater than or equal to the first viscosity value; when in the cold start mode, the viscosity of the lubricating oil is greater than or equal to the second viscosity value and less than the first viscosity value; when in the standard operating mode, the viscosity of the lubricating oil is greater than the third viscosity value and less than or equal to the fourth viscosity value; and when in the error reporting mode, the viscosity of the lubricating oil is less than or equal to the third viscosity value.

[0009] Furthermore, after determining that the electric drive bridge is in the cold start forced heating mode, the process also includes controlling the rotation of the drive element and controlling the reduction element to be in neutral to generate heat to increase the temperature of the lubricating oil; and / or controlling the coolant in the cooling components of the cooling lubrication system to be delivered to the second heat exchange pipe in the heat exchange element to exchange heat with the lubricating oil in the first heat exchange pipe in the heat exchange element to increase the temperature of the lubricating oil.

[0010] Furthermore, after determining that the electric drive axle is in cold start mode, the control method also includes controlling the power element to operate at maximum speed to lubricate the drive element and the reduction element.

[0011] Furthermore, after determining that the electric drive axle is in the standard operating mode, the control method further includes determining that the electric drive axle is in a first heating condition when the real-time temperature is within a fifth temperature range; determining that the electric drive axle is in a second heating condition when the real-time temperature is within a sixth temperature range; and determining that the electric drive axle is in a third heating condition when the real-time temperature is within a seventh temperature range. Specifically, when in the first heating condition, the real-time speed of the power element is within a first preset range; when in the second heating condition, the real-time speed of the power element is within a second preset range; and when in the third heating condition, the real-time speed of the power element is within a third preset range. The fifth temperature range is less than the sixth temperature range, and the sixth temperature range is less than the seventh temperature range.

[0012] Furthermore, after determining that the electric drive bridge is in a first heating condition, the control method further includes: controlling the power element to operate at a minimum speed; and / or, after determining that the electric drive bridge is in a second heating condition, the control method further includes: controlling the power element to operate at a minimum speed while simultaneously controlling the flow rate of cooling water entering the heat exchange element to increase by a set step size; and / or, after determining that the electric drive bridge is in a third heating condition, the control method further includes: controlling the power element to operate at a minimum speed while simultaneously controlling the cooling water to enter the heat exchange element at a maximum flow rate.

[0013] Furthermore, after determining that the electric drive axle is in error mode, the control method also includes controlling the power element to operate at maximum speed and controlling the cooling water to enter the drive element at maximum flow rate to cool the lubricating oil.

[0014] By applying the technical solution of this invention, the electric drive axle cooling and lubrication system provided in this application integrates lubrication and cooling functions by sharing a lubrication circuit between the drive element and the reduction element, and by having the lubricating oil flow sequentially through the power element, filter element, drive element, heat exchange element, and reduction element before returning to the oil pan. The power element drives the lubricating oil circulation, and the filter element filters impurities before entering the drive element, ensuring the clean lubrication requirements of the drive element and the reduction element. The temperature detection element monitors the lubricating oil temperature entering the drive element in real time, and the controller coordinates the oil pump speed, motor speed, reducer neutral state, and coolant flow rate in the heat exchange element based on the temperature signal. This allows the system to rapidly heat up during cold starts by generating heat through friction between the motor and the reducer in neutral, combined with heat exchange from the vehicle's residual heat, achieving precise temperature control. Since the heat exchange element is located after the motor, the lubricating oil absorbs heat from the motor before entering the heat exchange element, creating a larger temperature difference with the coolant and significantly improving heat exchange efficiency. The system automatically triggers maximum oil volume and maximum cooling flow protection when the temperature exceeds the limit, preventing lubrication failure. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0016] Figure 1 A structural diagram of the cooling and lubrication system according to an embodiment of this application is shown;

[0017] Figure 2 A flowchart of a control method according to an embodiment of this application is shown.

[0018] The above figures include the following reference numerals:

[0019] 1. Oil pan; 2. Power element; 3. Filter element; 4. Drive element; 5. Heat exchange element; 51. Heat exchange body; 52. Cooling component; 6. Reduction element; 7. Temperature detection element; 8. Controller; 9. Flow regulating valve. Detailed Implementation

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] Compared to traditional axles, electric drive axles significantly shorten the drivetrain length and improve system transmission efficiency by directly integrating the motor into the axle housing. However, due to the stringent constraints of vehicle space layout, electric drive axles place higher demands on structural integration. Current mainstream technologies still employ an independent dual-loop design for the cooling and lubrication of the motor and reducer, with separate oil pumps, filters, pipelines, and heat exchangers, and using lubricants of different viscosities and performance characteristics. This structure results in a large number of components, system complexity, and bulky size. Furthermore, the inconsistent oil types and fragmented thermal management lead to problems such as low cooling and lubrication efficiency, increased power consumption, increased costs, and difficulties in maintenance. The main objective of this invention is to provide a cooling and lubrication system, a vehicle, and a control method for the cooling and lubrication system, to solve the problems of system complexity and bulky size caused by the existing independent dual-loop design for the cooling and lubrication of the motor and reducer.

[0022] In response to the above technical problems, such as Figures 1 to 2 As shown, this application embodiment first provides a cooling and lubrication system, which is suitable for electric drive bridges. The cooling and lubrication system includes an oil pan 1 and a delivery pipe. The oil pan 1 is used to provide lubricating oil, and the inlet end of the delivery pipe is connected to the oil pan 1.

[0023] The power element 2, filter element 3, drive element 4, heat exchange element 5, and reduction element 6 are all sequentially arranged on the conveying pipeline along the conveying direction of the lubricating oil. The outlet end of the conveying pipeline is connected to the oil pan 1. In this embodiment, the power element 2 is an oil pump. The power element 2 allows the lubricating oil in the oil pan 1 to enter the conveying pipeline. The lubricating oil entering the conveying pipeline enters the filter element 3 for filtration under the continued action of the power element 2, and then flows into the drive element 4. After exchanging heat with the drive element 4, it enters the heat exchange element 5 for heat exchange. The lubricating oil after heat exchange enters the reduction element 6 to achieve cooling and lubrication of the reduction element 6, and then enters the oil pan 1 through the conveying pipeline. In this embodiment, the drive element 4 is a motor, and the reduction element 6 is a reducer. The filter element 3 is a filter, and its filtration characteristics can meet the cleanliness requirements of the lubricating oil for the drive element 4 and the reduction element 6. The reduction element 6 can realize speed ratio adjustment and has a neutral mode.

[0024] Temperature detection element 7 is set between filter element 3 and drive element 4 to detect the real-time temperature of lubricating oil after being filtered by filter element 3. That is, temperature detection element 7 needs to detect the real-time temperature of lubricating oil entering drive element 4.

[0025] The controller 8 is connected to the temperature detection element 7. The temperature detection element 7 feeds back the detected real-time temperature to the controller, which then controls at least one of the following based on the real-time temperature: the rotational speed of the power element 2, the rotational speed of the drive element 4, the rotational speed of the deceleration element 6, and the heat exchange efficiency of the heat exchange element 5.

[0026] Furthermore, the heat exchange element 5 includes a heat exchange body 51 and a cooling component 52. The cooling component 52 has an inlet and an outlet. The heat exchange body 51 has a first heat exchange channel and a second heat exchange channel that are independent of each other. The two ends of the first heat exchange channel are respectively connected to the conveying pipeline, and the two ends of the second heat exchange channel are respectively connected to the inlet and the outlet. A flow regulating valve 9 is provided on the second heat exchange channel. The controller 8 is signal-connected to the flow regulating valve 9. The flow regulating valve 9 can adjust the flow rate of the coolant entering the second heat exchange channel according to the real-time temperature, thereby realizing the heat dissipation of the lubricating oil in the conveying pipeline through the heat exchange body 51.

[0027] The electric drive axle cooling and lubrication system provided in this application integrates lubrication and cooling functions by sharing a lubrication circuit between the drive element 4 and the reduction element 6, and by having the lubricating oil flow sequentially through the power element 2, filter element 3, drive element 4, heat exchange element 5, and reduction element 6 before returning to the oil pan 1. The power element 2 drives the lubricating oil circulation, and the filter element 3 filters impurities before entering the drive element 4, ensuring the clean lubrication requirements of the drive element 4 and the reduction element 6. The temperature detection element 7 monitors the lubricating oil temperature entering the drive element 4 in real time, and the controller coordinates the oil pump speed, motor speed, reducer neutral state, and coolant flow rate in the heat exchange element 5 based on the temperature signal. This allows the system to rapidly heat up during cold starts by generating heat through friction between the motor and the reducer in neutral, combined with heat exchange from the vehicle's residual heat, achieving precise temperature control. Since the heat exchange element 5 is located after the motor, the lubricating oil absorbs heat from the motor and enters the heat exchange body 51, creating a larger temperature difference with the coolant and significantly improving heat exchange efficiency. The system automatically triggers maximum oil volume and maximum cooling flow protection when the temperature exceeds the limit to prevent lubrication failure.

[0028] This application also provides a vehicle including the above-described cooling and lubrication system.

[0029] This application embodiment also provides a control method for a cooling and lubrication system. The control method is applicable to the above-mentioned cooling and lubrication system. The control method includes determining the real-time temperature of the lubricating oil after it has been filtered by the filter element 3 in the cooling and lubrication system after the electric drive bridge is powered on, determining the working mode of the electric drive bridge based on the real-time temperature, and adjusting the working state of at least one of the power element 2, drive element 4, heat exchange element 5 and deceleration element 6 in the cooling and lubrication system according to the working mode.

[0030] The control method of the cooling and lubrication system provided in this application collects the real-time temperature of the lubricating oil after it has been filtered by the filter after the electric drive bridge is powered on, and determines the working mode of the electric drive bridge based on the temperature value. Then, it controls the oil pump speed, motor running status, reducer neutral mode and coolant flow rate in heat exchange element 5 in a coordinated manner to achieve precise adaptation of lubrication and cooling requirements under different working conditions.

[0031] Furthermore, the steps for determining the operating mode of the electric drive bridge based on real-time temperature include:

[0032] When the real-time temperature is within the first temperature range (in this embodiment, the first temperature range is between -40℃ and -25℃, and the specific real-time temperature can be -30℃), the ambient temperature is too low, and the viscosity of the lubricating oil is too high. The viscosity of the lubricating oil is typically between 110 Pa·s and 20 Pa·s. When the real-time temperature is -30℃, the corresponding viscosity of the lubricating oil is 22 Pa·s. Therefore, under this condition, the electric drive bridge is determined to be in the cold start forced heating mode. At this time, it is necessary to control the rotation of the drive element 4 and control the reduction element 6 to be in neutral to generate heat. The temperature of the lubricating oil can be increased by controlling the coolant in the cooling component 52 of the cooling lubrication system to be delivered to the second heat exchange pipe in the heat exchange element 5 to exchange heat with the lubricating oil in the first heat exchange pipe in the heat exchange element 5; or the temperature of the lubricating oil can be increased by controlling the drive element 4 to rotate while controlling the coolant in the cooling component 52 of the cooling lubrication system to be delivered to the second heat exchange pipe in the heat exchange element 5 to exchange heat with the lubricating oil in the first heat exchange pipe in the heat exchange element 5.

[0033] The cooling and lubrication system control method provided in this application embodiment acquires the temperature of the lubricating oil filtered by the filter in real time after the electric drive bridge is powered on, and automatically identifies the cold start forced heating mode, cold start mode, standard working mode, or error mode based on the temperature, and then controls the oil pump speed, motor operating status, reducer neutral mode, and coolant flow rate in heat exchange element 5 in a coordinated manner: In the cold start forced heating mode, the motor runs and the reducer runs in neutral to generate heat through internal friction, and assists in heating with the vehicle coolant; in the cold start mode, the oil pump runs at maximum speed to maintain basic lubrication and does not start heat exchange; in the standard working ... In the standard operating state, the oil pump flow rate and cooling water flow rate are adjusted in stages according to the lubricating oil temperature. When the heat generation is low, the oil pump operates at a low flow rate and the heat exchanger is closed. When the heat generation is medium to high, the heat exchanger body 51 is turned on in sequence and the oil pump speed is increased. In the system over-temperature error state, the oil pump runs at full speed and the cooling water flow rate is at its maximum, while the motor output is limited. This control method is based on real-time feedback of lubricating oil temperature to achieve dynamic matching between cooling and lubrication actions and heat load. It does not require an independent heating device or two sets of lubrication systems. While ensuring reliable lubrication and heat dissipation of the motor and reducer, it reduces system energy consumption and the number of components, and improves control response speed and operational reliability.

[0034] When the real-time temperature is within the second temperature range (in this embodiment, the second temperature range is between -25°C and 35°C, and the specific real-time temperature can be 0°C), it is determined that the electric drive bridge is in cold start mode. At this time, it is necessary to control the power element 2 to run at the maximum speed to generate heat and increase the temperature of the lubricating oil.

[0035] When the real-time temperature is within the third temperature range (in this embodiment, the first temperature range is between 35℃ and 110℃, and the specific real-time temperature can be 60℃), the viscosity of the lubricating oil is relatively low. When the real-time temperature is 60℃, the corresponding viscosity of the lubricating oil is 0.038 Pa·s. Therefore, in this case, the electric drive axle is determined to be in standard operating mode. In standard operating mode, it is also necessary to determine the current heating condition of the electric drive axle. When the real-time temperature is within the fifth temperature range (between 35℃ and 60℃), the electric drive axle is determined to be in the first heating condition. In this case, the overall heating power of the vehicle is less than the heat exchange power of the vehicle. Therefore, it is necessary to control the power element 2 to operate at the minimum speed to ensure lubrication requirements. When the real-time temperature is within the sixth temperature range (between 60℃ and 85℃), the electric drive axle is determined to be in the second heating condition. In this case, the overall heating power of the vehicle is slightly higher than the heat exchange power of the vehicle. Therefore, it is necessary to control the power element 2 to operate at the minimum speed and simultaneously control the... The flow rate of cooling water entering the heat exchange element 5 is increased by setting a step size (e.g., increasing the opening of the flow regulating valve 9 by 10%). When the real-time temperature is within the seventh temperature range (between 85°C and 110°C), the electric drive bridge is determined to be in the third heating condition. At this time, the power element 2 needs to be controlled to operate at the minimum speed, while the cooling water is controlled to enter the heat exchange element 5 at the maximum flow rate. Specifically, when in the first heating condition, the real-time speed of the power element 2 is within the first preset range (at this time, the speed of the oil pump is between 15% and 50% of the rated maximum speed); when in the second heating condition, the real-time speed of the power element 2 is within the second preset range (at this time, the speed of the oil pump is between 50% and 75% of the rated maximum speed); when in the third heating condition, the real-time speed of the power element 2 is within the third preset range (at this time, the speed of the oil pump is between 75% and 100% of the rated maximum speed). The fifth temperature range is smaller than the sixth temperature range, and the sixth temperature range is smaller than the seventh temperature range.

[0036] When the real-time temperature is within the fourth temperature range (between 110℃ and 120℃), it is determined that the electric drive bridge is in error mode. At this time, it is necessary to control the power element 2 to run at the maximum speed and control the cooling water to enter the drive element 4 at the maximum flow rate in order to cool the lubricating oil.

[0037] Specifically, when in cold start forced heating mode, the viscosity of the lubricating oil is greater than or equal to the first viscosity value (greater than or equal to 20 Pa·s); when in cold start mode, the viscosity of the lubricating oil is greater than or equal to the second viscosity value (5 Pa·s) and less than the first viscosity value (20 Pa·s); when in standard working mode, the viscosity of the lubricating oil is greater than the third viscosity value (0.01 Pa·s) and less than or equal to the fourth viscosity value (0.08 Pa·s); when in error reporting mode, the viscosity of the lubricating oil is less than or equal to the third viscosity value (0.01 Pa·s).

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0040] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0041] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0042] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0043] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A cooling and lubrication system suitable for electric drive axles, characterized in that, The cooling and lubrication system includes: An oil pan (1) and a delivery pipe, wherein the inlet end of the delivery pipe is connected to the oil pan (1); The power element (2), filter element (3), drive element (4), heat exchange element (5) and deceleration element (6) are all arranged sequentially on the conveying pipe along the conveying direction of the lubricating oil, and the outlet end of the conveying pipe is connected to the oil pan (1). A temperature detection element (7) is disposed between the filter element (3) and the drive element (4) to detect the real-time temperature of the lubricating oil after it has been filtered by the filter element (3); The controller (8) is connected to the temperature detection element (7) to control at least one of the following based on the real-time temperature: the rotational speed of the power element (2), the rotational speed of the drive element (4), the rotational speed of the deceleration element (6), and the heat exchange efficiency of the heat exchange element (5).

2. The cooling and lubrication system according to claim 1, characterized in that, The heat exchange element (5) includes a heat exchange body (51) and a cooling component (52). The cooling component (52) has an inlet and an outlet. The heat exchange body (51) has a first heat exchange channel and a second heat exchange channel that are independent of each other. The two ends of the first heat exchange channel are respectively connected to the conveying pipe. The two ends of the second heat exchange channel are respectively connected to the inlet and the outlet, so as to dissipate heat from the lubricating oil in the conveying pipe through the heat exchange body (51).

3. A vehicle comprising a cooling and lubrication system, characterized in that, The cooling and lubrication system is the cooling and lubrication system according to any one of claims 1 to 2.

4. A control method for a cooling and lubrication system, the control method being applicable to the cooling and lubrication system according to any one of claims 1 to 2, characterized in that, The control method includes: After the electric drive bridge is powered on, the real-time temperature of the lubricating oil filtered by the filter element (3) in the cooling and lubrication system is obtained, so as to determine the working mode of the electric drive bridge according to the real-time temperature, and adjust the working state of at least one of the power element (2), drive element (4), heat exchange element (5) and deceleration element (6) in the cooling and lubrication system according to the working mode.

5. The control method for the cooling and lubrication system according to claim 4, characterized in that, The step of determining the operating mode of the electric drive bridge based on the real-time temperature includes: When the real-time temperature is within the first temperature range, the electric drive bridge is determined to be in cold start forced heating mode; When the real-time temperature is within the second temperature range, it is determined that the electric drive bridge is in cold start mode; When the real-time temperature is within the third temperature range, the electric drive bridge is determined to be in standard operating mode. When the real-time temperature is within the fourth temperature range, it is determined that the electric drive bridge is in error reporting mode; Specifically, when in the cold start forced heating mode, the viscosity of the lubricating oil is greater than or equal to a first viscosity value; when in the cold start mode, the viscosity of the lubricating oil is greater than or equal to a second viscosity value and less than the first viscosity value; when in the standard working mode, the viscosity of the lubricating oil is greater than a third viscosity value and less than or equal to a fourth viscosity value; and when in the error reporting mode, the viscosity of the lubricating oil is less than or equal to the third viscosity value.

6. The control method for the cooling and lubrication system according to claim 5, characterized in that, Following the step of determining that the electric drive bridge is in cold start forced heating mode, the method further includes: Controlling the rotation of the drive element (4) and controlling the reduction element (6) to be in neutral to generate heat, thereby increasing the temperature of the lubricating oil; and / or, The coolant in the cooling component (52) of the control cooling and lubrication system is delivered to the second heat exchange pipe in the heat exchange element (5) to exchange heat with the lubricating oil in the first heat exchange pipe in the heat exchange element (5) to increase the temperature of the lubricating oil.

7. The control method for the cooling and lubrication system according to claim 5, characterized in that, After determining that the electric drive bridge is in cold start mode, the control method further includes: The power element (2) is controlled to operate at maximum speed to lubricate the drive element (4) and the reduction element (6).

8. The control method for the cooling and lubrication system according to claim 5, characterized in that, After determining that the electric drive bridge is in standard operating mode, the control method further includes: When the real-time temperature is within the fifth temperature range, the electric drive bridge is determined to be in the first heating condition; When the real-time temperature is within the sixth temperature range, the electric drive bridge is determined to be in the second heating condition. When the real-time temperature is within the seventh temperature range, the electric drive bridge is determined to be in the third heating condition. Wherein, when in the first heating condition, the real-time rotation speed of the power element (2) is within the first preset range; when in the second heating condition, the real-time rotation speed of the power element (2) is within the second preset range; when in the third heating condition, the real-time rotation speed of the power element (2) is within the third preset range, the fifth temperature range is smaller than the sixth temperature range, and the sixth temperature range is smaller than the seventh temperature range.

9. The control method for the cooling and lubrication system according to claim 8, characterized in that, After determining that the electric drive bridge is in the first heating condition, the control method further includes: controlling the power element (2) to operate at a minimum speed; and / or, After determining that the electric drive bridge is in the second heating condition, the control method further includes: controlling the power element (2) to operate at a minimum speed, and simultaneously controlling the flow rate of cooling water entering the heat exchange element (5) to increase by a set step size; and / or, After determining that the electric drive bridge is in the third heating condition, the control method further includes: controlling the power element (2) to run at the minimum speed and controlling the cooling water to enter the heat exchange element (5) at the maximum flow rate.

10. The control method for the cooling and lubrication system according to claim 5, characterized in that, After determining that the electric drive bridge is in error reporting mode, the control method further includes: The power element (2) is controlled to run at maximum speed, and the cooling water is controlled to enter the drive element (4) at maximum flow rate to cool the lubricating oil.

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