Electric drive axle, vehicle and control method for a vehicle

Abstract

The application discloses an electric drive axle, a vehicle and a control method of the vehicle. The electric drive axle comprises a driving motor, a first gear and a second gear. The electric drive axle can be switched between a first state in which a driving shaft and the first gear are relatively locked in a circumferential direction and a second state in which the driving shaft and the second gear are relatively locked in the circumferential direction. The electric drive axle further comprises an intermediate shaft, a third gear, a fourth gear and a fifth gear. The third gear, the fourth gear and the fifth gear are fixedly connected. The intermediate shaft is in transmission connection with the first gear. The third gear is in meshing connection with the second gear. The electric drive axle further comprises a differential mechanism, a main shaft, a sixth gear and a seventh gear. The electric drive axle can be switched between a third state in which the main shaft and the sixth gear are relatively locked in the circumferential direction and a fourth state in which the main shaft and the seventh gear are relatively locked in the circumferential direction. The intermediate shaft is in transmission connection between the differential mechanism and the main shaft. The sixth gear is in meshing connection with the fourth gear. The seventh gear is in meshing connection with the fifth gear. According to the electric drive axle, the space utilization rate is high, and the structure is relatively compact.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an electric drive axle, a vehicle, and a method for controlling the vehicle. Background Technology

[0002] With the acceleration of the electrification of heavy trucks, electric drive axles are being used more and more in heavy trucks. In related technologies, electric drive axles occupy a large space, affecting the layout of other components on the vehicle. Summary of the Invention

[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, this application proposes an electric drive axle, a vehicle including the aforementioned electric drive axle, and a vehicle control method applied to the aforementioned vehicle.

[0004] According to the first aspect of this application, an electric drive bridge includes: a drive motor, a first gear, and a second gear. The drive motor has a drive shaft, and both the first gear and the second gear are rotatably mounted on the drive shaft. The electric drive bridge is switchable between a first state in which the drive shaft and the first gear are locked relative to each other in the circumferential direction, and a second state in which the drive shaft and the second gear are locked relative to each other in the circumferential direction. An intermediate shaft, a third gear, a fourth gear, and a fifth gear are also included. The third gear, the fourth gear, and the fifth gear are rotatably mounted on the intermediate shaft, and the third gear, the fourth gear, and the fifth gear are fixedly connected. The intermediate shaft is connected to the first gear... A gear drive connection is provided, wherein the third gear meshes with the second gear; a differential, a main shaft, a sixth gear, and a seventh gear are provided, the differential has an output shaft, the main shaft is sleeved on the output shaft, the main shaft and the output shaft are clearance-fitted, the sixth gear and the seventh gear are rotatably sleeved on the main shaft, the electric drive bridge is switchable between a third state in which the main shaft and the sixth gear are locked relative to each other in the circumferential direction and a fourth state in which the main shaft and the seventh gear are locked relative to each other in the circumferential direction, an intermediate shaft drive connection is provided between the differential and the main shaft, the sixth gear meshes with the fourth gear, and the seventh gear meshes with the fifth gear.

[0005] According to the electric drive axle of the first aspect of this application, the main shaft is loosely fitted on the output shaft, and the space occupied by the main shaft and the output shaft overlaps, resulting in a high space utilization rate on the electric drive axle. At the same time, only an intermediate shaft is set between the drive shaft of the drive motor and the main shaft, making the structure of the electric drive axle more compact. Thus, the space occupied by the electric drive axle can be reduced, allowing for more layout space on the vehicle, thereby facilitating the layout of other components on the vehicle.

[0006] According to some embodiments of this application, the electric drive bridge further includes an eighth gear and a ninth gear, wherein the eighth gear is fixedly sleeved on the intermediate shaft, the ninth gear is fixedly sleeved on the main shaft, the eighth gear meshes with the first gear, and the eighth gear meshes with the ninth gear.

[0007] According to some embodiments of this application, the electric drive bridge further includes a tenth gear and an eleventh gear, wherein the tenth gear is fixedly sleeved on the intermediate shaft, the eleventh gear is disposed on the differential and is connected to the output shaft for transmission, and the tenth gear meshes with the eleventh gear.

[0008] According to some embodiments of this application, the electric drive bridge further includes: a first shift member movably disposed on the drive shaft, the first shift member having a first position and a second position, in the first position, the first shift member engaging between the drive shaft and the first gear to lock the first gear and the drive shaft relative to each other in the circumferential direction, and in the second position, the first shift member engaging between the drive shaft and the second gear to lock the second gear and the drive shaft relative to each other in the circumferential direction.

[0009] According to some embodiments of this application, there are two drive motors, two first gears, two second gears, and two first shifters. The two drive motors are a first motor and a second motor, the first motor has a first drive shaft, the second motor has a second drive shaft, the two first gears are a first gear and a second gear, the two second gears are a third gear and a fourth gear, and the two first shifters are a shifter one and a shifter two. The first gear and the third gear are rotatably mounted on the first drive shaft, the shifter one is movably mounted on the first drive shaft, the second gear and the fourth gear are rotatably mounted on the second drive shaft, and the shifter two is movably mounted on the second drive shaft.

[0010] According to some embodiments of this application, the electric drive bridge further includes an eighth gear and a ninth gear, the eighth gear being fixedly sleeved on the intermediate shaft, the ninth gear being fixedly sleeved on the main shaft, and the first gear, the third gear, and the ninth gear all meshing with the eighth gear.

[0011] According to some embodiments of this application, the electric drive bridge further includes: a second shift member movably disposed on the main shaft, the second shift member having a third position and a fourth position, in the third position, the second shift member engaging between the main shaft and the sixth gear to lock the main shaft and the sixth gear relative to each other in the circumferential direction, and in the fourth position, the second shift member engaging between the main shaft and the seventh gear to lock the main shaft and the seventh gear relative to each other in the circumferential direction.

[0012] According to some embodiments of this application, the electric drive bridge further includes a power take-off (PTO) adapted to mesh with the sixth gear.

[0013] The vehicle according to the second aspect of this application includes: the electric drive axle according to the first aspect of this application; a detection module for detecting the slope of the vehicle; a shifting module for performing disengagement and shifting of the electric drive axle; and a control module electrically connected to the drive motor, the detection module, and the shifting module, the control module being used to determine the state of the vehicle and issue commands during the shifting process of the electric drive axle.

[0014] According to the second aspect of this application, by setting the electric drive axle according to the first aspect of this application, the electric drive axle occupies less space, which can reduce the difficulty of arranging components on the vehicle, and the vehicle can adjust the state when shifting gears according to the slope, thereby optimizing the power output of the vehicle.

[0015] The vehicle control method according to the third aspect of this application, applied to the vehicle according to the second aspect of this application, includes: confirming that the electric drive axle needs to shift gears; obtaining the vehicle's gradient; obtaining a target speed based on the target gear and the vehicle's gradient; controlling the electric drive axle to clear torque and disengage; adjusting the speed of the drive motor to the target speed; and shifting the electric drive axle into the target gear.

[0016] According to the vehicle control method of the third aspect of this application, by adjusting the speed of the drive motor in advance according to the slope of the vehicle before shifting gears, the shifting efficiency can be improved, and the output torque of the electric drive axle after shifting gears has a high degree of adaptability to the torque actually required by the vehicle, which can improve the user's driving experience.

[0017] According to some embodiments of this application, obtaining the target speed based on the target gear and the vehicle's slope includes: obtaining the base speed of the target gear; obtaining the corrected speed based on the target gear and the vehicle's slope, and the sum of the base speed and the corrected speed forms the target speed.

[0018] According to some embodiments of this application, obtaining the corrected speed based on the target gear and the vehicle's slope includes: obtaining a first preset speed and a second preset speed based on the target gear; comparing the vehicle's slope with a first preset angle and a second preset angle, wherein the first preset angle is greater than the second preset angle; if the vehicle's slope > the first preset angle, the first preset speed is set as the corrected speed; if the second preset angle ≤ the vehicle's slope ≤ the first preset angle, the corrected speed is 0; if the vehicle's slope < the second preset angle, the second preset speed is set as the corrected speed.

[0019] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of an electric drive bridge according to an embodiment of this application.

[0021] Figure 2 This is a schematic diagram of an electric drive bridge according to another embodiment of this application.

[0022] Figure 3 This is a schematic diagram of an electric drive bridge according to another embodiment of this application.

[0023] Figure 4 This is a flowchart of a vehicle control method according to an embodiment of this application.

[0024] Figure 5 This is a flowchart of a vehicle control method according to another embodiment of this application.

[0025] Figure 6 This is a flowchart of a vehicle control method according to another embodiment of this application.

[0026] Figure label: 100. Electric drive bridge; 10. Drive motor; 11. Drive shaft; 12. First connecting spline; 13. First gear; 131. Gear No. 1; 132. Gear No. 2; 14. Second gear; 141. Gear No. 3; 142. Gear No. 4; 15. First motor; 151. First drive shaft; 16. Second motor; 161. Second drive shaft; 20. Intermediate shaft; 21. Third gear; 22. Fourth gear; 23. Fifth gear; 24. Eighth gear; 25. Tenth gear; 30. Differential; 31. Output shaft; 32. Eleventh gear; 40. Spindle; 41. Sixth gear; 42. Seventh gear; 43. Ninth gear; 44. Second connecting spline; 50. First gear shifter; 51. Gear shifter piece 1; 52. Gear shifter piece 2; 60. Second gear shifter; 70. Power take-off (PTO); 80. Wheel; 90. Differential lock. Detailed Implementation

[0027] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0029] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0030] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0031] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0032] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two).

[0033] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0034] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0035] With the acceleration of the electrification of heavy trucks, electric drive axles are being used more and more in heavy trucks. In related technologies, electric drive axles occupy a large space, affecting the layout of other components on the vehicle.

[0036] Based on the above considerations, in order to reduce the space occupied by the electric drive axle, the applicant has conducted in-depth research and designed an electric drive axle in which the main shaft is loosely fitted on the output shaft, and the space occupied by the main shaft and the output shaft overlaps, resulting in a high space utilization rate on the electric drive axle. At the same time, only an intermediate shaft is set between the drive shaft of the drive motor and the main shaft, making the structure of the electric drive axle more compact. Thus, the space occupied by the electric drive axle can be reduced, allowing for more layout space on the vehicle, thereby facilitating the layout of other components on the vehicle.

[0037] The following is for reference. Figures 1-3 The electric drive bridge 100 according to an embodiment of the first aspect of this application is described.

[0038] like Figure 1 and Figure 3 As shown, the electric drive bridge 100 according to an embodiment of this application includes: a drive motor 10, a first gear 13, a second gear 14, an intermediate shaft 20, a third gear 21, a fourth gear 22, a fifth gear 23, a differential 30, a main shaft 40, a sixth gear 41, and a seventh gear 42.

[0039] Specifically, the drive motor 10 has a drive shaft 11, and the first gear 13 and the second gear 14 are rotatably mounted on the drive shaft 11. The electric drive bridge 100 can switch between a first state in which the drive shaft 11 and the first gear 13 are locked relative to each other in the circumferential direction and a second state in which the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction. The third gear 21, the fourth gear 22, and the fifth gear 23 are rotatably mounted on the intermediate shaft 20. The third gear 21, the fourth gear 22, and the fifth gear 23 are fixedly connected. The intermediate shaft 20 is driven by the first gear 13. The second gear 14 is engaged. The differential 30 has an output shaft 31. The main shaft 40 is sleeved on the output shaft 31. The main shaft 40 and the output shaft 31 are clearance-fitted. The sixth gear 41 and the seventh gear 42 are rotatably sleeved on the main shaft 40. The electric drive bridge 100 can switch between a third state in which the main shaft 40 and the sixth gear 41 are locked relative to each other in the circumferential direction and a fourth state in which the main shaft 40 and the seventh gear 42 are locked relative to each other in the circumferential direction. The intermediate shaft 20 is driven between the differential 30 and the main shaft 40. The sixth gear 41 and the fourth gear 22 are engaged, and the seventh gear 42 and the fifth gear 23 are engaged.

[0040] The first gear 13 and the second gear 14 are mounted to the drive shaft 11 via bearings. The third gear 21, the fourth gear 22, and the fifth gear 23 can be welded together and then mounted to the intermediate shaft 20 via bearings, or they can be connected together via splines and then mounted to the intermediate shaft 20 via bearings. The third gear 21, the fourth gear 22, and the fifth gear 23 rotate freely on the intermediate shaft 20. The transmission from the second gear 14 to the third gear 21 is a reduction gear transmission, the transmission from the fourth gear 22 to the sixth gear 41 is a reduction gear transmission, and the transmission from the fifth gear 23 to the seventh gear 42 is a reduction gear transmission. The differential 30 may or may not be equipped with a differential lock 90.

[0041] When the electric drive bridge 100 is in neutral, the drive shaft 11 is not locked relative to the first gear 13 and the second gear 14, and the first gear 13 and the second gear 14 rotate freely on the drive shaft 11. The main shaft 40 is not locked relative to the sixth gear 41 and the seventh gear 42, and the sixth gear 41 and the seventh gear 42 rotate freely on the main shaft 40.

[0042] When the electric drive axle 100 is in first gear, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the main shaft 40 and the sixth gear 41 are locked relative to each other in the circumferential direction. The drive motor 10 transmits power to the second gear 14 through the drive shaft 11, the second gear 14 transmits power to the fourth gear 22 through the third gear 21, the fourth gear 22 transmits power to the main shaft 40 through the sixth gear 41, the main shaft 40 transmits power to the differential 30 through the intermediate shaft 20, and the differential 30 transmits power to the wheels 80 through the output shaft 31.

[0043] When the electric drive axle 100 is in second gear, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the main shaft 40 and the seventh gear 42 are locked relative to each other in the circumferential direction. The drive motor 10 transmits power to the second gear 14 through the drive shaft 11, the second gear 14 transmits power to the fifth gear 23 through the third gear 21, the fifth gear 23 transmits power to the main shaft 40 through the seventh gear 42, the main shaft 40 transmits power to the differential 30 through the intermediate shaft 20, and the differential 30 transmits power to the wheels 80 through the output shaft 31.

[0044] When the electric drive axle 100 is in third gear, the drive shaft 11 and the first gear 13 are locked relative to each other in the circumferential direction. The main shaft 40 and the sixth gear 41 and the seventh gear 42 are not locked relative to each other, and the sixth gear 41 and the seventh gear 42 rotate freely on the main shaft 40. The drive motor 10 transmits power to the first gear 13 through the drive shaft 11. The first gear 13 transmits power to the intermediate shaft 20. The intermediate shaft 20 transmits power to the differential 30. The differential 30 transmits power to the wheels 80 through the output shaft 31.

[0045] This allows the electric drive axle 100 to output power in three different gear positions.

[0046] It is understandable that the main shaft 40 is loosely fitted on the output shaft 31, and the space occupied by the main shaft 40 and the output shaft 31 overlaps. The space utilization rate on the electric drive axle 100 is relatively high. At the same time, only an intermediate shaft 20 is set between the drive shaft 11 of the drive motor 10 and the main shaft 40, and the structure of the electric drive axle 100 is relatively compact. Thus, the space occupied by the electric drive axle 100 can be reduced, allowing more space to be arranged on the vehicle, thereby facilitating the arrangement of other components on the vehicle.

[0047] The electric drive axle 100 according to the first aspect of this application has a high space utilization rate and a relatively compact structure, which can provide more space for the vehicle and facilitate the arrangement of other components on the vehicle.

[0048] In some embodiments of this application, such as Figure 1 and Figure 3As shown, the electric drive bridge 100 also includes an eighth gear 24 and a ninth gear 43. The eighth gear 24 is fixedly sleeved on the intermediate shaft 20, and the ninth gear 43 is fixedly sleeved on the main shaft 40. The eighth gear 24 meshes with the first gear 13, and the eighth gear 24 meshes with the ninth gear 43.

[0049] Among them, the first gear 13 to the eighth gear 24 are speed reduction transmissions, and the ninth gear 43 to the eighth gear 24 are speed reduction transmissions.

[0050] By meshing the eighth gear 24 with the first gear 13 and the ninth gear 43 respectively, the transmission connection between the first gear 13 and the intermediate shaft 20, and the transmission connection between the main shaft 40 and the intermediate shaft 20 can be realized. The gear transmission has high reliability. Furthermore, the structure between the intermediate shaft 20 and the main shaft 40 is relatively simple, which can improve the compactness of the components on the electric drive bridge 100 and further reduce the size of the electric drive bridge 100.

[0051] When the electric drive axle 100 is in first gear, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the main shaft 40 and the sixth gear 41 are locked relative to each other in the circumferential direction. The drive motor 10 transmits power to the second gear 14 through the drive shaft 11, the second gear 14 transmits power to the fourth gear 22 through the third gear 21, the fourth gear 22 transmits power to the main shaft 40 through the sixth gear 41, the main shaft 40 transmits power to the eighth gear 24 through the ninth gear 43, the eighth gear 24 transmits power to the intermediate shaft 20, the intermediate shaft 20 transmits power to the differential 30, and the differential 30 transmits power to the wheels 80 through the output shaft 31.

[0052] When the electric drive axle 100 is in second gear, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the main shaft 40 and the seventh gear 42 are locked relative to each other in the circumferential direction. The drive motor 10 transmits power to the second gear 14 through the drive shaft 11, the second gear 14 transmits power to the fifth gear 23 through the third gear 21, the fifth gear 23 transmits power to the main shaft 40 through the seventh gear 42, the main shaft 40 transmits power to the eighth gear 24 through the ninth gear 43, the eighth gear 24 transmits power to the intermediate shaft 20, the intermediate shaft 20 transmits power to the differential 30, and the differential 30 transmits power to the wheels 80 through the output shaft 31.

[0053] When the electric drive axle 100 is in third gear, the drive shaft 11 and the first gear 13 are locked relative to each other in the circumferential direction. The main shaft 40 and the sixth gear 41 and the seventh gear 42 are not locked relative to each other, and the sixth gear 41 and the seventh gear 42 rotate freely on the main shaft 40. The drive motor 10 transmits power to the first gear 13 through the drive shaft 11. The first gear 13 transmits power to the intermediate shaft 20 through the eighth gear 24. The intermediate shaft 20 transmits power to the differential 30. The differential 30 transmits power to the wheels 80 through the output shaft 31.

[0054] In some embodiments of this application, such as Figure 1 and Figure 3 As shown, the electric drive bridge 100 also includes a tenth gear 25 and an eleventh gear 32. The tenth gear 25 is fixedly sleeved on the intermediate shaft 20, and the eleventh gear 32 is mounted on the differential 30 and is connected to the output shaft 31 for transmission. The tenth gear 25 and the eleventh gear 32 mesh.

[0055] In other words, the intermediate shaft 20 is connected to the differential 30 through the meshing of the tenth gear 25 and the eleventh gear 32, and the tenth gear 25 to the eleventh gear 32 is a reduction transmission.

[0056] When the electric drive axle 100 is in first gear, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the main shaft 40 and the sixth gear 41 are locked relative to each other in the circumferential direction. The drive motor 10 transmits power to the second gear 14 through the drive shaft 11. The second gear 14 transmits power to the fourth gear 22 through the third gear 21. The fourth gear 22 transmits power to the main shaft 40 through the sixth gear 41. The main shaft 40 transmits power to the eighth gear 24 through the ninth gear 43. The eighth gear 24 transmits power to the intermediate shaft 20. The intermediate shaft 20 transmits power to the differential 30 through the tenth gear 25 and the eleventh gear 32. The differential 30 transmits power to the wheels 80 through the output shaft 31.

[0057] When the electric drive axle 100 is in second gear, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the main shaft 40 and the seventh gear 42 are locked relative to each other in the circumferential direction. The drive motor 10 transmits power to the second gear 14 through the drive shaft 11. The second gear 14 transmits power to the fifth gear 23 through the third gear 21. The fifth gear 23 transmits power to the main shaft 40 through the seventh gear 42. The main shaft 40 transmits power to the eighth gear 24 through the ninth gear 43. The eighth gear 24 transmits power to the intermediate shaft 20. The intermediate shaft 20 transmits power to the differential 30 through the tenth gear 25 and the eleventh gear 32. The differential 30 transmits power to the wheels 80 through the output shaft 31.

[0058] When the electric drive axle 100 is in third gear, the drive shaft 11 and the first gear 13 are locked relative to each other in the circumferential direction. The main shaft 40 and the sixth gear 41 and the seventh gear 42 are not locked relative to each other, and the sixth gear 41 and the seventh gear 42 rotate freely on the main shaft 40. The drive motor 10 transmits power to the first gear 13 through the drive shaft 11. The first gear 13 transmits power to the intermediate shaft 20 through the eighth gear 24. The intermediate shaft 20 transmits power to the differential 30 through the tenth gear 25 and the eleventh gear 32. The differential 30 transmits power to the wheels 80 through the output shaft 31.

[0059] In some embodiments of this application, such as Figure 1 and Figure 3 As shown, the electric drive bridge 100 further includes: a first shift member 50, which is movably disposed on the drive shaft 11. The first shift member 50 has a first position and a second position. In the first position, the first shift member 50 engages between the drive shaft 11 and the first gear 13 to lock the first gear 13 and the drive shaft 11 relative to each other in the circumferential direction. In the second position, the first shift member 50 engages between the drive shaft 11 and the second gear 14 to lock the second gear 14 and the drive shaft 11 relative to each other in the circumferential direction.

[0060] The drive shaft 11 is fitted with a first connecting spline 12. A first shifting member 50 is movably fitted onto the first connecting spline 12 along the axial direction of the drive shaft 11. The inner wall of the first shifting member 50 has a first tooth, a second tooth, and a third tooth arranged sequentially along the axial direction of the drive shaft 11. The first shifting member 50 is normally connected to the first connecting spline 12 via the second tooth. A first gear 13 is axially fixedly connected to a first engaging gear ring, which is rotatably fitted onto the drive shaft 11. A second gear 14 is axially fixedly connected to a second engaging gear ring, which is rotatably fitted onto the drive shaft 11. In a first position, the first shifting member 50 engages with the first engaging gear ring via the first tooth, thereby locking the drive shaft 11 and the first gear 13 relative to each other in the circumferential direction. In a second position, the first shifting member 50 engages with the second engaging gear ring via the second tooth, thereby locking the drive shaft 11 and the second gear 14 relative to each other in the circumferential direction. When the first shifter 50 disengages from the first position and the second position, the first gear 13 and the first engaging gear ring, the second gear 14 and the second engaging gear ring rotate freely on the drive shaft 11.

[0061] The relative locking states of the drive shaft 11 with the first gear 13 and the second gear 14 are switched by the position change of the first shifting component 50 on the drive shaft 11. The state switching logic is relatively simple and the reliability of state switching is high during the operation of the electric drive bridge 100. In the product design process, the design difficulty can be reduced.

[0062] In some embodiments of this application, such as Figure 2 As shown, there are two drive motors 10, two first gears 13, two second gears 14, and two first shifting components 50. The two drive motors 10 are the first motor 15 and the second motor 16. The first motor 15 has a first drive shaft 151, and the second motor 16 has a second drive shaft 161. The two first gears 13 are the first gear 131 and the second gear 132, and the two second gears 14 are the third gear 141 and the fourth gear 142. The two first shifting components 50 are the shifting component 1 51 and the shifting component 52. The first gear 131 and the third gear 141 are rotatably mounted on the first drive shaft 151, the shifting component 1 51 is movably mounted on the first drive shaft 151, the second gear 132 and the fourth gear 142 are rotatably mounted on the second drive shaft 161, and the shifting component 52 is movably mounted on the second drive shaft 161.

[0063] During the operation of the electric drive bridge 100, the two first shifting components 50 are synchronously adjusted on the first motor 15 and the second motor 16 respectively, so that the first motor 15 and the second motor 16 output synchronously, as follows: When the electric drive bridge 100 is in neutral, the first drive shaft 151 is not locked relative to the first gear 131 and the third gear 141, and the second drive shaft 161 is not locked relative to the second gear 132 and the fourth gear 142.

[0064] When the electric drive bridge 100 is in first gear, the first drive shaft 151 and the second gear 132 are locked relative to each other in the circumferential direction, and the second drive shaft 161 and the fourth gear 142 are locked relative to each other in the circumferential direction.

[0065] When the electric drive axle 100 is in second gear, the first drive shaft 151 and the second gear 132 are locked relative to each other in the circumferential direction, and the second drive shaft 161 and the fourth gear 142 are locked relative to each other in the circumferential direction.

[0066] When the electric drive axle 100 is in the third gear, the first drive shaft 151 and the first gear 131 are locked relative to each other in the circumferential direction, and the second drive shaft 161 and the third gear 141 are locked relative to each other in the circumferential direction.

[0067] The first motor 15 and the drive motor 10 share a transmission component, which allows for a more compact distribution of components on the electric drive bridge 100.

[0068] In some embodiments of this application, such as Figure 2 As shown, the electric drive bridge 100 also includes an eighth gear 24 and a ninth gear 43. The eighth gear 24 is fixedly sleeved on the intermediate shaft 20, and the ninth gear 43 is fixedly sleeved on the main shaft 40. The first gear 131, the third gear 141 and the ninth gear 43 all mesh with the eighth gear 24.

[0069] Therefore, the first motor 15 and the second motor 16 share the eighth gear 24 as the transmission gear when outputting, which can further simplify the structure of the electric drive bridge 100 and improve the compactness of the component structure on the electric drive bridge 100.

[0070] Preferably, gears 131, 132, 141, 142, 21, 22, 23, 41, 42, 24, 43, 25, and 32 are all cylindrical gears.

[0071] In some embodiments of this application, such as Figure 1 and Figure 3 As shown, the electric drive bridge 100 further includes a second shift member 60, which is movably disposed on the spindle 40. The second shift member 60 has a third position and a fourth position. In the third position, the second shift member 60 engages between the spindle 40 and the sixth gear 41 to lock the spindle 40 and the sixth gear 41 relative to each other in the circumferential direction. In the fourth position, the second shift member 60 engages between the spindle 40 and the seventh gear 42 to lock the spindle 40 and the seventh gear 42 relative to each other in the circumferential direction.

[0072] The main shaft 40 is fitted with a second connecting spline 44. A second shifting member 60 is movably fitted onto the second connecting spline 44 along the axial direction of the main shaft 40. The inner wall of the second shifting member 60 has a fourth, fifth, and sixth tooth portion arranged sequentially along the axial direction of the drive shaft 11. The second shifting member 60 is normally connected to the second connecting spline 44 via the fifth tooth portion. A sixth gear 41 is axially fixedly connected to a third engaging gear ring, which is rotatably fitted onto the main shaft 40. A seventh gear 42 is axially fixedly connected to a fourth engaging gear ring, which is rotatably fitted onto the main shaft 40. In the third position, the second shifting member 60 engages with the third engaging gear ring via the fourth tooth portion, thereby locking the main shaft 40 and the sixth gear 41 relative to each other in the circumferential direction. In the fourth position, the second shifting member 60 engages with the fourth engaging gear ring via the sixth tooth portion, thereby locking the main shaft 40 and the seventh gear 42 relative to each other in the circumferential direction. When the second shifter 60 disengages from the third and fourth positions, the sixth gear 41 and the third engaging gear ring, and the seventh gear 42 and the fourth engaging gear ring rotate freely on the main shaft 40.

[0073] The relative locking states of the main spindle 40 with the sixth gear 41 and the seventh gear 42 are switched by the position change of the second shifting component 60 on the main spindle 40. The state switching logic is relatively simple, and the reliability of the state switching is high during the operation of the electric drive bridge 100. In the product design process, the design difficulty can be reduced.

[0074] In some embodiments of this application, such as Figure 3 As shown, the electric drive bridge 100 also includes a power take-off (PTO) 70, which is adapted to mesh with the sixth gear 41 for transmission.

[0075] When the power take-off unit 70 needs to take power, the drive shaft 11 and the second gear 14 are locked relative to each other in the circumferential direction, and the sixth gear 41 and the seventh gear 42 rotate freely on the main shaft 40. The power of the drive shaft 11 is transmitted to the power take-off unit 70 through the third gear 21, the fourth gear 22 and the sixth gear 41. Thus, the transmission structure on the electric drive bridge 100 can be reasonably utilized, reducing the design difficulty of the electric drive bridge 100.

[0076] The vehicle according to the second aspect of this application includes: the electric drive axle 100, the detection module, the shifting module, and the control module described in the first aspect of this application.

[0077] Specifically, the detection module is used to detect the vehicle's slope, the shifting module is used to execute the disengagement and shifting of the electric drive axle 100, and the control module is electrically connected to the drive motor 10, the detection module and the shifting module. The control module is used to determine the vehicle's status and issue commands to the electric drive axle 100 during the shifting process.

[0078] During vehicle operation, when the vehicle needs to shift gears, the detection module detects the slope of the vehicle and transmits the data to the control module. The control module judges the slope data and the vehicle's operating condition and issues corresponding instructions. The drive motor 10 adjusts its speed according to the instructions issued by the control module. The shifting module completes the shifting after the drive motor 10's speed is adjusted to the appropriate level.

[0079] According to the second aspect embodiment of the present application, by setting the electric drive axle 100 according to the first aspect embodiment of the present application, the electric drive axle 100 occupies less space, which can reduce the difficulty of arranging components on the vehicle, and the vehicle can adjust the state when shifting gears according to the slope, thereby optimizing the power output of the vehicle.

[0080] The following is for reference. Figures 4-6 A method for controlling a vehicle according to an embodiment of a third aspect of this application is described.

[0081] The vehicle control method according to the third aspect of this application, when applied to the vehicle described in the embodiment according to the second aspect of this application, is as follows: Figure 4 As shown, it includes: It has been confirmed that the electric drive axle 100 needs to be shifted.

[0082] The control module acquires information such as vehicle speed, current gear, drive motor speed, throttle opening and brake pedal opening to determine the target gear that the electric drive axle 100 needs to switch to.

[0083] Obtain the vehicle's gradient.

[0084] The detection module acquires the vehicle's gradient and transmits the gradient information to the control module.

[0085] The target RPM is obtained based on the target gear and the vehicle's gradient.

[0086] The control module determines the target speed of the drive motor 10 based on the target gear and the vehicle's slope information.

[0087] Control the electric drive bridge to clear torque and disengage gear 100.

[0088] The control module sends a command to the shift module, which drives the first shift member 50 and the second shift member 60 to move, so that the electric drive bridge 100 is in neutral, thereby clearing the torque and disengaging the electric drive bridge 100.

[0089] Adjust the speed of drive motor 10 to the target speed.

[0090] The control module sends a command to the drive motor 10, and the drive motor 10 adjusts its speed to the target speed according to the command of the control module.

[0091] The electric drive axle 100 shifts into the target gear.

[0092] The shift module drives the first shift member 50 and the second shift member 60 to move, so that the electric drive bridge 100 outputs at the target gear.

[0093] This allows for the pre-adjustment of the speed of the drive motor 10 before the electric drive axle 100 shifts gears.

[0094] It is understandable that the required output torque of a vehicle varies with different inclines. The output torque of the drive motor 10 is related to its speed. In this application, the speed of the drive motor 10 is adjusted before the electric drive axle 100 switches to the target gear. This can shorten the synchronization time of the transmission components during gear shifting and improve shifting efficiency. On the other hand, after gear shifting, the output torque of the electric drive axle 100 is highly compatible with the output torque required by the vehicle after transmission, which can improve the user's driving experience.

[0095] According to the vehicle control method of the third aspect of this application, by adjusting the speed of the drive motor 10 in advance according to the slope of the vehicle before shifting gears, the shifting efficiency can be improved, and the output torque of the electric drive axle 100 after shifting gears has a high degree of adaptability to the torque actually required by the vehicle, which can improve the user's driving experience.

[0096] In some embodiments of this application, such as Figure 5 As shown, obtaining the target RPM based on the target gear and the vehicle's gradient includes: Obtain the base speed for the target gear.

[0097] During the vehicle design process, based on the vehicle configuration and the parameters of the drive motor 10, the base speeds for the first, second, and third gears are calibrated respectively. The base speed data is stored in the control module. When the electric drive axle 100 shifts gears, the control module can obtain the corresponding base speed according to the target gear.

[0098] The corrected speed is obtained based on the target gear and the vehicle's gradient. The sum of the base speed and the corrected speed forms the target speed.

[0099] It is understandable that, given the different base speeds for different target gears, the required correction speed for adjusting the base speed will also be different, and the degree of correction required for the base speed will also be different under different gradients.

[0100] When the electric drive axle 100 shifts gears, the control module analyzes the target gear and vehicle gradient to determine a corrected speed that matches the target gear and gradient. The base speed and the corrected speed are added together to obtain the target speed of the drive motor 10 before the gear shift operation. Therefore, on the one hand, the matching degree between the target speed and the actual speed required by the vehicle can be improved; on the other hand, the calculation logic for the target speed is relatively simple, and the electric drive axle 100 executes the shift with high reliability.

[0101] In some embodiments of this application, such as Figure 6 As shown, obtaining the corrected engine speed based on the target gear and the vehicle's gradient includes: The first preset speed and the second preset speed are obtained based on the target gear.

[0102] Wherein, the first preset angle is a negative value, that is, when the first preset speed is determined to be the correction speed, negative compensation is performed on the basis of the base speed; the second preset speed is a positive value, that is, when the second preset speed is determined to be the correction speed, positive compensation is performed on the basis of the base speed.

[0103] During the vehicle design process, based on the vehicle configuration and the parameters of the drive motor 10, the first and second preset speeds corresponding to the first, second, and third gears are calibrated respectively. The first and second preset speed data are stored in the control module. When the electric drive axle 100 shifts gears, the control module can obtain the corresponding first and second preset speeds according to the target gear.

[0104] Comparing the vehicle's slope with the first preset angle and the second preset angle, the first preset angle is greater than the second preset angle.

[0105] For example, the first preset angle is 2° and the second preset angle is -2°.

[0106] If the vehicle's gradient is greater than the first preset angle, the first preset speed is set as the corrected speed.

[0107] At this time, it is determined that the vehicle is on an uphill road. The vehicle's gravity will act on the electric drive axle 100, and the electric drive axle 100 needs to output more torque. Negative compensation is performed on the basis of the base speed to reduce the speed of the drive motor 10 and increase the torque, thereby increasing the output torque of the electric drive axle 100.

[0108] If the second preset angle ≤ the vehicle's slope ≤ the first preset angle, the corrected rotational speed is 0.

[0109] At this point, it is determined that the road surface is relatively flat and the vehicle's weight exerts a small force on the electric drive axle 100, so there is no need to correct the base speed.

[0110] If the vehicle's gradient is less than the second preset angle, the second preset speed is used as the correction speed.

[0111] At this time, it is determined that the vehicle is on a downhill road. Part of the vehicle's weight can be used as the driving force for the vehicle. The electric drive axle 100 requires a relatively small output torque. Positive compensation is performed on the basis of the base speed to increase the speed of the drive motor 10.

[0112] This allows the output torque of the electric drive axle 100 to be better matched with the actual torque required by the vehicle, thereby optimizing the vehicle's power output and making the vehicle shift gears more smoothly.

[0113] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. An electric drive bridge (100), characterized in that, include: The electric drive bridge (100) includes a drive motor (10), a first gear (13), and a second gear (14). The drive motor (10) has a drive shaft (11). The first gear (13) and the second gear (14) are rotatably mounted on the drive shaft (11). The electric drive bridge (100) can switch between a first state in which the drive shaft (11) and the first gear (13) are locked relative to each other in the circumferential direction and a second state in which the drive shaft (11) and the second gear (14) are locked relative to each other in the circumferential direction. The intermediate shaft (20), the third gear (21), the fourth gear (22) and the fifth gear (23) are rotatably mounted on the intermediate shaft (20), the third gear (21), the fourth gear (22) and the fifth gear (23) are fixedly connected, the intermediate shaft (20) is driven by the first gear (13), and the third gear (21) meshes with the second gear (14); The differential (30), main shaft (40), sixth gear (41) and seventh gear (42) are provided. The differential (30) has an output shaft (31). The main shaft (40) is sleeved on the output shaft (31). The main shaft (40) and the output shaft (31) are clearance-fitted. The sixth gear (41) and the seventh gear (42) are rotatably sleeved on the main shaft (40). The electric drive bridge (100) is switchable between a third state in which the main shaft (40) and the sixth gear (41) are locked relative to each other in the circumferential direction and a fourth state in which the main shaft (40) and the seventh gear (42) are locked relative to each other in the circumferential direction. The intermediate shaft (20) is driven between the differential (30) and the main shaft (40). The sixth gear (41) meshes with the fourth gear (22), and the seventh gear (42) meshes with the fifth gear (23).

2. The electric drive bridge (100) according to claim 1, characterized in that, Also includes: The eighth gear (24) and the ninth gear (43) are fixedly sleeved on the intermediate shaft (20) and the ninth gear (43) is fixedly sleeved on the main shaft (40). The eighth gear (24) meshes with the first gear (13) and the eighth gear (24) meshes with the ninth gear (43).

3. The electric drive bridge (100) according to claim 1, characterized in that, Also includes: The tenth gear (25) and the eleventh gear (32) are fixedly sleeved on the intermediate shaft (20) and the eleventh gear (32) is mounted on the differential (30) and is connected to the output shaft (31) for transmission. The tenth gear (25) meshes with the eleventh gear (32).

4. The electric drive bridge (100) according to claim 1, characterized in that, Also includes: A first shift member (50) is movably disposed on the drive shaft (11), and the first shift member (50) has a first position and a second position. In the first position, the first shift member (50) engages between the drive shaft (11) and the first gear (13) to lock the first gear (13) and the drive shaft (11) relative to each other in the circumferential direction. In the second position, the first shifter (50) engages between the drive shaft (11) and the second gear (14) to lock the second gear (14) relative to the drive shaft (11) in the circumferential direction.

5. The electric drive bridge (100) according to claim 4, characterized in that, There are two drive motors (10), two first gears (13), two second gears (14), and two first shifters (50). The two drive motors (10) are a first motor (15) and a second motor (16), respectively. The first motor (15) has a first drive shaft (151), and the second motor (16) has a second drive shaft (161). The two first gears (13) are a first gear (131) and a second gear (132), respectively. The two second gears (14) are a third gear (141) and a fourth gear (142), respectively. The two first shifters (50) are a shifter (51) and a shifter (52), respectively. The first gear (131) and the third gear (141) are rotatably mounted on the first drive shaft (151), the shift piece (51) is movably mounted on the first drive shaft (151), the second gear (132) and the fourth gear (142) are rotatably mounted on the second drive shaft (161), and the shift piece (52) is movably mounted on the second drive shaft (161).

6. The electric drive bridge (100) according to claim 5, characterized in that, Also includes: The eighth gear (24) and the ninth gear (43) are fixedly mounted on the intermediate shaft (20) and fixedly mounted on the main shaft (40). The first gear (131), the third gear (141) and the ninth gear (43) are all meshed with the eighth gear (24).

7. The electric drive bridge (100) according to claim 1, characterized in that, Also includes: A second shift member (60) is movably disposed on the main shaft (40), and the second shift member (60) has a third position and a fourth position. In the third position, the second shifter (60) engages between the main shaft (40) and the sixth gear (41) to lock the main shaft (40) and the sixth gear (41) relative to each other in the circumferential direction. In the fourth position, the second shifter (60) engages between the main shaft (40) and the seventh gear (42) to lock the main shaft (40) and the seventh gear (42) relative to each other in the circumferential direction.

8. The electric drive bridge (100) according to claim 1, characterized in that, Also includes: A power take-off (70) adapted to engage with the sixth gear (41) for transmission.

9. A vehicle, characterized in that, include: The electric drive bridge (100) according to any one of claims 1-8; A detection module, the detection module being used to detect the slope of the vehicle; A shift module, the shift module being used to perform disengagement and shifting of the electric drive axle (100); The control module is electrically connected to the drive motor (10), the detection module and the shifting module. The control module is used to determine the state of the vehicle and issue commands to the electric drive axle (100) during the shifting process.

10. A vehicle control method, applied to the vehicle of claim 9, characterized in that, include: Confirm that the electric drive axle (100) needs to be shifted; Obtain the vehicle's gradient; The target RPM is obtained based on the target gear and the vehicle's gradient. Control the electric drive bridge (100) to clear torque and disengage; Adjust the speed of the drive motor (10) to the target speed; The electric drive axle (100) shifts into the target gear.

11. The vehicle control method according to claim 10, characterized in that, The process of obtaining the target RPM based on the target gear and the vehicle's gradient includes: Obtain the base speed for the target gear; The corrected speed is obtained based on the target gear and the vehicle's gradient. The sum of the base speed and the corrected speed forms the target speed.

12. The vehicle control method according to claim 11, characterized in that, The process of obtaining the corrected engine speed based on the target gear and the vehicle's gradient includes: The first and second preset speeds are obtained based on the target gear; Comparing the vehicle's slope with the first preset angle and the second preset angle, the first preset angle is greater than the second preset angle. If the vehicle's gradient is greater than the first preset angle, the first preset speed is set as the correction speed. If the second preset angle is less than or equal to the vehicle's slope, and less than or equal to the first preset angle, the corrected rotational speed is 0. If the vehicle's gradient is less than the second preset angle, the second preset speed is used as the correction speed.

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