A parking device, parking control method, storage medium, system, and vehicle for a vehicle.

Abstract

This application provides a parking device, parking control method, storage medium, system, and vehicle. The parking device includes an actuator and an actuator drive element. The actuator is movable relative to the vehicle frame between an unlocked position, a locked position, and a shifted position. The actuator drive element is connected to the actuator and drives the actuator. When the actuator is in the unlocked position, the left and right wheels are not connected. When the actuator is in the locked position, the left and right wheels are connected together. When the actuator is in the shifted position, the left and right wheels are connected together but cannot rotate. According to the parking device of this application, parking is achieved without controlling the locking of each wheel, resulting in lower control difficulty and a simpler control method.

Description

Technical Field

[0001] This application relates generally to the technical field of vehicle control, and more specifically to a parking device, parking control method, storage medium, system and vehicle for a vehicle. Background Technology

[0002] Currently, existing mechanical parking mechanisms mainly use the traditional ratchet and pawl type P-gear mechanism, which has a relatively complex structure. In the architecture of new energy vehicles, EPB (Electronic Parking Brake) system is increasingly used to replace the traditional P-gear mechanism, which can save interior space.

[0003] However, existing parking systems require controlling the parking device on each drive end independently for distributed drive vehicles with strict parking requirements, which is difficult and complex. Summary of the Invention

[0004] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary section is not intended to limit the key and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] To at least partially solve the above problems, a first aspect of this application provides a parking device for a vehicle, including an actuator and an actuator drive element. The actuator is movable relative to the vehicle frame between an unlocked position, a locked position, and a gear-engaged position. The actuator drive element is connected to the actuator and is used to drive the actuator. When the actuator is in the unlocked position, the left and right wheels are not connected. When the actuator is in the locked position, the left and right wheels are connected together. When the actuator is in the gear-engaged position, the left and right wheels are connected together but cannot rotate.

[0006] According to the vehicle parking device of the first aspect of this application, when the actuator is in the unlocked position, the left and right wheels can be driven independently; when the actuator is in the locked position, the left and right wheels are locked together and driven together; and when the actuator is in the engaged position, both left and right wheels are fixed relative to the frame, thus achieving parking. Therefore, the vehicle parking device according to this application can achieve interlocking of the left and right wheels and parking of the vehicle by switching the position of the actuator, which is simpler to control and occupies less space compared with setting a parking mechanism for each drive end, thus saving interior space.

[0007] Optionally, the actuator includes a toothed sleeve, which, in the locked position, is fitted onto the first half-shaft and the second half-shaft and is non-rotatable relative to both the first half-shaft and the second half-shaft, the first half-shaft being connected to the left wheel and the second half-shaft being connected to the right wheel.

[0008] Optionally, the gear sleeve is provided with a spline groove, and both the first half-shaft and the second half-shaft are provided with spline teeth that mate with the spline groove.

[0009] Optionally, the gear sleeve is provided with a first meshing tooth, which is used to engage the gear sleeve located in the gear-shifting position with the fixed structure of the vehicle, thereby making the gear sleeve non-rotatable.

[0010] Optionally, the actuator further includes a shift fork, which is sleeved onto the toothed sleeve and connected to the actuator drive element. The toothed sleeve is rotatable relative to the shift fork about a rotation axis, and the actuator drive element is used to drive the shift fork in a switching direction parallel to the rotation axis.

[0011] Optionally, the parking device further includes a fixed end cap, the fixed end cap including a second engagement tooth for engaging with the first engagement tooth of the gear sleeve located in the shift position.

[0012] Optionally, the parking device further includes a limiter and a transmission rod, the transmission rod being fixed to the shift fork, the limiter being fixed relative to the vehicle frame, and the transmission rod being provided with at least three limiting grooves; when the gear sleeve is respectively in the unlocked position, the locked position, and the gear-engaged position, the limiter abuts against the three limiting grooves respectively.

[0013] Optionally, the limiter includes:

[0014] A housing, which is fixed relative to the vehicle frame;

[0015] A limiting ball, located at the end of the housing, and used to embed into the limiting groove; and

[0016] An elastic element is disposed within the housing and connected to the limiting ball for pressing against the limiting ball.

[0017] A second aspect of this application provides a parking control method for a vehicle, applied to a parking device for the vehicle described above, the parking control method comprising:

[0018] Perform the locking action;

[0019] If the locking action can be executed normally, then the shifting action will be executed.

[0020] If the gear shifting action can be performed normally, then the parking gear shifting is complete;

[0021] The locking action is the actuator locking the left and right wheels, and the shifting action is the actuator locking the frame.

[0022] According to a parking control method for a vehicle according to the second aspect of this application, when parking, a locking action is first performed to lock the left and right wheels, and then a gear shifting action is performed to lock both the left and right wheels to the frame, thus completing the parking. Parking is achieved without controlling the locking of each wheel, making the control easier and the control method simpler.

[0023] Optionally, the vehicle parking control method further includes:

[0024] Receive parking command and determine whether the vehicle is in braking condition;

[0025] If the vehicle is in braking mode, the locking action will be performed.

[0026] Optionally, the vehicle parking control method further includes:

[0027] Determine whether locking can be performed normally based on the abnormal condition of the actuator and its driving components;

[0028] If the lock cannot be locked normally, intervention or a lock failure message will be displayed.

[0029] Optionally, the vehicle parking control method further includes:

[0030] Determine whether normal gear shifting is possible based on the abnormal condition of the actuator and its driving components;

[0031] If the gear cannot be shifted normally, intervention or a gear shift failure message will be displayed.

[0032] Optionally, determining whether the vehicle is in a braking state includes:

[0033] Determine whether parking is possible based on the vehicle's posture and speed;

[0034] If parking is not possible, prompt the driver to park.

[0035] If parking is possible, determine whether the vehicle is in a stopped state. If the vehicle is not in a stopped state, activate the electronic braking system to apply the brakes.

[0036] Optionally, the abnormal conditions of the actuator and its driving elements include at least one of the following:

[0037] The actuator's stroke is out of tolerance with the stroke of the actuator's driving element;

[0038] Actuator and actuator drive element failure;

[0039] The actuator timed out during locking.

[0040] The actuator's drive element is stalled.

[0041] Optionally, determining whether locking can be performed normally based on abnormal conditions of the actuator and its driving elements includes:

[0042] Read the actuator's stroke;

[0043] Read the operating stroke of the actuator's drive element;

[0044] Compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance;

[0045] If the actuator's stroke is within tolerance to the stroke of the actuator's drive element, and the actuator is in the locked position, then the locking is successful.

[0046] Optionally, the step of determining whether locking can be performed normally based on the abnormal condition of the actuator and its driving elements further includes:

[0047] If the actuator's stroke and the actuator's drive element's stroke are out of tolerance, then determine whether the actuator or the actuator's drive element is faulty. If the actuator or the actuator's drive element is faulty, then locking will fail. If the actuator or the actuator's drive element is not faulty, then calibrate the stroke data of the actuator and the actuator's drive element.

[0048] Optionally, the step of determining whether locking can be performed normally based on the abnormal condition of the actuator and its driving elements further includes:

[0049] If the verification actuator is not in the locked position and the locking timeout occurs, the locking will fail.

[0050] If the actuator is not in the locked position and the locking time has not expired, then determine whether the actuator's drive element is stalled. If it is not stalled, then re-compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance. If it is stalled, then intervene to assist.

[0051] Optionally, determining whether normal gear shifting is possible based on abnormal conditions of the actuator and its driving components includes:

[0052] Read the actuator's stroke;

[0053] Read the operating stroke of the actuator's drive element;

[0054] Compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance;

[0055] If the actuator's stroke and the actuator's drive element's stroke are within tolerance, and the actuator is in the shift position, then the shift is successful.

[0056] Optionally, the step of determining whether normal gear shifting is possible based on the abnormal condition of the actuator and its driving elements further includes:

[0057] If the actuator's stroke and the actuator's drive element's stroke are out of tolerance, then determine whether the actuator or the actuator's drive element is faulty. If the actuator or the actuator's drive element is faulty, then gear shifting will fail. If the actuator or the actuator's drive element is not faulty, then calibrate the stroke data of the actuator and the actuator's drive element.

[0058] Optionally, the step of determining whether normal gear shifting is possible based on the abnormal condition of the actuator and its driving elements further includes:

[0059] If the verification actuator is not in the advance position and the advance timeout occurs, the advance will fail.

[0060] If the actuator is not in the forward position and the lockout has not timed out, then determine whether the actuator's drive element is stalled. If it is not stalled, then re-compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance. If it is stalled, then intervene to assist.

[0061] Optionally, the intervention assistance includes:

[0062] Assess the braking situation;

[0063] If the vehicle has come to a stop, the drive motor of the vehicle will output torque and continue to lock or shift gears.

[0064] Determine whether locking or shifting gears was successful;

[0065] If locking or shifting gears is successful, then exit intervention assistance;

[0066] If the lock is not engaged or the gear shift is successful, and the lock or gear shift timeout occurs, the intervention assistance will end and an error will be reported.

[0067] If the lock is not engaged or the gear is successfully engaged, and the timeout for locking or engaging has not expired, the drive motor of the vehicle will continue to output torque.

[0068] Optionally, determining the braking status includes:

[0069] Determine if the electronic braking system is functioning properly;

[0070] If the electronic braking system malfunctions, the intervention assistance will be terminated and an error message will be displayed.

[0071] A third aspect of this application provides a storage medium storing a computer program executed by a processor, wherein when the computer program is executed by the processor, the processor performs the vehicle parking control method as described above.

[0072] According to a storage medium of the third aspect of this application, the parking control method stored is easy to control and occupies little space.

[0073] A fourth aspect of this application provides a parking gear shifting control system for a vehicle, comprising a parking device for the vehicle as described above, a memory, and a processor, wherein the memory stores a computer program executed by the processor, and the computer program, when executed by the processor, causes the processor to perform the parking control method for the vehicle as described above.

[0074] According to the fourth aspect of this application, a vehicle parking gear shifting control system is easy to control and occupies little space.

[0075] The fifth aspect of this application provides a vehicle equipped with a parking gear shift control system as described above.

[0076] According to a vehicle of the fifth aspect of this application, the parking structure is simplified, the difficulty of parking control is reduced, and the utilization rate of the vehicle interior space is high. Attached Figure Description

[0077] The following drawings, illustrating embodiments of this application, are incorporated herein by reference and are used to understand this application. The drawings illustrate embodiments of this application and their descriptions, serving to explain the principles of this application. In the drawings,

[0078] Figure 1 This is a schematic diagram of a vehicle parking device according to a preferred embodiment of this application, in which the actuator is in the locked position;

[0079] Figure 2 This is a schematic diagram showing the fit between the fixed end cap and the toothed sleeve.

[0080] Figure 3 This is a schematic diagram showing the interaction between the limit switch and the transmission rod.

[0081] Figure 4 This is a flowchart illustrating a preferred embodiment of a vehicle parking control method according to this application.

[0082] Figure 5 A flowchart illustrating the process of determining whether the lock can be engaged correctly;

[0083] Figure 6 A flowchart illustrating the process for determining whether a file can be properly loaded; and

[0084] Figure 7 A flowchart illustrating the intervention process.

[0085] Explanation of reference numerals in the attached figures

[0086] 100: Actuator drive element; 110: Actuator

[0087] 111: First meshing tooth; 112: Gear sleeve

[0088] 140: Fixed end cap; 141: Second meshing tooth

[0089] 113: Shift fork; 120: First half-shaft

[0090] 121: First half-shaft gear; 130: Second half-shaft gear

[0091] 131: Second half-shaft gear; 150: Transmission rod

[0092] 151: Limiting groove; 160: Limiter

[0093] 161: Shell 162: Limiting ball

[0094] Z: Actuator drive direction 114: Spline groove Detailed Implementation

[0095] In the following description, numerous specific details are set forth to provide a more thorough understanding of this application. However, it will be apparent to those skilled in the art that embodiments of this application may be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with embodiments of this application.

[0096] In this document, ordinal numbers such as “first” and “second” used in this application are merely identifiers and do not have any other meaning, such as a specific order. Moreover, for example, the term “first component” does not imply the existence of a “second component”, and the term “second component” does not imply the existence of a “first component”.

[0097] In this article, terms such as "up," "down," "front," "back," "left," and "right" are used only to indicate the relative positional relationship between related parts, rather than to define the absolute position of these related parts.

[0098] In this document, terms such as “equal” and “same” are not strict mathematical and / or geometric limitations, but also include errors that are understandable to those skilled in the art and permissible in manufacturing or use.

[0099] Unless otherwise stated, the numerical ranges in this document include not only the entire range within its two endpoints, but also the subranges contained therein.

[0100] Optionally, Figures 1 to 3A parking device for a vehicle is shown, including an actuator 110 and an actuator drive element 100. The actuator 110 is movable relative to the vehicle frame between an unlocked position, a locked position, and a engaged position. The actuator drive element 100 is connected to the actuator 110 and is used to drive the actuator 110. When the actuator 110 is in the unlocked position, the left and right wheels are not connected. When the actuator 110 is in the locked position, the left and right wheels are connected together. When the actuator 110 is in the engaged position, the left and right wheels are connected together and fixed relative to the vehicle frame.

[0101] According to the parking device of this application, when the actuator 110 is in the unlocked position, the left and right wheels can be driven independently. When the actuator 110 is in the locked position, the left and right wheels are locked together and driven together. When the actuator 110 is in the engaged position, both left and right wheels are fixed relative to the frame, achieving parking. Therefore, the parking device of this application can achieve interlocking of the left and right wheels and parking of the vehicle by switching the position of the actuator 110, which is simpler to control and occupies less space compared with setting a parking mechanism on each drive end, saving interior space.

[0102] For example, the actuator 110 may include a toothed sleeve 112 and a shift fork 113. The toothed sleeve 112 has a spline groove. The shift fork 113 is fitted onto the toothed sleeve 112 and connected to the actuator drive element 100. The actuator drive element 100 may be a linear motor. The actuator drive element 100 drives the toothed sleeve 112 to move along the actuator's drive direction Z via the shift fork 113, and the drive direction Z is parallel to the axis of the toothed sleeve 112. Figure 1 As shown, the left wheel is provided with a first half-shaft 120, and the right wheel is provided with a second half-shaft 130. The first half-shaft 120 is provided with a first half-shaft gear 121, and the second half-shaft 130 is provided with a second half-shaft gear 131. Both the first half-shaft gear 121 and the second half-shaft gear 131 are splined, and the internal structure of the gear sleeve forms a spline groove 113 that mates with the first half-shaft gear 121 and the second half-shaft gear 131.

[0103] Furthermore, the gear sleeve 112 is provided with a first meshing tooth 111 on the side near the second half shaft 130, and the parking device also includes a fixed end cover 140, which includes a second meshing tooth 141 for meshing with the first meshing tooth 111 of the gear sleeve 112 in the gear-up position.

[0104] When the actuator 110 is in the unlocked position, the gear sleeve 112 is fitted onto and engages with the first half-shaft gear 121, while the second half-shaft gear 131 disengages from the gear sleeve 112. At this time, there is no lock between the first half-shaft 120 and the second half-shaft 130, and the left and right wheels rotate independently. Figure 1As shown, when the actuator 110 is in the locked position, the gear sleeve 112 is fitted onto the second half-shaft gear 131. The gear sleeve 112 and the second half-shaft gear 131 engage, thereby locking the first half-shaft 120 and the second half-shaft 130 together. At this time, the left and right wheels rotate synchronously. When the actuator 110 is in the engaged position, the first meshing tooth 111 of the gear sleeve 112 engages with the second meshing tooth 141 of the fixed end cover 140, thereby fixing the gear sleeve 112, the first half-shaft gear 121, and the second half-shaft gear 131 relative to the frame, thus achieving vehicle parking.

[0105] Optionally, the first meshing tooth 111 and the second meshing tooth 141 can be end face teeth to facilitate the engagement of the toothed sleeve 112 and the fixed end cover 140. The fixed end cover 140 can be fixed to the vehicle's drive assembly housing by fasteners, thereby fixing the fixed end cover 140 relative to the vehicle's frame.

[0106] Optionally, the parking device also includes a limiter 160 and a transmission rod 150. The transmission rod 150 is fixed to the shift fork 113, and the limiter 160 is fixed relative to the vehicle frame (optionally fixed to the vehicle's drive assembly housing by fasteners). The transmission rod 150 is provided with at least three limiting grooves 151. When the gear sleeve 112 is in the unlocked position, locked position, and engaged position, the limiter 160 abuts against the three limiting grooves 151 respectively, thereby making the gear sleeve 112 more stable in different gears and less prone to slippage.

[0107] Furthermore, the limiter 160 includes a housing 161, a limiting ball 162, and an elastic element (not shown in the figure), with the housing 161 fixed relative to the vehicle frame. The limiting ball 162 is located at the end of the housing and is used to fit into the limiting groove 151. The elastic element is disposed within the housing 161 and connected to the limiting ball 162, for pressing against the limiting ball 162, thereby providing a certain degree of damping for the gear sleeve 112 at different gear positions.

[0108] Therefore, the locking action is to drive the actuator 110 to the locking position, so that the left and right wheels are locked together; the shifting action is to drive the actuator 110 to the shifting position, so that the left and right wheels are fixed relative to the frame, thus parking the vehicle.

[0109] This application also provides a vehicle parking control method, which includes:

[0110] Perform the locking action;

[0111] If the locking action can be executed normally, then the shifting action will be executed.

[0112] If the gear shifting action can be performed normally, then the parking gear shifting is complete;

[0113] The locking action involves actuator 110 locking the left and right wheels, while the shifting action involves actuator 110 locking the frame.

[0114] According to the vehicle parking control method of this application, when parking, the locking action is performed first to lock the left and right wheels, and then the gear is engaged to lock both the left and right wheels to the frame, thus completing the parking. Parking is achieved without controlling the locking of each wheel, making the control easier and the control method simpler.

[0115] Optionally, the vehicle parking control method also includes:

[0116] Receive parking command and determine whether the vehicle is in braking condition;

[0117] If the vehicle is in braking mode, the locking action will be performed.

[0118] Optionally, the parking control method for a vehicle according to this application further includes:

[0119] Determine whether locking can be performed normally based on the abnormal condition of actuator 110 and its driving components;

[0120] If the lock cannot be locked normally, intervention or a lock failure message will be displayed.

[0121] By identifying abnormalities in the actuator 110 and its driving components, the locking action is assessed, and intervention is provided to assist in locking when normal locking is not possible, thereby improving the success rate of locking.

[0122] Optionally, the parking control method for a vehicle according to this application further includes:

[0123] Determine whether the gear shift can proceed normally based on the abnormal condition of actuator 110 and its drive components;

[0124] If the gear cannot be shifted normally, intervention or a gear shift failure message will be displayed.

[0125] By identifying abnormalities in the actuator 110 and its drive components, the gear shifting action is assessed, and intervention assistance is provided when normal gear shifting is not possible, thereby improving the success rate of gear shifting and parking.

[0126] Optionally, determining whether the vehicle is in a braking state includes:

[0127] Determine whether parking is possible based on the vehicle's posture and speed;

[0128] If parking is not possible, prompt the driver to park.

[0129] If parking is possible, determine whether the vehicle is in a stopped state. If the vehicle is not in a stopped state, activate the electronic braking system to apply the brakes.

[0130] Ensure the vehicle is completely stopped before engaging the parking brake to prevent damage to the parking engagement mechanism caused by engaging the parking brake while the vehicle is not fully stopped. Furthermore, if the braking system malfunctions, the driver can activate the electronic braking system by engaging the parking brake, thereby improving driving safety.

[0131] In conclusion, Figure 4 A flowchart illustrating a preferred embodiment of a vehicle parking control method is shown. The vehicle parking control method includes:

[0132] S1. The driver issues a parking instruction;

[0133] S2 and VCU receive parking commands;

[0134] S3. Determine whether parking is possible based on the vehicle's posture and speed. If not, proceed to S4; if yes, proceed to S5.

[0135] S4. Prompt the driver to stop;

[0136] S5. Determine if the vehicle is in a stopped state. If not, proceed to S6; if yes, proceed to S7.

[0137] S6. Activate the electronic braking system to apply the brakes;

[0138] S7 and VCU issued a parking command;

[0139] S8 and PCU receive parking commands;

[0140] S9, PCU performs the locking action;

[0141] S10. Determine if the lock can be locked normally. If not, jump to S11; if yes, jump to S12.

[0142] S11, Intervention and Assistance;

[0143] S12, PCU performs the upshift action;

[0144] S13. Determine if it is possible to shift gears normally. If not, proceed to S14. If yes, proceed to S15.

[0145] S14, Intervention and Assistance;

[0146] S15, complete the gear shift;

[0147] S16. Release the brake.

[0148] The VCU (Vehicle Control Unit) is the core component of the automotive electronic control system, used to receive sensor signals and control the operation of actuator 110. The PCU (Parking Control Unit) is used to receive signals and control actuator 110 to achieve vehicle parking.

[0149] Optionally, abnormal conditions of the actuator 110 and its driving elements include at least one of the following:

[0150] The stroke of actuator 110 is out of tolerance with the stroke of the drive element of actuator 110;

[0151] Actuator 110 and its drive element are faulty;

[0152] Actuator 110 timed out during locking;

[0153] The drive element of actuator 110 is stalled.

[0154] If the actuator 110 and its drive element exhibit the aforementioned abnormalities, intervention or prompts should be made to indicate that locking and shifting have failed.

[0155] In detail, determining whether locking can be performed normally based on abnormal conditions of actuator 110 and its driving components includes:

[0156] Read the process of executor 110;

[0157] Read the operating stroke of the drive element of actuator 110;

[0158] Compare the stroke of actuator 110 with the stroke of the drive element of actuator 110 to see if they exceed the tolerance;

[0159] If the stroke of actuator 110 does not exceed the tolerance of the stroke of the drive element of actuator 110, and the actuator 110 is checked to be in the locked position, then the locking is successful.

[0160] By comparing the travel of the actuator 110 and the drive element of the actuator 110, it can be determined whether the drive element of the actuator 110 drives the actuator 110 accurately. If the drive element of the actuator 110 cannot drive the actuator 110 accurately, it may lead to locking failure, and the travel of the actuator 110 and its drive element needs to be corrected.

[0161] Furthermore, determining whether locking can be performed normally based on abnormal conditions of actuator 110 and its driving components also includes:

[0162] If the travel of actuator 110 is out of tolerance with the travel of its drive element, then it is determined whether actuator 110 or its drive element is faulty. If actuator 110 or its drive element is faulty, then locking fails. If actuator 110 or its drive element is not faulty, then the travel data of actuator 110 and its drive element are calibrated.

[0163] If actuator 110 or its drive element fails, the travel tolerance of both may exceed the limit, preventing accurate locking. In this case, a locking failure message should be displayed. If actuator 110 or its drive element is not faulty, the travel data of actuator 110 and its drive element need to be calibrated to achieve accurate locking.

[0164] Furthermore, determining whether locking can be performed normally based on abnormal conditions of actuator 110 and its driving components also includes:

[0165] If the verification actuator 110 is not in the locked position and the locking timeout occurs, the locking will fail.

[0166] If the actuator 110 is not in the locked position and the locking time has not expired, it is determined whether the drive element of the actuator 110 is stalled. If it is not stalled, the stroke of the actuator 110 is compared with the stroke of the drive element of the actuator 110 to see if they exceed the tolerance. If it is stalled, intervention assistance is provided.

[0167] If the actuator 110 and its drive element's travel is within tolerance but the locking timeout occurs, resulting in failure to lock, other faults are likely present, and a locking failure message should be displayed. Stalling of the actuator 110's drive element can also cause the actuator 110 to not be in the locked position; intervention can be performed to assist in ensuring locking. If the actuator 110's drive element is not stalled, the travel of the actuator 110 should be re-compared with the travel of its drive element, and the synchronous PCU should execute the locking action until locking is successful.

[0168] Optionally, the stroke of the actuator 110 is sensed by a stroke sensor, and the stroke of the drive element of the actuator 110 can also be calculated by the step stroke sensed by the sensor located in the drive element of the actuator 110.

[0169] Figure 5 This is a schematic diagram illustrating a preferred embodiment of the process for determining whether a lock can be normally engaged. The process for determining whether a lock can be normally engaged includes:

[0170] S201, Startup location determination;

[0171] S202, Read the actuator 110 stroke;

[0172] S203, Read the operating stroke of the drive element of actuator 110;

[0173] S204. Compare the stroke of actuator 110 with the operating stroke of the drive element of actuator 110 to see if they exceed the tolerance. If yes, jump to S205; otherwise, jump to S208.

[0174] S205. Determine whether the actuator 110 and its drive element are faulty. If yes, proceed to S206; otherwise, proceed to S207.

[0175] S206, Locking failed;

[0176] S207, Calibration Data;

[0177] S208. Check whether the actuator 110 is in the locked position. If yes, jump to S209; otherwise, jump to S210.

[0178] S209, Locking successful;

[0179] S210. Determine if a timeout has occurred. If yes, proceed to S206; otherwise, proceed to S211.

[0180] S211. Determine whether the drive element of actuator 110 is stalled. If not, jump to S202; if yes, jump to S212.

[0181] S212, Intervention and Assistance;

[0182] In S206, historical data can be used to calibrate the stroke data of actuator 110 and drive element.

[0183] Through such Figure 5 The process shown can determine whether the lock can be locked normally, and can identify and handle abnormal situations in the locking process, thereby improving the success rate of locking.

[0184] In detail, determining whether normal gear shifting is possible based on abnormal conditions of actuator 110 and its drive components includes:

[0185] Read the process of executor 110;

[0186] Read the operating stroke of the drive element of actuator 110;

[0187] Compare the stroke of actuator 110 with the stroke of the drive element of actuator 110 to see if they exceed the tolerance;

[0188] If the stroke of actuator 110 does not exceed the tolerance of the stroke of the drive element of actuator 110, and the actuator 110 is checked to be in the shift position, then the shift is successful.

[0189] By comparing the travel of the actuator 110 and the drive element of the actuator 110, it can be determined whether the drive element of the actuator 110 drives the actuator 110 accurately. If the drive element of the actuator 110 cannot drive the actuator 110 accurately, it may lead to gear shifting failure, and the travel of the actuator 110 and its drive element needs to be corrected.

[0190] Furthermore, determining whether normal gear shifting is possible based on abnormal conditions of the actuator 110 and its driving components also includes:

[0191] If the travel of actuator 110 is out of tolerance with the travel of its drive element, it is determined whether actuator 110 or its drive element is faulty. If actuator 110 or its drive element is faulty, the gear shifting will fail. If actuator 110 or its drive element is not faulty, the travel data of actuator 110 and its drive element will be calibrated.

[0192] If actuator 110 or its drive element malfunctions, the travel tolerance of both may exceed the tolerance, resulting in inaccurate gear shifting. In this case, a gear shifting failure message should be displayed. If actuator 110 or its drive element is not malfunctioning, the travel data of actuator 110 and its drive element need to be calibrated to enable accurate gear shifting.

[0193] Furthermore, determining whether normal gear shifting is possible based on abnormal conditions of actuator 110 and its driving components also includes:

[0194] If the verification actuator 110 is not in the gear advance position and the gear advance timeout occurs, the gear advance will fail.

[0195] If the actuator 110 is not in the gear shift position and the gear shift time has not expired, then it is determined whether the drive element of the actuator 110 is stalled. If it is not stalled, then the stroke of the actuator 110 is compared with the stroke of the drive element of the actuator 110 to see if they are out of tolerance. If it is stalled, then intervention assistance is provided.

[0196] If the travel of actuator 110 and its drive element is within tolerance but the gear shifting timeout occurs, resulting in a failure to shift gears, other faults are likely present, and a gear shifting failure message should be displayed. Stalling of the drive element of actuator 110 can also prevent actuator 110 from being in the gearing position; intervention can be performed to assist in ensuring gear shifting. If the drive element of actuator 110 is not stalled, the travel of actuator 110 should be re-compared with the travel of its drive element, and the PCU should be synchronized to execute the gear shifting action until successful gear shifting.

[0197] Optionally, the stroke of the actuator 110 is sensed by a stroke sensor, and the stroke of the drive element of the actuator 110 can also be calculated by the step stroke sensed by the sensor located in the drive element of the actuator 110.

[0198] Figure 6 This is a flowchart illustrating a preferred embodiment of determining whether a gear can be entered normally. The process for determining whether a gear can be entered normally includes:

[0199] S301, Startup location determination;

[0200] S302, Read the stroke of actuator 110;

[0201] S303, Read the operating stroke of the drive element of actuator 110;

[0202] S304. Compare the stroke of actuator 110 with the operating stroke of the drive element of actuator 110 to see if they exceed the tolerance. If yes, jump to S305; otherwise, jump to S308.

[0203] S305. Determine whether the actuator 110 and its drive element are faulty. If yes, proceed to S306; otherwise, proceed to S307.

[0204] S306, failed to advance;

[0205] S307, Calibration Data;

[0206] S308. Check whether the actuator 110 is in the advance position. If yes, jump to S309; ​​otherwise, jump to S310.

[0207] S309, Gear shift successful;

[0208] S310. Determine if a timeout has occurred. If yes, proceed to S306; otherwise, proceed to S311.

[0209] S311. Determine whether the drive element of actuator 110 is stalled. If not, jump to S302; if yes, jump to S312.

[0210] S312, Intervention and Assistance;

[0211] In S306, historical data can be used to calibrate the stroke data of actuator 110 and drive element.

[0212] Through such Figure 6 The process shown can be used to determine whether a gear can be successfully entered into the next gear. It can also identify and handle abnormal situations during the gear entry process, thereby improving the success rate of gear entry.

[0213] Intervention assistance is mainly achieved through the output torque of the drive motors of the left and right wheels.

[0214] During the locking process, the output torque of the drive motors of the left and right wheels causes the first half-shaft gear 121 and the second half-shaft gear 131 to reverse. At the same time, the drive element of the actuator 110 drives the actuator 110, thereby aligning the second half-shaft gear 131 with the spline groove of the gear sleeve 112, so that the gear sleeve 112 is fitted onto the second half-shaft gear 131, thereby achieving locking.

[0215] During the gear shifting process, the output torque of the drive motor of the left or right wheel causes the gear sleeve 112 to rotate. At the same time, the drive element of the actuator 110 drives the actuator 110, thereby aligning and meshing the parking end face teeth 111 of the gear sleeve 112 with the end face teeth of the frame, thus achieving parking.

[0216] Further interventions include:

[0217] Assess the braking situation;

[0218] If the vehicle has come to a stop, the drive motor of the vehicle will output torque and continue to lock or shift gears.

[0219] Determine whether locking or shifting gears was successful;

[0220] If locking or shifting gears is successful, then exit intervention assistance;

[0221] If the lock is not engaged or the gear shift is successful, and the lock or gear shift timeout occurs, the intervention assistance will end and an error will be reported.

[0222] If the lock is not engaged or the gear is successfully engaged, and the timeout for locking or engaging has not expired, the drive motor of the vehicle will continue to output torque.

[0223] Before intervening in the assist, the braking status is assessed again to prevent damage to the parking brake. After intervening, the system checks whether the brakes are engaged, shifted into gear successfully, and whether the timeout has occurred to determine whether to disengage the assist to complete parking or report an error.

[0224] Further, assess the braking situation, including:

[0225] Determine if the electronic braking system is functioning properly;

[0226] If the electronic braking system malfunctions, the intervention assistance will be terminated and an error message will be displayed.

[0227] An abnormality in the electronic braking system may result in the vehicle failing to stop. For example, some pre-assistance systems may damage the parking brake. Therefore, the electronic braking system should be reassessed before intervening in the assistance.

[0228] Figure 7 The procedure for providing intervention assistance is illustrated, including:

[0229] S401, PCU issues an intervention assistance request;

[0230] S402, VCU receives intervention assistance requests, and PCU continuously performs locking or shifting;

[0231] S403, VCU determines whether the electronic braking system is normal. If not, it jumps to S404; if yes, it jumps to S405.

[0232] S404, End intervention assistance and report an error;

[0233] S405. Determine if the vehicle has come to a complete stop. If not, proceed to S406; if so, proceed to S407.

[0234] S406, Activate the electronic braking system to apply the brakes and then proceed to S407;

[0235] S407, the output torque of the drive components that drive the vehicle;

[0236] S408. Determine whether locking or shifting is successful. If yes, proceed to S409; otherwise, proceed to S411.

[0237] S409, Exit intervention assistance;

[0238] S410. Determine if a timeout has occurred. If yes, proceed to S404; otherwise, proceed to S407.

[0239] By implementing intervention assistance procedures, it is possible to prevent parking operations without braking, which helps prevent damage to the parking device, ensuring high safety and a high success rate of intervention assistance.

[0240] This application also provides a storage medium storing a computer program executed by a processor. When the computer program is executed by the processor, it causes the processor to perform the vehicle parking control method described above.

[0241] According to a storage medium of this application, the parking control method stored is easy to control and occupies little space.

[0242] This application also provides a vehicle parking gear shifting control system, including a vehicle parking device according to the above description, a memory, and a processor. The memory stores a computer program executed by the processor. When the computer program is executed by the processor, it causes the processor to perform the vehicle parking control method as described above. The vehicle parking gear shifting control system according to this application has low control difficulty and occupies little space.

[0243] This application also provides a vehicle equipped with a parking gear shift control system as described above. The vehicle according to this application simplifies the parking structure, reduces the difficulty of parking control, and achieves high utilization of interior space.

[0244] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application. Terms such as “setup” appearing herein can refer to either a component being directly attached to another component or a component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0245] This application has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit this application to the described embodiments. Those skilled in the art will understand that many more variations and modifications can be made based on the teachings of this application, and all such variations and modifications fall within the scope of protection claimed in this application.

Claims

1. A parking device for a vehicle, characterized in that, The device includes an actuator and an actuator drive element. The actuator is movable relative to the frame between an unlocked position, a locked position, and a gear-engaged position. The actuator drive element is connected to the actuator and is used to drive the actuator. When the actuator is in the unlocked position, the left and right wheels are not connected. When the actuator is in the locked position, the left and right wheels are connected together. When the actuator is in the gear-engaged position, the left and right wheels are connected together but cannot rotate. The actuator includes a gear sleeve, which, when in the locked position, is fitted onto a first half-shaft and a second half-shaft and is non-rotatable relative to both the first and second half-shafts. The first half-shaft is connected to the left wheel, and the second half-shaft is connected to the right wheel. The gear sleeve is provided with a first engaging tooth, which engages with the fixed structure of the vehicle when in the gear-up position, thereby preventing the gear sleeve from rotating. The parking device also includes a fixed end cap, which includes a second engaging tooth for engaging with the first engaging tooth of the gear sleeve when in the gear-up position.

2. The parking device for a vehicle according to claim 1, characterized in that, The gear sleeve is provided with a spline groove, and both the first half-shaft and the second half-shaft are provided with spline teeth that mate with the spline groove.

3. The parking device for a vehicle according to claim 1, characterized in that, The actuator further includes a shift fork, which is sleeved onto the toothed sleeve and connected to the actuator drive element. The toothed sleeve is rotatable relative to the shift fork about a rotation axis, and the actuator drive element is used to drive the shift fork in a switching direction parallel to the rotation axis.

4. The parking device for a vehicle according to claim 3, characterized in that, The parking device also includes a limiter and a transmission rod. The transmission rod is fixed to the shift fork, and the limiter is fixed relative to the vehicle frame. The transmission rod is provided with at least three limiting grooves. When the gear sleeve is in the unlocked position, the locked position, and the gear-shifting position, the limiter abuts against the three limiting grooves respectively.

5. The parking device for a vehicle according to claim 4, characterized in that, The limiter includes: A housing, which is fixed relative to the vehicle frame; A limiting ball, located at the end of the housing, and used to embed into the limiting groove; and An elastic element is disposed within the housing and connected to the limiting ball for pressing against the limiting ball.

6. A parking control method for a vehicle, characterized in that, A parking device for a vehicle according to any one of claims 1 to 5, wherein the parking control method for the vehicle comprises: Perform the locking action; If the locking action can be executed normally, then the shifting action will be executed. If the gear shifting action can be performed normally, then the parking gear shifting is complete; The locking action is the actuator locking the left and right wheels, and the shifting action is the actuator locking the frame.

7. The vehicle parking control method according to claim 6, characterized in that, The vehicle parking control method also includes: Receive parking command and determine whether the vehicle is in braking condition; If the vehicle is in braking mode, the locking action will be performed.

8. The vehicle parking control method according to claim 7, characterized in that, The vehicle parking control method also includes: Determine whether locking can be performed normally based on the abnormal condition of the actuator and its driving components; If the lock cannot be locked normally, intervention or a lock failure message will be displayed.

9. The vehicle parking control method according to claim 8, characterized in that, The vehicle parking control method also includes: Determine whether normal gear shifting is possible based on the abnormal condition of the actuator and its driving components; If the gear cannot be shifted normally, intervention or a gear shift failure message will be displayed.

10. The vehicle parking control method according to claim 8, characterized in that, The determination of whether the vehicle is in a braking state includes: Determine whether parking is possible based on the vehicle's posture and speed; If parking is not possible, prompt the driver to park. If parking is possible, determine whether the vehicle is in a stopped state. If the vehicle is not in a stopped state, activate the electronic braking system to apply the brakes.

11. The vehicle parking control method according to claim 9, characterized in that, The abnormal conditions of the actuator and its driving elements include at least one of the following: The actuator's stroke is out of tolerance with the stroke of the actuator's driving element; Actuator and actuator drive element failure; The actuator timed out during locking. The actuator's drive element is stalled.

12. The vehicle parking control method according to claim 11, characterized in that, The step of determining whether locking can be performed normally based on the abnormal condition of the actuator and its driving components includes: Read the actuator's stroke; Read the operating stroke of the actuator's drive element; Compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance; If the actuator's stroke is within tolerance to the stroke of the actuator's drive element, and the actuator is in the locked position, then the locking is successful.

13. The vehicle parking control method according to claim 12, characterized in that, The method of determining whether locking can be performed normally based on the abnormal condition of the actuator and its driving components also includes: If the actuator's stroke and the actuator's drive element's stroke are out of tolerance, then determine whether the actuator or the actuator's drive element is faulty. If the actuator or the actuator's drive element is faulty, then locking will fail. If the actuator or the actuator's drive element is not faulty, then calibrate the stroke data of the actuator and the actuator's drive element.

14. The vehicle parking control method according to claim 12, characterized in that, The method of determining whether locking can be performed normally based on the abnormal condition of the actuator and its driving components also includes: If the verification actuator is not in the locked position and the locking timeout occurs, the locking will fail. If the actuator is not in the locked position and the locking time has not expired, then determine whether the actuator's drive element is stalled. If it is not stalled, then re-compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance. If it is stalled, then intervene to assist.

15. The vehicle parking control method according to claim 11, characterized in that, The process of determining whether normal gear shifting is possible based on abnormal conditions of the actuator and its driving components includes: Read the actuator's stroke; Read the operating stroke of the actuator's drive element; Compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance; If the actuator's stroke and the actuator's drive element's stroke are within tolerance, and the actuator is in the shift position, then the shift is successful.

16. The vehicle parking control method according to claim 15, characterized in that, The method of determining whether normal gear shifting is possible based on the abnormal condition of the actuator and its driving components also includes: If the actuator's stroke and the actuator's drive element's stroke are out of tolerance, then determine whether the actuator or the actuator's drive element is faulty. If the actuator or the actuator's drive element is faulty, then gear shifting will fail. If the actuator or the actuator's drive element is not faulty, then calibrate the stroke data of the actuator and the actuator's drive element.

17. The vehicle parking control method according to claim 15, characterized in that, The method of determining whether normal gear shifting is possible based on the abnormal condition of the actuator and its driving components also includes: If the verification actuator is not in the advance position and the advance timeout occurs, the advance will fail. If the actuator is not in the forward position and the lockout has not timed out, then determine whether the actuator's drive element is stalled. If it is not stalled, then re-compare the actuator's stroke with the stroke of the actuator's drive element to see if they exceed the tolerance. If it is stalled, then intervene to assist.

18. The vehicle parking control method according to claim 9, characterized in that, The intervention assistance includes: Assess the braking situation; If the vehicle has come to a stop, the drive motor of the vehicle will output torque and continue to lock or shift gears. Determine whether locking or shifting gears was successful; If locking or shifting gears is successful, then exit intervention assistance; If the lock is not engaged or the gear shift is successful, and the lock or gear shift timeout occurs, the intervention assistance will end and an error will be reported. If the lock is not engaged or the gear is successfully engaged, and the timeout for locking or engaging has not expired, the drive motor of the vehicle will continue to output torque.

19. The vehicle parking control method according to claim 18, characterized in that, The determination of braking status includes: Determine if the electronic braking system is functioning properly; If the electronic braking system malfunctions, the intervention assistance will be terminated and an error message will be displayed.

20. A storage medium, characterized in that, The storage medium stores a computer program that is executed by a processor, which, when run by the processor, causes the processor to perform the vehicle parking control method as described in any one of claims 6-19.

21. A parking gear shifting control system for a vehicle, characterized in that, The vehicle includes a parking device, a memory, and a processor according to any one of claims 1 to 8, wherein the memory stores a computer program executed by the processor, and the computer program, when executed by the processor, causes the processor to perform the parking control method of the vehicle according to any one of claims 6 to 19.

22. A vehicle, characterized in that, The vehicle is equipped with a parking gear shift control system as described in claim 21.

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