Vehicle control method and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a vehicle control method and a vehicle. The vehicle control method comprises the steps that under the condition that a received user instruction is a parking mode, whether a parking condition is met or not is determined; and under the condition that the parking condition is met, the gear shifting mechanism is controlled to slide to a first parking gear, and in the first parking gear, the gear shifting mechanism is meshed with the power input gear, the first gear main gear and the second gear main gear at the same time. Due to the fact that the first parking gear, the first-gear main gear and the second-gear main gear transmit two rotating speeds to the same transmission shaft at the same time, and meshing conflicts exist, the gear shifting mechanism can be engaged into two gears for self-locking at the same time, rotation of the power input gear can be limited, the parking function is achieved under the condition that no parking mechanism is added, and the service life of the parking mechanism is prolonged. When applied to a vehicle, the parking device is good in parking stability, simple in structure and beneficial to lightweight design.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and specifically relates to a vehicle control method and a vehicle. Background Art

[0002] The electrification of new energy commercial vehicles has become a trend. At present, the single-speed (single speed ratio) transmission assembly uses a motor directly connected to a reducer to output power in the form of parallel shafts or coaxial shafts. The selected motor has low speed, low torque, small vehicle layout space, and small and fixed optional speed ratio, which makes the load-bearing capacity limited. It is generally used in light-load new energy commercial vehicles such as light trucks and highway logistics vehicles. For heavy-load new energy commercial vehicles, due to the larger speed range, higher load, high-torque starting, climbing, and high-speed driving required, the single-speed transmission assembly electric drive axle is difficult to meet such harsh working conditions, and the two-speed and multi-speed transmission assemblies came into being. Among them, the two-speed transmission assembly is widely used because of its large speed ratio range and can be adapted to high-speed and low-torque motors.

[0003] In the prior art, new energy commercial vehicles often use wheel caliper friction to achieve driving brakes, and use air brakes or hydraulic mechanisms to park. This parking method relies on the air supply system and hydraulic system of the whole vehicle. After parking and shutting down, the two systems stop running. Over time, the parking performance gradually decreases and the stability decreases. In addition, in the field of passenger cars, parking is often achieved by mechanical means. When the controller cuts off the power of the motor, the input shaft or output shaft in the transmission assembly is locked to park. A ratchet fixed to the input shaft or output shaft and a pawl mechanism with a reset device hinged on the transmission assembly are often used to achieve this function. Because the torque required for passenger car braking is small, a small ratchet pawl and other parking mechanisms can be completed in a limited space. In the field of new energy commercial vehicles, the required braking torque is very large. If a ratchet pawl mechanism is used, the ratchet pawl must be made large and thick to provide sufficient strength and stiffness for parking lock. Adding such a large parking mechanism will undoubtedly increase the overall size of the transmission assembly and increase the number of parts, which is not conducive to the lightweighting of the electric drive transmission assembly.

[0004] Therefore, the existing parking method applied to the field of new energy commercial vehicles has poor stability and complex structure, which is not conducive to the lightweight design of the transmission assembly. Summary of the invention

[0005] The purpose of this application is to provide a vehicle control method and a vehicle, which are used to solve the problems of poor stability and complex structure of the existing parking method applied to the field of new energy commercial vehicles, which is not conducive to the lightweight design of the transmission assembly.

[0006] In order to achieve the above-mentioned object, the present application provides a vehicle control method in a first aspect, which is applied to a vehicle, wherein the vehicle includes a transmission assembly, the transmission assembly includes a power input gear, a first gear main gear, a second gear main gear, a transmission shaft and a shift mechanism, the transmission shaft is provided with a first gear sub-gear meshing with the first gear main gear and a second gear sub-gear meshing with the second gear main gear, and the shift mechanism can slide between the first gear main gear, the power input gear and the second gear main gear to perform meshing switching;

[0007] The vehicle control method comprises:

[0008] Determining a gear mode of the vehicle according to a user instruction, wherein the gear mode includes a parking mode, a first gear mode, a second gear mode, and a neutral mode;

[0009] When receiving the user instruction for the parking mode, determining whether a parking condition is met;

[0010] When the parking condition is met, the shift mechanism is controlled to slide to the first parking gear. In the first parking gear, the shift mechanism is meshed with the power input gear, the first gear main gear and the second gear main gear at the same time.

[0011] In some embodiments, the shift mechanism includes a shift sleeve, the shift sleeve includes a sleeve body and a rotating sleeve, the rotating sleeve is arranged at one end of the sleeve body and has an axial rotation margin relative to the sleeve body, a first meshing portion is arranged inside the rotating sleeve, a second meshing portion is arranged inside the other end of the sleeve body, a first shift tooth matched with the first meshing portion is arranged on the first gear main gear, and a second shift tooth matched with the second meshing portion is arranged on the second gear main gear;

[0012] The first meshing portion and the first shift tooth are in spline meshing, and the tooth width of the spline tooth in the first meshing portion is defined as L, the tooth thickness is defined as H1, and the tooth thickness of the spline tooth in the first shift tooth is defined as H2, wherein L=H1+n*H2, and n is a natural number greater than or equal to 2.

[0013] In some embodiments, a single-side clearance from the spline teeth of the first meshing portion to the spline teeth of the first shifting teeth is defined as X;

[0014] The parking condition also includes X≥H2 and the vehicle speed is less than a preset value.

[0015] In some embodiments, the first meshing portion is an internal spline, the first shift tooth is an external spline, the internal spline tooth of the first meshing portion is chamfered at one end facing the first shift tooth, and / or the external spline tooth of the first shift tooth is chamfered at one end facing the first meshing portion;

[0016] Wherein, the angle between the chamfered surface of the chamfer and the tooth width direction is 30-45°. In some embodiments, when the parking condition is met, controlling the shift mechanism to slide to the first parking gear position includes:

[0017] Acquire the current gear mode of the vehicle;

[0018] When the vehicle is in the first gear mode, controlling the shift mechanism to first slide to the neutral gear mode, then slide to the second gear mode, and finally enter the first parking gear position;

[0019] When the vehicle is in the neutral gear mode, controlling the shift mechanism to first slide to the second gear mode and then enter the first parking gear position;

[0020] When the vehicle is in the second gear mode, the shift mechanism is controlled to slide directly to the first parking gear position.

[0021] In some embodiments, the transmission assembly further includes a power input shaft connected to a power input device, the power input gear is disposed on the power input shaft, the power input shaft is used to drive the power input gear to rotate, and the power input shaft is also connected to a power take-off device.

[0022] In some embodiments, the vehicle control method further includes:

[0023] After the shift mechanism slides to the first parking gear position, determining whether the vehicle needs to take off power;

[0024] When it is determined that the vehicle needs to take off power, the shift mechanism is controlled to slide to the second parking gear. In the second parking gear, the shift mechanism is engaged with the first gear main gear and the second gear main gear at the same time, and the power input shaft can drive the power input gear to idle and drive the power take-off device to work.

[0025] In some embodiments, the vehicle control method further includes:

[0026] When the received user instruction is the first gear mode, obtaining the current gear mode of the vehicle;

[0027] When the vehicle is in the second gear mode, controlling the shift mechanism to first slide to the neutral gear mode and then slide to the first gear mode;

[0028] When the vehicle is in the neutral gear mode, controlling the shift mechanism to directly slide to the first gear mode;

[0029] Wherein, in the first gear mode, the shift mechanism is meshed with the power input gear and the first gear main gear.

[0030] The vehicle control method further includes:

[0031] When the received user instruction is the second gear mode, obtaining the current gear mode of the vehicle;

[0032] When the vehicle is in the first gear mode, controlling the shift mechanism to first slide to the neutral gear mode and then slide to the second gear mode;

[0033] When the vehicle is in the neutral mode, controlling the shift mechanism to directly slide to the second gear mode;

[0034] Wherein, in the second gear mode, the shift mechanism is meshed with the power input gear and the second gear main gear.

[0035] In order to achieve the above-mentioned purpose, the second aspect of the present application provides a vehicle, which applies the vehicle control method provided according to the above-mentioned first aspect, and the vehicle includes a motor and a transmission assembly.

[0036] Compared with the prior art, the vehicle control method and vehicle provided by the present application at least include the following

[0037] Beneficial effects:

[0038] The vehicle control method provided in the present application determines whether the parking conditions are met when receiving a user instruction for the parking mode, wherein the parking conditions include the vehicle speed; when the parking conditions are met, the shift mechanism is controlled to slide to the first parking gear, and in the first parking gear, the shift mechanism is engaged with the power input gear, the first gear main gear and the second gear main gear at the same time. In the transmission assembly, the first gear main gear and the second gear main gear are respectively meshed with the corresponding first gear sub-gear and second gear sub-gear, and the meshing transmission ratios are different. Therefore, in the first parking gear, since the shift mechanism simultaneously meshes with the first gear main gear, the second gear main gear and the power input gear, at this time, the first gear main gear and the second gear main gear transmit two speeds to the same transmission shaft at the same time. Due to the meshing conflict, the shift mechanism is self-locked by simultaneously engaging the first gear main gear and the second gear main gear, and at the same time, the rotation of the power input gear can be limited, thereby realizing the function of parking without adding any parking mechanism. When applied to vehicles, the parking stability is good, the structure is simple, and it is conducive to the lightweight design of the transmission assembly.

[0039] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without creative work. In the drawings:

[0041] Figure 1 A schematic diagram of the structure of a transmission assembly provided in this embodiment;

[0042] Figure 2 for Figure 1 A schematic diagram of the structure of the shift mechanism in the transmission assembly shown;

[0043] Figure 3 An exploded schematic diagram of a shift sleeve, a first gear main gear, and a second gear main gear in a transmission assembly provided in this embodiment;

[0044] Figure 4 A schematic diagram of meshing between teeth of a shift sleeve and a first shift tooth provided in an embodiment of the present application;

[0045] Figure 5 A schematic diagram of the structure of the shift sleeve in the transmission assembly provided in this embodiment in the first gear mode;

[0046] Figure 6 A schematic diagram of the structure of a transmission assembly provided in this embodiment in which the shift sleeve is in a neutral mode;

[0047] Figure 7 A schematic diagram of the structure of the gear shift sleeve in the transmission assembly provided in this embodiment in the second gear mode;

[0048] Figure 8 A schematic diagram of the structure of the shift sleeve in the transmission assembly provided in this embodiment being located in the first parking gear position in the parking mode;

[0049] Fig. 9 A schematic diagram of the structure of the gear shift sleeve in the transmission assembly provided in this embodiment being located at the second parking gear position in the parking mode;

[0050] Fig.10 A flow chart of a vehicle control method provided in this embodiment.

[0051] Description of Reference Numerals

[0052] 10. Motor;

[0053] 20. Power take-off device;

[0054] 100. Power input gear;

[0055] 200, first gear main gear; 210, first shift gear; 220, third shift gear;

[0056] 300, second gear main gear; 310, second shift gear;

[0057] 400, transmission shaft; 410, first gear pinion; 420, second gear pinion;

[0058] 500, shift mechanism; 510, shift sleeve; 511, sleeve body; 511a, second meshing portion; 511b, third meshing portion; 511c, sleeve groove; 512, rotating sleeve; 512a, first meshing portion; 512b, fourth meshing portion; 513, buffer; 520, shift fork shaft; 521, positioning groove; 530, shift fork rod; 540, shift driving member; 550, positioning assembly; 551, reset member; 552, positioning ball;

[0059] 600, speed reduction mechanism;

[0060] 700, power input shaft;

[0061] 800, differential; 810, differential input gear;

[0062] 900. Speed ​​sensor. DETAILED DESCRIPTION

[0063] The specific implementation of the present application is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present application, and is not used to limit the present application.

[0064] The present application will be described in detail below with reference to the accompanying drawings and in conjunction with exemplary embodiments.

[0065] Example

[0066] See also Figure 1 This embodiment provides a vehicle, in particular, a new energy commercial vehicle, the vehicle includes a motor 10 and a transmission assembly.

[0067] In this embodiment, the transmission assembly includes a power input gear 100, a first gear main gear 200, a second gear main gear 300, a transmission shaft 400, and a shift mechanism 500. The transmission shaft 400 is provided with a first gear sub-gear 410 meshing with the first gear main gear 200 and a second gear sub-gear 420 meshing with the second gear main gear 300, and the shift mechanism 500 can slide between the first gear main gear 200, the power input gear 100, and the second gear main gear 300 for meshing switching.

[0068] Furthermore, the power input gear 100 is connected to the power input shaft 700, and the motor 10 can transmit power to the power input shaft 700 through the speed reduction mechanism 600 to drive the power input gear 100 to rotate. The speed reduction mechanism 600 can be a planetary speed reduction mechanism.

[0069] In some embodiments, the power input shaft 700 and the power input gear 100 are key-matched or integrally machined gear shafts.

[0070] In this embodiment, the first gear sub-gear 410, the second gear sub-gear 420 and the transmission shaft 400 are all anti-rotationally matched. The anti-rotational match means that there is no relative rotation between the transmission shaft 400 and the first gear sub-gear 410 and the second gear sub-gear 420. Among them, the anti-rotational match includes key matching, bolt connection matching or welding connection. Of course, in some embodiments, the first gear sub-gear 410 and the second gear sub-gear 420 are integrally processed and formed with the transmission shaft 400, for example, a gear shaft with an integral structure is realized by using a casting or cutting process.

[0071] See also Figure 1 and Figure 3 Further, the first gear main gear 200, the power input gear 100, and the second gear main gear 300 are coaxially arranged in sequence, and the first gear main gear 200 is provided with a first shift tooth 210 and a third shift tooth 220 on a side close to the second gear main gear 300, and the second gear main gear 300 is provided with a second shift tooth 310 on a side close to the first gear main gear 200. The first shift tooth 210, the third shift tooth 220, the power input gear 100, and the second shift tooth 310 are arranged in sequence.

[0072] See also Figure 1 , Figure 2 and Figure 3The shift mechanism 500 can slide between the first gear main gear 200, the power input gear 100 and the second gear main gear 300 to perform meshing switching. Specifically, the shift mechanism 500 includes a shift sleeve 510, which is slidably mounted between the first gear main gear 200 and the second gear main gear 300. When shifting, the shift sleeve 510 can slide between the first shift tooth 210, the third shift tooth 220, the power input gear 100 and the second shift tooth 310 to achieve meshing switching.

[0073] See also Figures 1 to 9 In this embodiment, the shift sleeve 510 includes a parking mode, a first gear mode, a second gear mode and a neutral mode.

[0074] like Figure 8 and Fig. 9 As shown, in the parking mode, the shift sleeve 510 is meshed with the first shift tooth 210, the power input gear 100 and the second shift tooth 310 at the same time, or the shift sleeve 510 is meshed with the first shift tooth 210 and the second shift tooth 310 at the same time. In this embodiment, in order to distinguish the description, it is defined that the shift sleeve 510 is meshed with the first shift tooth 210, the power input gear 100 and the second shift tooth 310 at the same time as the first parking gear position, at which time the power input gear 100 is synchronously locked. It is defined that the shift sleeve 510 is meshed with the first shift tooth 210 and the second shift tooth 310 at the same time as the second parking gear position, at which time the power input gear 100 is released, and the rotation of the power input gear 100 is not restricted, so that the power input shaft 700 can transmit power to the power take-off device 20.

[0075] like Figure 5 As shown, in the first gear mode, the shift sleeve 510 is meshed with the third shift tooth 220 and the power input gear 100. At this time, the power input gear 100 can drive the first gear main gear 200 to rotate through the shift sleeve 510.

[0076] like Figure 7 As shown, in the second gear mode, the shift sleeve 510 is meshed with the power input gear 100 and the second shift tooth 310. At this time, the power input gear 100 can drive the second gear main gear 300 to rotate through the shift sleeve 510.

[0077] like Figure 6 As shown, in the neutral mode, the shift sleeve 510 is only meshed with the power input gear 100 , and the power input gear 100 is idle at this time and will not drive the first gear main gear 200 and the second gear main gear 300 to rotate.

[0078] According to the positional relationship of the first shift tooth 210, the third shift tooth 220, the power input gear 100 and the second shift tooth 310, it can be determined that the first gear mode, the neutral gear mode, the second gear mode and the parking mode are distributed in sequence (distributed in sequence from left to right in the drawings shown in this embodiment). In this way, when the shift sleeve 510 is in the neutral gear mode, the shift sleeve 510 can slide to the left to enter the first gear mode, or slide to the right to enter the second gear mode; when the shift sleeve 510 needs to switch between the first gear mode and the second gear mode, it needs to slide to the neutral gear mode first, and then slide to the corresponding gear mode. When the shift sleeve 510 needs to switch to the parking mode, it needs to switch to the second gear mode first, and then continue to slide to the right for a preset stroke in the second gear mode.

[0079] See also Figure 2 and Figure 3 Specifically, the shift sleeve 510 includes a sleeve body 511 and a rotating sleeve 512. The rotating sleeve 512 is arranged at one end of the sleeve body 511 and is provided with a first meshing portion 512a inside. The other end of the sleeve body 511 is provided with a second meshing portion 511a inside. The first meshing portion 512a is used to mesh with the first shift tooth 210, and the second meshing portion 511a can mesh and switch between the third shift tooth 220, the power input gear 100 and the second shift tooth 310.

[0080] In this embodiment, the first meshing portion 512a is close to the first shifting tooth 210. Figure 8 As shown, in the parking mode, the first meshing portion 512a meshes with the first shifting tooth 210, and the second meshing portion 511a meshes with the power input gear 100 and the second shifting tooth 310 (corresponding to the first parking gear position), or as shown in FIG. Fig. 9 As shown, the second meshing portion 511a only meshes with the second shifting tooth 310 (corresponding to the second parking gear position). Figures 5 to 7 As shown, in the first gear mode, the second gear mode and the neutral gear mode, the first meshing portion 512a does not participate in the meshing transmission, and only the second meshing portion 511a participates in the meshing transmission.

[0081] Furthermore, in this embodiment, the first meshing portion 512 a and the first shift tooth 210 are in spline meshing, wherein the first meshing portion 512 a is an internal spline and the first shift tooth 210 is an external spline.

[0082] The inner spline teeth of the first meshing portion 512a are chamfered at one end facing the first shifting tooth 210, or the outer spline teeth of the first shifting tooth 210 are chamfered at one end facing the first meshing portion 512a. In this way, the chamfer design has a certain guiding effect, ensuring that the first meshing portion 512a can be smoothly engaged with the first shifting tooth 210 for meshing cooperation.

[0083] like Figure 3 and Figure 4 As shown, in this embodiment, the inner spline teeth of the first meshing portion 512a are chamfered at one end facing the first shifting tooth 210, and the outer spline teeth of the first shifting tooth 210 are chamfered at one end facing the first meshing portion 512a, further ensuring smoother gear shifting.

[0084] In some embodiments, the chamfered surface of the chamfer of the internal spline teeth and the external spline teeth is in the direction of the tooth width (such as Figure 4 The included angle of the vertical direction of the viewing angle shown is 30-45° to make the meshing guidance between the teeth smoother.

[0085] Optionally, the angle between the chamfered surface and the tooth width direction can also be designed to be 32°, 34.5°, 35°, 38°, 39.5°, 40°, 40.4°, 42°, 43.5° or 44°, etc. It should be understood that the above is only an example and is not intended to limit the scope of protection of this application.

[0086] Please also read Figure 4 Further, in this embodiment, the tooth width of the internal spline teeth in the first meshing portion 512a is defined as L, the tooth thickness is defined as H1, and the tooth thickness of the external spline teeth in the first shifting tooth 210 is defined as H2, wherein L=H1+n*H2, and n is a natural number greater than or equal to 2. In this way, it is ensured that there is sufficient single-sided clearance when the first meshing portion 512a is meshed with the first shifting tooth 210, so that the gear engagement can be smoothly performed.

[0087] In some embodiments, H1=H2 to improve the stability of the meshing transmission.

[0088] In some embodiments, the minimum single-side clearance between teeth required for the internal spline teeth of the first meshing portion 512 a to mesh with the external spline teeth of the first shifting teeth 210 is defined as X, where X satisfies: X≥H2.

[0089] Please also read Figure 2 , Figure 3 and Figure 4 In this embodiment, the rotating sleeve 512 has an axial rotation margin relative to the sliding sleeve body 511. Specifically, the sliding sleeve body 511 is further provided with a third meshing portion 511b, which is located at one end of the second meshing portion 511a close to the rotating sleeve 512.

[0090] The rotating sleeve 512 is provided with a fourth meshing portion 512b that cooperates with the third meshing portion 511b, wherein the third meshing portion 511b and the fourth meshing portion 512b are meshed with teeth and have a meshing gap. In this way, the meshing gap forms a rotation margin of the rotating sleeve 512 relative to the sliding sleeve body 511 around the axial direction, and the rotating sleeve 512 can be positioned by the tooth side surface of the third meshing portion 511b and the tooth side surface of the fourth meshing portion 512b after rotating by a preset angle, so as to achieve synchronous rotation / locking. In this way, when the teeth and tooth grooves are not aligned after operation, the rotating sleeve 512 can rotate under the action of chamfering (chamfering of the first shifting tooth 210 and the first meshing portion 512a), thereby smoothly entering the meshing state, realizing the function of simultaneously engaging two gears, and ensuring smooth gear engagement.

[0091] like Figure 4 As shown, in some embodiments, a buffer 513 is further provided between the teeth of the fourth meshing portion 512b and the third meshing portion 511b to prevent problems such as tooth knocking and noise from occurring during the rotation of the rotating sleeve 512.

[0092] Optionally, the buffer member 513 may be a disc spring or an elastic gasket, etc.

[0093] See also Figure 1 and Figure 2 The shift mechanism 500 further includes a shift fork shaft 520, a shift fork rod 530 and a shift driver 540. The shift fork shaft 520 is provided with a shift fork rod 530, and one end of the shift fork rod 530 away from the shift fork shaft 520 is clamped in the sleeve groove 511c of the shift sleeve 510. The shift driver 540 is in transmission connection with the shift fork shaft 520, and is used to drive the shift fork shaft 520 to move back and forth along the sliding direction of the shift sleeve 510.

[0094] Optionally, the power of the gear shift driver 540 is provided by the motor 10, such as an electric push rod, an electric cylinder or a screw assembly of the motor 10. In some embodiments, the gear shift driver 540 can also use an oil cylinder or a gas cylinder as a power source.

[0095] In this embodiment, the fork shaft 520 is provided with a plurality of positioning grooves 521 corresponding to different gear positions along the axial direction. The shift mechanism 500 further includes a positioning assembly 550, which includes a reset member 551 and a positioning ball 552. The reset member 551 is disposed on the housing of the transmission assembly and extends toward the positioning groove 521 of the fork shaft 520. The positioning ball 552 is disposed at one end of the reset member 551 close to the fork shaft 520. The reset member 551 drives the positioning ball 552 to maintain contact with the fork shaft 520 so that the positioning ball 552 can be inserted into the corresponding positioning groove 521. In this way, after the shift sleeve 510 is switched to the corresponding gear position, the positioning ball 552 is inserted into the corresponding positioning groove 521, limiting the movement of the fork shaft 520 without external force, thereby playing the role of limiting and positioning.

[0096] Optionally, the reset member 551 may be a spring or a spring.

[0097] See also Figure 1 Furthermore, in this embodiment, the transmission assembly further includes a differential 800, a differential input tooth 810 of the differential 800 is in driving connection with the transmission shaft 400, and the differential 800 is also connected to left and right half shafts. The transmission assembly is also provided with a speed sensor 900 for detecting the rotation speed of the differential input tooth 810 and for feeding back to the vehicle control system.

[0098] See also Figures 1 to 10 This embodiment also provides a vehicle control method, which is applied to the vehicle provided above. The vehicle control method includes:

[0099] S100: Determine a gear mode of the vehicle according to a user instruction, where the gear modes include a parking mode, a first gear mode, a second gear mode, and a neutral mode.

[0100] S200: When receiving a user instruction indicating a parking mode, determine whether a parking condition is met. The parking condition includes X≥H2 and the vehicle speed is less than a preset value, and X is a single-side clearance from the spline teeth of the first meshing portion 512a to the spline teeth of the first shifting tooth 210. Specifically, in some embodiments, the vehicle speed is less than 3 km / h as one of the parking conditions.

[0101] S300: When the parking condition is met, the shift mechanism 500 is controlled to slide to the first parking gear. In the first parking gear, the shift mechanism 500 is meshed with the power input gear 100, the first gear main gear 200 and the second gear main gear 300 at the same time.

[0102] In the above step S300, when the parking condition is met, controlling the shift mechanism 500 to slide to the first parking gear position includes:

[0103] S310: Obtain the current gear mode of the vehicle;

[0104] S320: When the vehicle is in the first gear mode, control the shift mechanism 500 to first slide to the neutral gear mode, then slide to the second gear mode, and finally enter the first parking gear position;

[0105] S330: When the vehicle is in the neutral gear mode, the shift mechanism 500 is controlled to first slide to the second gear mode and then enter the first parking gear position;

[0106] S340: When the vehicle is in the second gear mode, the shift mechanism 500 is controlled to slide directly to the first parking gear position.

[0107] In this embodiment, the power input shaft 700 is also connected to a power take-off device 20. The vehicle control method further includes:

[0108] S400: after the shift mechanism 500 slides to the first parking gear position, determining whether the vehicle needs to take off power;

[0109] S500: When it is determined that the vehicle needs to take off power, the shift mechanism 500 is controlled to slide to the second parking gear. In the second parking gear, the shift mechanism 500 is meshed with the first gear main gear 200 and the second gear main gear 300 at the same time, and the power input shaft 700 can drive the power input gear 100 to idle and drive the power take-off device 20 to work.

[0110] In this embodiment, the vehicle control method further includes:

[0111] When the user instruction is received for the first gear mode, obtaining the current gear mode of the vehicle;

[0112] When the vehicle is in the second gear mode, the shift mechanism 500 is controlled to first slide to the neutral gear mode and then slide to the first gear mode;

[0113] When the vehicle is in the neutral mode, the shift mechanism 500 is controlled to slide directly to the first gear mode;

[0114] In the first gear mode, the shift mechanism 500 is meshed with the power input gear 100 and the first gear main gear 200 .

[0115] In this embodiment, the vehicle control method further includes:

[0116] When receiving a user instruction indicating the second gear mode, obtaining the current gear mode of the vehicle;

[0117] When the vehicle is in the first gear mode, the shift mechanism 500 is controlled to first slide to the neutral gear mode and then slide to the second gear mode;

[0118] When the vehicle is in the neutral mode, the shift mechanism 500 is controlled to slide directly to the second gear mode;

[0119] In the second gear mode, the shift mechanism 500 is meshed with the power input gear 100 and the second gear main gear 300 .

[0120] It should be noted that the first parking gear and the second parking gear in the first gear mode, the second gear mode, the neutral mode and the parking mode have been described in detail in the above-mentioned transmission assembly scheme, and will not be repeated here. The vehicle control method provided in this embodiment determines whether the parking condition is met when receiving the user instruction for the parking mode; when the parking condition is met, the shift mechanism 500 is controlled to slide to the first parking gear, and in the first parking gear, the shift mechanism 500 is meshed with the power input gear 100, the first gear main gear 200 and the second gear main gear 300 at the same time. In the transmission assembly, the first gear main gear 200 and the second gear main gear 300 are respectively meshed with the corresponding first gear sub-gear 410 and second gear sub-gear 420, and the meshing transmission ratios are different. Therefore, in the first parking gear, since the shift mechanism 500 is meshed with the first gear main gear 200, the second gear main gear 300 and the power input gear 100 at the same time, the first gear main gear 200 and the second gear main gear 300 transmit two speeds to the same transmission shaft 400 at the same time. Due to the meshing conflict, the shift mechanism 500 is self-locked by simultaneously engaging the first gear main gear 200 and the second gear main gear 300, and at the same time, the rotation of the power input gear 100 can be restricted, thereby realizing the function of parking without adding any parking mechanism. When applied to vehicles, the parking stability is good, the structure is simple, and it is conducive to the lightweight design of the transmission assembly.

[0121] It should be noted that in the present application, unless otherwise specified, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like used to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0122] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0123] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0124] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0125] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: The invention is applied to a vehicle, the vehicle comprising a transmission assembly, the transmission assembly comprising a power input gear (100), a first gear main gear (200), a second gear main gear (300), a transmission shaft (400) and a shifting mechanism (500), the transmission shaft (400) being provided with a first gear sub-gear (410) meshing with the first gear main gear (200) and a second gear sub-gear (420) meshing with the second gear main gear (300), the shifting mechanism (500) being able to slide between the first gear main gear (200), the power input gear (100) and the second gear main gear (300) to perform meshing switching; The vehicle control method comprises: Determining a gear mode of the vehicle according to a user instruction, wherein the gear mode includes a parking mode, a first gear mode, a second gear mode, and a neutral mode; When receiving the user instruction for the parking mode, determining whether a parking condition is met; When the parking condition is met, the shift mechanism (500) is controlled to slide to a first parking gear position, and in the first parking gear position, the shift mechanism (500) is simultaneously meshed with the power input gear (100), the first gear main gear (200) and the second gear main gear (300).

2. The vehicle control method according to claim 1, characterized in that: The shift mechanism (500) comprises a shift sleeve (510), the shift sleeve (510) comprising a sleeve body (511) and a rotating sleeve (512), the rotating sleeve (512) being arranged at one end of the sleeve body (511) and having a rotation margin around the axial direction relative to the sleeve body (511), a first meshing portion (512a) being arranged inside the rotating sleeve (512), and a second meshing portion (511a) being arranged inside the other end of the sleeve body (511), a first shift tooth (210) cooperating with the first meshing portion (512a) being arranged on the first gear main gear (200), and a second shift tooth (310) for cooperating with the second meshing portion (511a) being arranged on the second gear main gear (300); The first meshing portion (512a) and the first shift tooth (210) are in spline meshing, and the tooth width of the spline tooth in the first meshing portion (512a) is defined as L, the tooth thickness is defined as H1, and the tooth thickness of the spline tooth in the first shift tooth (210) is defined as H2, wherein L=H1+n*H2, and n is a natural number greater than or equal to 2.

3. The vehicle control method according to claim 2, characterized in that: A single-side clearance between the spline teeth of the first meshing portion (512a) and the spline teeth of the first shifting teeth (210) is defined as X; The parking condition also includes X≥H2 and the vehicle speed is less than a preset value.

4. The vehicle control method according to claim 2, characterized in that: The first meshing portion (512a) is an internal spline, the first shift tooth (210) is an external spline, the internal spline tooth of the first meshing portion (512a) is provided with a chamfer at one end facing the first shift tooth (210), and / or the external spline tooth of the first shift tooth (210) is provided with a chamfer at one end facing the first meshing portion (512a); Wherein, the included angle between the chamfered surface of the chamfer and the tooth width direction is 30-45°.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that: When the parking condition is met, controlling the shift mechanism (500) to slide to the first parking gear position comprises: Acquire the current gear mode of the vehicle; When the vehicle is in the first gear mode, controlling the shift mechanism (500) to first slide to the neutral gear mode, then slide to the second gear mode, and finally enter the first parking gear position; When the vehicle is in the neutral gear mode, controlling the shift mechanism (500) to first slide to the second gear mode and then enter the first parking gear position; When the vehicle is in the second gear mode, the shift mechanism (500) is controlled to slide directly to the first parking gear position.

6. The vehicle control method according to any one of claims 1 to 4, characterized in that: The transmission assembly also includes a power input shaft (700) connected to a power input device, the power input gear (100) is arranged on the power input shaft (700), the power input shaft (700) is used to drive the power input gear (100) to rotate, and the power input shaft (700) is also connected to a power take-off device (20).

7. The vehicle control method according to claim 6, characterized in that: The vehicle control method further includes: After the shift mechanism (500) slides to the first parking gear position, determining whether the vehicle needs to take off power; When it is determined that the vehicle needs to take off power, the shift mechanism (500) is controlled to slide to the second parking gear position. In the second parking gear position, the shift mechanism (500) is meshed with the first gear main gear (200) and the second gear main gear (300) at the same time, and the power input shaft (700) can drive the power input gear (100) to idle and drive the power take-off device (20) to work.

8. The vehicle control method according to any one of claims 1 to 4, characterized in that: The vehicle control method further includes: When the received user instruction is the first gear mode, obtaining the current gear mode of the vehicle; When the vehicle is in the second gear mode, controlling the shift mechanism (500) to first slide to the neutral gear mode and then slide to the first gear mode; When the vehicle is in the neutral gear mode, controlling the shift mechanism (500) to slide directly to the first gear mode; Wherein, in the first gear mode, the shift mechanism (500) is meshed with the power input gear (100) and the first gear main gear (200).

9. The vehicle control method according to any one of claims 1 to 4, characterized in that: The vehicle control method further includes: When the received user instruction is the second gear mode, obtaining the current gear mode of the vehicle; When the vehicle is in the first gear mode, controlling the shift mechanism (500) to first slide to the neutral gear mode and then slide to the second gear mode; When the vehicle is in the neutral gear mode, controlling the shift mechanism (500) to slide directly to the second gear mode; Wherein, in the second gear mode, the shift mechanism (500) is meshed with the power input gear (100) and the second gear main gear (300).

10. A vehicle, characterized in that: A vehicle control method according to any one of claims 1 to 9 is applied, the vehicle comprising an electric motor (10) and a transmission assembly.

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