Vehicle control method and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a vehicle control method and a vehicle. The vehicle control method comprises the following steps: in the case that a user instruction is received to be a parking mode, determining whether a parking condition is met; and in the case that the parking condition is met, controlling a gear shifting mechanism to slide to a first parking gear position, wherein the gear shifting mechanism is engaged with a power input gear, a first gear main gear and a second gear main gear at the first parking gear position. Since the first gear main gear and the second gear main gear simultaneously transmit two rotating speeds to the same transmission shaft at the first parking gear position, gear shifting conflict exists, the gear shifting mechanism is simultaneously engaged in two gears and self-locked, the rotation of the power input gear is limited, and the function of parking without adding any parking mechanism is realized. The application is applied to a vehicle, the parking stability is good, the structure is simple, and the application is conducive to lightweight design.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and particularly relates to a vehicle control method and a vehicle. BACKGROUND

[0002] New energy commercial vehicle electric drive has become a trend. At present, the single-gear (single speed ratio) transmission assembly adopts a motor directly connected to a reducer to output power in parallel shaft or coaxial form, the selected motor has low speed and low torque, the overall vehicle layout space is small, the selected speed ratio is small and fixed, and the carrying capacity is limited, so the single-gear transmission assembly is commonly used in light commercial vehicles, highway logistics vehicles and other light-load new energy commercial vehicles. For heavy-load new energy commercial vehicles, the single-gear transmission assembly electric drive axle is difficult to meet such harsh working conditions due to a larger required speed range and higher load, high-torque starting, climbing and high-speed driving. Therefore, a two-gear and multi-gear transmission assembly is developed, and the two-gear transmission assembly is widely used because of a large speed ratio range and the adaptability to high-speed low-torque motors.

[0003] In the prior art, the new energy commercial vehicle commonly uses wheel-side caliper friction to realize driving braking, and uses air brake or hydraulic mechanism to realize parking braking. This parking braking mode relies on the air supply system and the hydraulic system of the vehicle, and the two systems stop running after the vehicle is parked and turned off. Over time, the parking performance gradually decreases, and the stability decreases. In addition, in the field of passenger vehicles, parking is often realized by a mechanical type. When the controller cuts off the motor power, the parking is realized by locking the input shaft or the output shaft of the transmission assembly. A ratchet and a pawl mechanism with a reset device are commonly used to realize this function. Because the required braking torque of the passenger vehicle is small, a small ratchet and pawl parking mechanism in a limited space can complete the parking. In the field of new energy commercial vehicles, the required braking torque is very large. If the ratchet and pawl mechanism is used, the ratchet and pawl need to be made large and thick to provide sufficient strength and rigidity for parking locking. Adding such a large parking mechanism undoubtedly increases the overall size of the transmission assembly and increases the number of parts, which is not conducive to the lightweight design of the electric drive transmission assembly.

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

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

[0006] In order to achieve the above object, the first aspect of the present application provides a vehicle control method applied to a vehicle, wherein the vehicle comprises a transmission assembly, the transmission assembly comprising a power input gear, a first gear main gear, a second gear main gear, a transmission shaft and a shift mechanism, the transmission shaft being 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 being capable of sliding to switch the meshing between the first gear main gear, the power input gear and the second gear main gear.

[0007] The vehicle control method comprises:

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

[0009] in a case where the user instruction is the parking mode, determining whether a parking condition is met;

[0010] in a case where the parking condition is met, controlling the shift mechanism to slide to a first parking gear, and in the first parking gear, the shift mechanism is simultaneously meshed with the power input gear, the first gear main gear and the second gear main gear.

[0011] In some embodiments, the shift mechanism comprises a shift sliding sleeve, the shift sliding sleeve comprising a sleeve body and a rotating sleeve, the rotating sleeve being arranged at one end of the sleeve body and having a rotation allowance around the axial direction relative to the sleeve body, the rotating sleeve being internally provided with a first meshing part, the other end of the sleeve body being internally provided with a second meshing part, the first gear main gear being provided with a first shift gear matched with the first meshing part, and the second gear main gear being provided with a second shift gear matched with the second meshing part.

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

[0013] In some embodiments, the single-side clearance of the spline tooth of the first meshing part to the spline tooth of the first shift gear is defined as X.

[0014] wherein the parking condition further comprises X≥H2 and the vehicle speed being less than a preset value.

[0015] In some embodiments, the first engagement part is an inner spline, the first shift tooth is an outer spline, a chamfer is arranged at one end of the inner spline tooth of the first engagement part towards the first shift tooth, and / or a chamfer is arranged at one end of the outer spline tooth of the first shift tooth towards the first engagement part.

[0016] In some embodiments, the angle between the chamfer surface of the chamfer and the tooth width direction is 30-45°. In some embodiments, the control of the shift mechanism to slide to the first parking gear position under the condition that the parking condition is met comprises:

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

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

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

[0020] under the condition that the vehicle is in the second gear mode, controlling the shift mechanism to directly slide to the first parking gear position.

[0021] In some embodiments, the transmission assembly further comprises a power input shaft connected to a power input device, the power input gear is arranged 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 further connected to a power take-off device.

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

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

[0024] under the condition that it is determined that the vehicle needs to perform power take-off, controlling the shift mechanism to slide to a second parking gear position, in which 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 comprises:

[0026] under the condition that the user instruction is the first gear mode, obtaining the current gear mode of the vehicle;

[0027] under the condition that the vehicle is in the second gear mode, controlling the shift mechanism to slide to the neutral gear mode first, and then to the first gear mode.

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

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

[0030] The vehicle control method further comprises:

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

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

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

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

[0035] To achieve the above object, the second aspect of the present application provides a vehicle applying the vehicle control method provided in the first aspect.

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

[0037] Advantages:

[0038] The vehicle control method provided by the present application, in the case that the user instruction received is the parking mode, determines whether the parking condition is met, wherein the parking condition includes the vehicle speed; in the case that the parking condition is 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 engaged with the corresponding first gear auxiliary gear and the second gear auxiliary gear, and the transmission ratios of the engagement are different, so in the first parking gear, the first gear main gear and the second gear main gear simultaneously transmit two rotation speeds to the same transmission shaft due to the engagement of the shift mechanism with the first gear main gear, the second gear main gear and the power input gear. Due to the existence of the engagement conflict, the self-locking of the shift mechanism into the first gear main gear and the second gear main gear is realized, and the rotation of the power input gear is also limited, thereby realizing the function of parking without increasing any parking mechanism. When applied to a vehicle, 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 present embodiments will be explained in the following detailed description of the embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0040] The accompanying drawings are included to provide a further understanding of the present embodiments and are incorporated in and constitute a part of this specification, illustrate embodiments of the present embodiments and serve to explain the present embodiments, but do not limit the present embodiments. Other embodiments can be derived from the structure shown in the drawings by those skilled in the art without creative effort. In the drawings:

[0041] Figure 1 A structural schematic diagram of a transmission assembly provided in the present embodiment is shown in the figure.

[0042] Figure 2 A structural schematic diagram of a shift mechanism in the transmission assembly shown in the figure is shown in the figure. Figure 2 Figure 1 A structural schematic diagram of a shift sleeve and first and second gear primary gears in the transmission assembly provided in the present embodiment is shown in the figure.

[0043] Figure 3 A schematic diagram of the meshing of the teeth of a shift sleeve and first shift gear provided in the present embodiment is shown in the figure.

[0044] Figure 4 A structural schematic diagram of a shift sleeve in the first gear mode in the transmission assembly provided in the present embodiment is shown in the figure.

[0045] Figure 5 A structural schematic diagram of a shift sleeve in the neutral gear mode in the transmission assembly provided in the present embodiment is shown in the figure.

[0046] Figure 6 A structural schematic diagram of a shift sleeve in the second gear mode in the transmission assembly provided in the present embodiment is shown in the figure.

[0047] Figure 7 A structural schematic diagram of a shift sleeve in the first parking gear mode in the transmission assembly provided in the present embodiment is shown in the figure.

[0048] Figure 8 A structural schematic diagram of a shift sleeve in the second parking gear mode in the transmission assembly provided in the present embodiment is shown in the figure.

[0049] Figure 9 A flowchart of a vehicle control method provided in the present embodiment is shown in the figure.

[0050] Figure 10 BRIEF DESCRIPTION OF DRAWINGS

[0051] BRIEF DESCRIPTION OF DRAWINGS

[0052] 10、 motor;

[0053] 20、 power take-off device;

[0054] 100、 power input gear;

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

[0056] 300、 second gear main gear; 310、 second shift tooth;

[0057] 400、 transmission shaft; 410、 first gear auxiliary gear; 420、 second gear auxiliary gear;

[0058] 500、 shift mechanism; 510、 shift sleeve; 511、 sleeve body; 511a、 second engagement part; 511b、 third engagement part; 511c、 sleeve groove; 512、 rotating sleeve; 512a、 first engagement part; 512b、 fourth engagement part; 513、 buffer; 520、 yoke shaft; 521、 positioning groove; 530、 yoke rod; 540、 shift driving part; 550、 positioning assembly; 551、 reset part; 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 embodiments of the present application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present application, and are not intended 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] EMBODIMENTS

[0066] Please refer to Figure 1 The present embodiment provides a vehicle, in particular, provides a new energy commercial vehicle, the vehicle comprising a motor 10 and a transmission assembly.

[0067] In the embodiment, the transmission assembly comprises a power input gear 100, a first gear main gear 200, a second gear main gear 300, a transmission shaft 400 and a gear shifting mechanism 500. The transmission shaft 400 is provided with a first gear sub-gear 410 engaged with the first gear main gear 200 and a second gear sub-gear 420 engaged with the second gear main gear 300. The gear shifting mechanism 500 can slide between the first gear main gear 200, the power input gear 100 and the second gear main gear 300 to switch the engagement.

[0068] Further, the power input gear 100 is connected with a power input shaft 700. 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 formed as a gear shaft.

[0070] In the embodiment, the first gear sub-gear 410 and the second gear sub-gear 420 are both in a rotation-stopping matching with the transmission shaft 400. The rotation-stopping matching means that the transmission shaft 400 does not rotate relative to the first gear sub-gear 410 and the second gear sub-gear 420. The rotation-stopping matching 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 formed with the transmission shaft 400, for example, by casting or cutting process to realize an integrated gear shaft.

[0071] Please refer to 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. The first gear main gear 200 is provided with a first gear shifting tooth 210 and a third gear shifting tooth 220 on the side close to the second gear main gear 300. The second gear main gear 300 is provided with a second gear shifting tooth 310 on the side close to the first gear main gear 200. The first gear shifting tooth 210, the third gear shifting tooth 220, the power input gear 100 and the second gear shifting tooth 310 are arranged in sequence.

[0072] Please refer to Figure 1 , Figure 2 and Figure 3, the shifting mechanism 500 can slide to engage between the first main gear 200, the power input gear 100 and the second main gear 300. Specifically, the shifting mechanism 500 comprises a shifting sleeve 510, which is sleeved between the first main gear 200 and the second main gear 300 and can slide between the first shifting tooth 210, the third shifting tooth 220, the power input gear 100 and the second shifting tooth 310 to achieve engagement switching.

[0073] Please refer to Figures 1 to 9 In the embodiment, the shifting sleeve 510 comprises a parking mode, a first gear mode, a second gear mode and a neutral mode.

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

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

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

[0077] As shown in Figure 6 , in the neutral mode, the shifting sleeve 510 only engages with the power input gear 100, at this time, the power input gear 100 is idling and will not drive the first main gear 200 and the second 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 gear mode are sequentially distributed (sequentially distributed from left to right in the drawings of the embodiment). In this way, when the shift sleeve 510 is in the neutral gear mode, the shift sleeve 510 can be slid to the left into the first gear mode, or slid to the right into 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 be first slid to the neutral gear mode, and then slid to the corresponding gear mode. When the shift sleeve 510 needs to switch to the parking gear mode, it needs to be first switched to the second gear mode, and then slid to the right in the second gear mode by a preset stroke.

[0079] Please refer to 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 has a first engagement part 512a inside, the other end of the sleeve body 511 has a second engagement part 511a inside; wherein the first engagement part 512a is used for meshing with the first shift tooth 210, and the second engagement part 511a can be switched between the third shift tooth 220, the power input gear 100 and the second shift tooth 310.

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

[0081] Further, in the embodiment, the first engagement part 512a and the first shift tooth 210 are spline meshed, wherein the first engagement part 512a is an internal spline, and the first shift tooth 210 is an external spline.

[0082] The internal spline teeth of the first engagement part 512a are provided with a chamfer towards one end of the first shift tooth 210, or the external spline teeth of the first shift tooth 210 are provided with a chamfer towards one end of the first engagement part 512a. In this way, the design of the chamfer has a certain guiding effect, which ensures that the first engagement part 512a can be smoothly engaged with the first shift tooth 210 for meshing cooperation.

[0083] As shown in Figure 3 andFigure 4 As shown, in the present embodiment, the inner spline tooth of the first engagement portion 512a is provided with a chamfer at the end thereof facing the first shift tooth 210, and the outer spline tooth of the first shift tooth 210 is provided with a chamfer at the end thereof facing the first engagement portion 512a. Further, the engagement is smoother.

[0084] In some embodiments, the chamfer surface of the chamfer of the inner spline tooth and the outer spline tooth is at an angle of 30-45° with the tooth width direction (e.g. the vertical direction of the viewing angle), so that the engagement between the teeth is more smoothly guided. Figure 4 As shown, in the present embodiment, the chamfer surface of the chamfer of the inner spline tooth and the outer spline tooth is at an angle of 30-45° with the tooth width direction (e.g. the vertical direction of the viewing angle), so that the engagement between the teeth is more smoothly guided.

[0085] Alternatively, the chamfer surface of the chamfer of the inner spline tooth and the outer spline tooth can also be designed to be at an angle of 32°, 34.5°, 35°, 38°, 39.5°, 40°, 40.4°, 42°, 43.5° or 44°, etc. with the tooth width direction. It should be understood that the above are only illustrative and are not intended to limit the scope of protection of the present application.

[0086] Please refer to Figure 4 Further, in the present embodiment, the tooth groove width of the inner spline tooth of the first engagement portion 512a is defined as L, and the tooth thickness is defined as H1, and the tooth thickness of the outer spline tooth of 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. In this way, sufficient unilateral clearance can be ensured when the first engagement portion 512a and the first shift tooth 210 are engaged, so that the engagement is smoothly carried out.

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

[0088] In some embodiments, the minimum unilateral clearance required between the inner spline tooth of the first engagement portion 512a and the outer spline tooth of the first shift tooth 210 when engaged is defined as X, wherein X satisfies: X ≥ H2.

[0089] Please refer to Figure 2 , Figure 3 and Figure 4 In the present embodiment, the rotating sleeve 512 has a rotation allowance relative to the sleeve body 511 about the axial direction. Specifically, the sleeve body 511 is further provided with a third engagement portion 511b at the end thereof close to the rotating sleeve 512.

[0090] The rotating sleeve 512 is provided with a fourth engagement part 512b matched with the third engagement part 511b, wherein the third engagement part 511b and the fourth engagement part 512b are in tooth engagement and have an engagement gap. In this way, the rotating sleeve 512 has a rotation allowance around the axial direction relative to the sleeve body 511 through the engagement gap, and the rotating sleeve 512 can be positioned through the abutment of the tooth side surface of the third engagement part 511b and the tooth side surface of the fourth engagement part 512b after rotating by a preset angle, so as to realize synchronous rotation / locking. In this way, in the case that the teeth and the tooth grooves are not aligned after operation, the rotating sleeve 512 can rotate under the action of the chamfer (the chamfer of the first shifting tooth 210 and the first engagement part 512a), so as to smoothly enter the engaged state, realize the function of simultaneously engaging two gears, and ensure smooth gear engagement.

[0091] As shown in Figure 4 some embodiments, the fourth engagement part 512b is further provided with a buffer 513 between the teeth of the third engagement part 511b and the fourth engagement part 512b, so as to prevent problems such as tooth collision and noise during the rotation of the rotating sleeve 512.

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

[0093] Please refer to Figure 1 and Figure 2 , the shifting mechanism 500 further includes a shift fork shaft 520, a shift fork rod 530, and a shifting driving part 540. The shift fork rod 530 is arranged on the shift fork shaft 520, 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 shifting sleeve 510. The shifting driving part 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 shifting sleeve 510.

[0094] Optionally, the power of the shifting driving part 540 is provided by the motor 10, for example, an electric push rod, an electric cylinder, or a motor 10 screw assembly. In some embodiments, the shifting driving part 540 can also select an oil cylinder or an air cylinder as a power source.

[0095] In the embodiment, the shift fork shaft 520 is provided with a plurality of positioning grooves 521 corresponding to different gears in the axial direction. The shifting mechanism 500 further includes a positioning assembly 550, which includes a return member 551 and a positioning ball 552. The return member 551 is arranged on the housing of the transmission assembly and extends towards the positioning grooves 521 of the shift fork shaft 520. The positioning ball 552 is arranged on one end of the return member 551 close to the shift fork shaft 520. The return member 551 drives the positioning ball 552 to abut against the shift fork shaft 520, so that the positioning ball 552 can be clamped into the corresponding positioning groove 521. In this way, after the shifting sleeve 510 is switched to the corresponding gear, the positioning ball 552 is clamped into the corresponding positioning groove 521, so as to limit the movement of the shift fork shaft 520 without external driving, thereby playing a role of limiting and positioning.

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

[0097] Please refer to Figure 1 Further, in the embodiment, the transmission assembly further comprises a differential 800, the differential input gear 810 of the differential 800 is in driving connection with the transmission shaft 400, and the differential 800 is further connected with left and right half shafts. The transmission assembly is further provided with a speed sensor 900 for detecting the rotating speed of the differential input gear 810 and feeding back to the control system of the vehicle.

[0098] Please refer to Figures 1 to 10 The embodiment also provides a vehicle control method applied to the vehicle provided above. The vehicle control method comprises the following steps.

[0099] S100: determining the gear mode of the vehicle according to the user instruction, the gear mode comprising a parking mode, a first-gear mode, a second-gear mode and a neutral mode.

[0100] S200: determining whether the parking condition is met when the user instruction is the parking mode. The parking condition comprises X≥H2 and the vehicle speed being less than a preset value, X being the one-side gap between the spline teeth of the first meshing part 512a and the spline teeth of the first shift tooth 210. Specifically, in some embodiments, the vehicle speed being less than 3km / h is taken as one of the parking conditions.

[0101] S300: controlling the shift mechanism 500 to slide to the first parking gear position when the parking condition is met, in which the shift mechanism 500 is in meshing 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 step S300, controlling the shift mechanism 500 to slide to the first parking gear position when the parking condition is met comprises:

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

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

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

[0106] S340: controlling the shift mechanism 500 to directly slide to the first parking gear position when the vehicle is in the second-gear mode.

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

[0108] S400: After the shift mechanism 500 slides to the first parking gear position, it is determined whether the vehicle needs to take power;

[0109] S500: In the case where it is determined that the vehicle needs to take power, the shift mechanism 500 is controlled to slide to the second parking gear position, in which the shift mechanism 500 is engaged 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 the embodiment, the vehicle control method further comprises:

[0111] In the case where the user instruction received is the one-gear mode, the current gear mode of the vehicle is obtained;

[0112] In the case where the vehicle is in the two-gear mode, the shift mechanism 500 is first controlled to slide to the neutral gear mode, and then to the one-gear mode;

[0113] In the case where the vehicle is in the neutral gear mode, the shift mechanism 500 is directly controlled to slide to the one-gear mode;

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

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

[0116] In the case where the user instruction received is the two-gear mode, the current gear mode of the vehicle is obtained;

[0117] In the case where the vehicle is in the one-gear mode, the shift mechanism 500 is first controlled to slide to the neutral gear mode, and then to the two-gear mode;

[0118] In the case where the vehicle is in the neutral gear mode, the shift mechanism 500 is directly controlled to slide to the two-gear mode;

[0119] In the two-gear mode, the shift mechanism 500 is engaged 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 one-gear mode, the two-gear mode, the neutral mode and the parking mode have been described in detail in the above-mentioned transmission assembly, and will not be described here. In the case of receiving a user instruction for the parking mode, the vehicle control method provided in the embodiment determines whether the parking condition is met, and controls the shift mechanism 500 to slide to the first parking gear in the case of meeting the parking condition. In the first parking gear, the shift mechanism 500 is engaged 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 engaged with the corresponding first-gear auxiliary gear 410 and the second-gear auxiliary gear 420, and the transmission ratios of the engagement are different. Therefore, in the first parking gear, the shift mechanism 500 is engaged with the first-gear main gear 200, the second-gear main gear 300 and the power input gear 100 at the same time, at this time, the first-gear main gear 200 and the second-gear main gear 300 simultaneously transmit two rotation speeds to the same transmission shaft 400. Since there is an engagement conflict, the self-locking of the shift mechanism 500 into the first-gear main gear 200 and the second-gear main gear 300 is realized at the same time, and the rotation of the power input gear 100 is also limited, thereby realizing the function of parking in the case of not increasing any parking mechanism. When applied to a vehicle, the parking stability is good, the structure is simple, and the lightweight design of the transmission assembly is facilitated.

[0121] It should be noted that in the present application, the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0122] In the description of the present application, it should be understood that the terms "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise specifically limited.

[0123] In this application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting", "fixing" and the like should be understood in a broad sense, for example, can be fixed connection, can also be detachable connection, or integral; can be mechanical connection, can also be electrical connection or communication with each other; can be directly connected, can also be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0124] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. Furthermore, the skilled in the art can combine and combine the different embodiments or examples described in the present 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 limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to 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, wherein the vehicle comprises a transmission assembly, wherein the transmission assembly comprises 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), wherein 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 among the first gear main gear (200), the power input gear (100) and the second gear main gear (300) to perform meshing switching; The shift mechanism (500) includes a shift sleeve (510), the shift sleeve (510) including 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 an axial rotation margin relative to the sleeve body (511), a first meshing portion (512a) being provided inside the rotating sleeve (512), and a second meshing portion (511a) being provided inside the other end of the sleeve body (511), a first shift tooth (210) being provided on the first gear main gear (200) and being matched with the first meshing portion (512a), and a second shift tooth (310) being provided on the second gear main gear (300) and being matched with the second meshing portion (511a); The vehicle control method includes: Determining a vehicle gear mode 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 a 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 engaged with the power input gear (100), the first gear main gear (200), and the second gear main gear (300); Wherein, when the parking condition is met, controlling the shift mechanism (500) to slide to the first parking gear position includes: 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, 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.

2. The vehicle control method according to claim 1, characterized in that: The first meshing portion (512a) and the first shift tooth (210) are spline meshed, 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 1, wherein: A single-side clearance between the spline teeth of the first meshing portion (512a) and the spline teeth of the first shifting tooth (210) is defined as X; The parking conditions also include X≥H2 and the vehicle speed is less than a preset value.

4. The vehicle control method according to claim 1, wherein: 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 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: The transmission assembly further comprises a power input shaft (700) connected to a power input device, the power input gear (100) being arranged on the power input shaft (700), the power input shaft (700) being used to drive the power input gear (100) to rotate, and the power input shaft (700) is further connected to a power take-off device (20).

6. The vehicle control method according to claim 5, 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 simultaneously engaged with the first gear main gear (200) and the second gear main gear (300), 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.

7. 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 mode, controlling the shift mechanism (500) to slide directly to the first gear mode; Wherein, in the first gear mode, the gear shift mechanism (500) is engaged with the power input gear (100) and the first gear main gear (200).

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 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 mode, controlling the shift mechanism (500) to slide directly to the second gear mode; Wherein, in the second gear mode, the gear shift mechanism (500) is engaged with the power input gear (100) and the second gear main gear (300).

9. A vehicle, characterized in that: A vehicle control method according to any one of claims 1 to 8 is applied, the vehicle comprising a motor (10) and a transmission assembly.

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