Parking device, control method and reduction gearbox

Abstract

The invention relates to a parking device, a control method and a reduction gearbox, the parking device comprises a thrust assembly, a locking assembly and an executing mechanism, the thrust assembly comprises a first thrust component, a second thrust component and a plane cam structure between the first thrust component and the second thrust component, and the first thrust component and the second thrust component can independently reciprocate in the axial direction of a transmission shaft of the reduction gearbox; the axial stroke of the plane cam structure is larger than that of the second thrust component. The locking assembly comprises a shaft body, first end face teeth fixedly connected with the second thrust component and second end face teeth fixedly arranged on the shaft body. The executing mechanism is arranged on the reduction gearbox and used for locking and unlocking the first thrust component relative to a box body of the reduction gearbox. The parking device is simple in structure, low in cost, convenient to integrally arrange on the reduction gearbox, free of impact pause in the unlocking and locking process, good in comfort and independent of a brake system, parking can still be guaranteed after the brake system fails, and safety redundancy design is added to the whole vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a parking device, control method, and gearbox. Background Technology

[0002] In the Electronic Parking Brake (EPB) system, an electromagnetic actuator is used to drive the brake caliper to clamp or release the brake disc. The electromagnetic actuator includes a coil and an armature. The coil is mounted on the brake caliper, and the armature is connected to the brake pads. When the driver presses the EPB button, the vehicle's electronic control unit (ECU) sends a current signal to the electromagnetic actuator's coil, generating a magnetic field that drives the armature to move, thereby causing the brake pads to clamp the brake disc and achieve parking braking. This parking method directly acts on the braking system; if the braking system malfunctions, the parking function fails, and there is no redundancy. Summary of the Invention

[0003] The first objective of this invention is to provide a parking device that can still ensure parking even after the braking system fails, thereby increasing safety redundancy.

[0004] A second objective of the present invention is to provide a control method for the above-mentioned parking device and a gearbox including the parking device.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] In a first aspect of this application, a parking device is provided for mounting on a gearbox, comprising:

[0007] A thrust assembly includes a first thrust member and a second thrust member. The first thrust member and the second thrust member are coaxially arranged with the drive shaft of the gearbox and can reciprocate independently along the axial direction of the drive shaft of the gearbox. A planar cam structure is provided between the first thrust member and the second thrust member. The planar cam structure is used to convert the relative rotation between the first thrust member and the second thrust member into relative axial movement between the first thrust member and the second thrust member. The axial travel of the planar cam structure is greater than the axial travel of the second thrust member.

[0008] The locking assembly includes a shaft, a first end face tooth, and a second end face tooth. The shaft is coaxially and fixedly connected to the drive shaft of the gearbox. The first end face tooth is fixedly connected to the second thrust member. The second end face tooth is fixedly disposed on the shaft. The first end face tooth and the second end face tooth mesh when the second thrust member moves a preset stroke axially relative to the first thrust member.

[0009] An actuator, disposed in the gearbox, is used to lock and unlock the first thrust member relative to the gearbox housing.

[0010] In one possible implementation, the planar cam structure includes a V-shaped groove and a V-shaped boss. The V-shaped groove is provided on the mating end face of one of the first thrust member and the second thrust member, and the V-shaped boss is provided on the mating end face of the other. The axial depth of the V-shaped groove is greater than the axial stroke of the second thrust member.

[0011] In one possible implementation, a plurality of V-shaped grooves are evenly distributed circumferentially on the mating end face of one of the first thrust member and the second thrust member, and a plurality of V-shaped bosses are evenly distributed circumferentially on the mating end face of the other.

[0012] In one possible implementation, the actuator is an electromagnet fixedly mounted on the housing of the gearbox, and the first thrust member is a ferromagnetic component, or the first thrust member is provided with a ferromagnetic component for magnetically connecting with the electromagnet.

[0013] In one possible implementation, the locking assembly includes a first gear ring and a second gear ring. The end face of the first gear ring has a plurality of first end face teeth evenly distributed circumferentially. The first end face teeth are fixedly connected to the second thrust member through the first gear ring. The end face of the second gear ring has a plurality of second end face teeth evenly distributed circumferentially. The second end face teeth are fixedly connected to the shaft through the second gear ring.

[0014] In one possible implementation, the first gear ring and / or the second thrust member are provided with an anti-rotation limiting structure, and the shaft is provided with an anti-rotation fitting structure. The anti-rotation limiting structure cooperates with the anti-rotation fitting structure to fix the first gear ring and the second thrust member circumferentially relative to the shaft and enable them to reciprocate axially.

[0015] In one possible implementation, one of the anti-rotation limiting structure and the anti-rotation mating structure is a guide groove and the other is a guide boss. The guide groove extends axially, and the guide boss slides in conjunction with the guide groove.

[0016] In one possible implementation, an elastic reset member is provided between the first gear ring and the second gear ring, the elastic reset member being used to apply a force to the first gear ring to move it away from the second gear ring.

[0017] In one possible implementation, a position detection device for detecting the position of the first end face tooth is also included.

[0018] In a second aspect of this application, a control method for a parking device based on the last implementation of the first aspect is provided, comprising the steps of:

[0019] a) P gear lock:

[0020] a1) Obtain vehicle operating status information and P gear switch signal. Based on the obtained vehicle operating status information and P gear switch signal, determine whether the P gear shifting control signal is output. If yes, proceed to step a2). If no, continue to obtain vehicle operating status information and P gear switch signal.

[0021] a2) Check if the actuator ECU signal diagnosis is normal. If it is normal, proceed to step a3). If it is not normal, output the fault code and continue to perform actuator ECU signal diagnosis after troubleshooting.

[0022] a3) The actuator performs the locking action;

[0023] a4) The position detection device checks whether the parking device is locked in place. If yes, proceed to step a5). If no, output a fault code and continue to perform actuator ECU signal diagnosis after the fault is cleared.

[0024] a5) The ECU outputs a signal that the P gear is engaged, and the P gear indicator light illuminates.

[0025] b) Unlocking P gear:

[0026] b1) Determine if the P gear unlocking condition is met. If it is met, proceed to step b2). If it is not met, keep the P gear locked.

[0027] b2) Check if the actuator ECU signal diagnosis is normal. If it is normal, proceed to step b3). If it is not normal, output the fault code and continue to perform actuator ECU signal diagnosis after troubleshooting.

[0028] b3) The actuator performs the unlocking action;

[0029] b4) The position detection device checks whether the parking device is unlocked. If yes, proceed to step b5). If no, output a fault code and continue to perform actuator ECU signal diagnosis after the fault is cleared.

[0030] b5) The ECU outputs a signal indicating that the P gear is unlocked, and the P gear indicator light goes out.

[0031] In one possible implementation, the vehicle operating status information includes a brake pedal signal, a motor speed signal, and a vehicle speed signal, and step a1) specifically includes:

[0032] a11) Obtain the brake pedal signal and the P gear switch signal. If the brake pedal opening is greater than the first preset opening and the P gear switch outputs a gear engagement signal, proceed to step a12); otherwise, continue to obtain the brake pedal signal and the P gear switch signal.

[0033] a12) Obtain the motor speed signal and vehicle speed signal. If the motor speed is less than the preset speed and the vehicle speed is less than the preset speed, output the P gear shift control signal and proceed to step a2). Otherwise, continue to obtain the motor speed signal and vehicle speed signal.

[0034] In one possible implementation, the P gear unlocking condition includes a first unlocking condition and a second unlocking condition. When either the first unlocking condition or the second unlocking condition is met, it is determined that the P gear unlocking condition is met.

[0035] The first unlocking condition includes the accelerator pedal opening being greater than the second preset opening and the shift mechanism issuing a D gear engagement signal;

[0036] The second unlocking condition includes the brake pedal opening being less than the third preset opening and the P gear switch outputting an unlocking signal.

[0037] In one possible implementation, step b1) specifically includes:

[0038] b11) Obtain the accelerator pedal signal and the shift mechanism signal. If the accelerator pedal signal opening is greater than the second preset opening and the shift mechanism sends a D gear engagement signal, then proceed to step b2). If not, keep the P gear locked.

[0039] (b12) Obtain the brake pedal signal and the P gear position switch signal. If the opening degree of the brake pedal signal is less than the third preset opening degree and the P gear position switch outputs an unlock signal, proceed to step b2). If not, keep the P gear locked.

[0040] In a third aspect of this application, a gearbox is provided, including a parking device as described in the first aspect and its possible implementations.

[0041] As can be seen from the above technical solutions, the present invention discloses a parking device for installation on a gearbox. The parking device includes a thrust assembly, a locking assembly, and an actuator. The thrust assembly includes a first thrust member and a second thrust member, which are coaxially mounted with the gearbox's drive shaft and can reciprocate independently along the axial direction of the gearbox's drive shaft. A planar cam structure is provided between the first and second thrust members, which converts the relative rotation between the first and second thrust members into a first thrust. The relative axial movement between the component and the second thrust component is such that the axial travel of the planar cam structure is greater than the axial travel of the second thrust component; the locking assembly includes a shaft, a first end face tooth, and a second end face tooth. The shaft is used to be coaxially and fixedly connected to the transmission shaft of the gearbox. The first end face tooth is fixedly connected to the second thrust component. The second end face tooth is fixedly set on the shaft. The first end face tooth and the second end face tooth mesh when the second thrust component moves axially relative to the first thrust component by a preset stroke; the actuator is set in the gearbox and is used to lock and unlock the first thrust component relative to the gearbox housing.

[0042] When the vehicle stops, the driver sends a P-gear lock command to the vehicle controller by operating the shift mechanism. The vehicle controller then sends execution information to the actuator, which locks the first thrust member relative to the gearbox housing. At this time, the drive shaft in the gearbox will still drive the second thrust member to rotate relative to the first thrust member. Under the action of the planar cam structure between the two, the second thrust member moves away from the first thrust member along the axial direction of the shaft until the first end face tooth of the locking component meshes with the second end face tooth. When the first end face tooth and the second end face tooth are fully engaged, the second thrust member can no longer move axially away from the first thrust member. Since the axial travel of the planar cam structure is greater than the axial travel of the second thrust member, the drive shaft can no longer drive the second thrust member to rotate relative to the first thrust member, thereby locking the gearbox drive shaft and realizing the P-gear parking function based on the gearbox drive shaft system.

[0043] When the vehicle needs to move, the driver sends a P-gear unlock command to the vehicle controller. The actuator then unlocks the first thrust member relative to the gearbox housing, allowing the drive shaft to drive the second thrust member to rotate without obstruction, thereby releasing the P-gear parking function.

[0044] It is evident that this application provides a parking device based on the gearbox transmission shaft system, which does not rely on the braking system and can still ensure parking even after the braking system fails, adding safety redundancy to the vehicle. Furthermore, the parking device has a simple structure, low cost, and is easy to integrate on the gearbox. It also provides a smooth and comfortable experience without any impact or jerking during unlocking and locking. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a schematic diagram of the assembly structure of the parking device and the gearbox provided in an embodiment of the present invention;

[0047] Figure 2 This is a schematic diagram of the structure of the first thrust component of the parking device provided in an embodiment of the present invention;

[0048] Figure 3 A schematic diagram of the second thrust member and the first end face tooth of the parking device provided in an embodiment of the present invention;

[0049] Figure 4 A schematic diagram of the second thrust member and the first end face tooth of the parking device provided in an embodiment of the present invention from another perspective;

[0050] Figure 5 A schematic diagram of the structure of the shaft and the second end face tooth of the parking device provided in the embodiment of the present invention on the drive shaft of the reduction gearbox;

[0051] Figure 6 A flowchart illustrating the P-gear locking method of the parking device control method provided in this embodiment of the invention;

[0052] Figure 7 A flowchart illustrating the P-gear unlocking method of the parking device control method provided in an embodiment of the present invention.

[0053] In the picture:

[0054] 100 is the thrust assembly; 110 is the first thrust member; 111 is the V-shaped groove; 120 is the second thrust member; 121 is the V-shaped boss; 122 is the guide boss; 200 is the locking assembly; 210 is the shaft; 211 is the annular stepped surface; 212 is the guide groove; 220 is the first end face tooth; 230 is the second end face tooth; 300 is the actuator; 400 is the elastic reset member; 500 is the gearbox housing; 600 is the drive shaft. Detailed Implementation

[0055] One of the core aspects of this invention is to provide a parking device whose structural design enables it to remain parked even after the braking system fails, thus increasing safety redundancy.

[0056] Another core aspect of this invention is to provide a control method based on the above-mentioned parking device and a gearbox including the parking device.

[0057] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] This application provides a parking device, such as... Figure 1 As shown, the parking device includes a thrust assembly 100, a locking assembly 200, and an actuator 300.

[0059] In this application, the thrust assembly 100 and the locking assembly 200 are preferably located inside the gearbox housing 500. Of course, if conditions permit, they can also be located outside the gearbox housing 500.

[0060] The thrust assembly 100 includes a first thrust member 110 and a second thrust member 120. The first thrust member 110 and the second thrust member 120 are coaxially arranged with the drive shaft 600 of the gearbox and can reciprocate independently along the axial direction of the drive shaft 600 of the gearbox. Depending on their relative positional relationship with the drive shaft 600 of the gearbox and the shaft 210 of the locking assembly 200 described below, the first thrust member 110 and the second thrust member 120 can adopt a ring structure, a plate structure, a cover structure with one end closed and the other end open, etc., and are not limited here.

[0061] Please see Figures 2 to 4 In order to reduce the space occupied inside the gearbox housing 500, in a specific embodiment of this application, the first thrust member 110 and the second thrust member 120 are both annular and sleeved on one end of the shaft 210 and / or the transmission shaft 600.

[0062] A planar cam structure is provided between the first thrust member 110 and the second thrust member 120. The planar cam structure is used to convert the relative rotation between the first thrust member 110 and the second thrust member 120 into relative axial movement between the first thrust member 110 and the second thrust member 120. The axial travel of the planar cam structure is greater than the axial travel of the second thrust member 120. In this case, the axial travel of the planar cam structure refers to the maximum distance that the first thrust member 110 and the second thrust member 120 move away from each other axially under the push of the planar cam structure.

[0063] like Figure 4 and Figure 5As shown, the locking assembly 200 includes a shaft 210, a first end face tooth 220, and a second end face tooth 230. The shaft 210 is coaxially fixedly connected to the transmission shaft 600 of the gearbox. The shaft 210 and the transmission shaft 600 of the gearbox can be an integral structure or a separate detachable connection structure. The first end face tooth 220 is fixedly connected to the second thrust member 120 and moves together with the second thrust member 120. The second end face tooth 230 is fixedly disposed on the shaft 210. The first end face tooth 220 and the second end face tooth 230 mesh when the second thrust member 120 moves axially along a preset stroke relative to the first thrust member 110.

[0064] The number of teeth 220 on the first end face and the number of teeth 230 on the second end face can be the same or different.

[0065] The actuator 300 is disposed in the gearbox and is used to lock and unlock the first thrust member 110 relative to the gearbox housing 500. The actuator 300 can be disposed outside the gearbox housing 500, with its actuating end extending through the gearbox housing 500 and into the gearbox housing 500, or it can be directly disposed inside the gearbox housing 500. The actuator 300 can be a linear electric cylinder, a piston cylinder, an electromagnet, etc.

[0066] When the vehicle stops, the driver sends a P-gear lock command to the vehicle controller by operating the gear shift mechanism. The vehicle controller then sends execution information to the actuator 300, which locks the first thrust member 110 relative to the gearbox housing 500. At this time, the drive shaft 600 in the gearbox still drives the second thrust member 120 to rotate relative to the first thrust member 110. Under the action of the planar cam structure between them, the second thrust member 120 moves axially away from the first thrust member 110 along the shaft 210 until the locking assembly... The first end face tooth 220 of component 200 meshes with the second end face tooth 230. When the first end face tooth 220 and the second end face tooth 230 are engaged, the second thrust member 120 can no longer move axially away from the first thrust member 110. At this time, since the axial travel of the planar cam structure is greater than the axial travel of the second thrust member 120, the drive shaft 600 can no longer drive the second thrust member 120 to rotate relative to the first thrust member 110, thereby locking the drive shaft 600 of the gearbox and realizing the P gear parking function based on the gearbox drive shaft 600 system.

[0067] When the vehicle needs to move, the driver sends a P-gear unlock command to the vehicle controller. The actuator 300 then activates, unlocking the first thrust member 110 relative to the gearbox housing 500. The drive shaft 600 can then drive the second thrust member 120 to rotate without obstruction, thereby releasing the P-gear parking function.

[0068] Compared with the prior art, the parking device provided in this application embodiment is a parking device based on the 600 series gearbox drive shaft. It does not rely on the braking system and can still ensure parking after the braking system fails, adding safety redundancy design to the whole vehicle. In addition, the parking device has a simple structure, low cost, and is easy to integrate on the gearbox. There is no impact or jerking during unlocking and locking, and the comfort is good.

[0069] Please see Figure 2 and Figure 3 In one embodiment of this application, the planar cam structure includes a V-shaped groove 111 and a V-shaped boss 121. The V-shaped groove 111 is provided on the mating end face of one of the first thrust member 110 and the second thrust member 120, and the V-shaped boss 121 is provided on the mating end face of the other. The shapes of the V-shaped groove 111 and the V-shaped boss 121 are adapted to each other, and the axial depth of the V-shaped groove 111 is greater than the axial stroke of the second thrust member 120.

[0070] When the first thrust member 110 and the second thrust member 120 rotate relative to each other, the inclined groove wall on one side of the V-shaped groove 111 slides against the inclined wall surface on the corresponding side of the V-shaped boss 121, thereby converting the relative rotation of the two into an axial thrust, causing the first thrust member 110 and the second thrust member 120 to move away from each other axially. Since the stroke of the planar cam structure is greater than the axial stroke of the second thrust member 120, when the first end face tooth 220 and the second end face tooth 230 are engaged in place and the second thrust member 120 is axially limited, the V-shaped boss 121 has not yet completely disengaged from the V-shaped groove 111. Therefore, the first thrust member 110 and the second thrust member 120 cannot continue to rotate relative to each other.

[0071] It should be noted that the above-mentioned V-shaped groove 111 and V-shaped boss 121 are preferred embodiments provided by this application. In other embodiments, the planar cam structure may adopt other shapes, which are not limited here.

[0072] To ensure uniform force distribution between the first thrust member 110 and the second thrust member 120, please refer to the following: Figure 2 and Figure 3 In one embodiment of this application, a plurality of V-shaped grooves 111 are evenly distributed circumferentially on the mating end face of one of the first thrust member 110 and the second thrust member 120, and a plurality of V-shaped bosses 121 are evenly distributed circumferentially on the mating end face of the other.

[0073] Specifically, in Figure 2 and Figure 3 In the embodiment shown, the first thrust member 110 has three V-shaped grooves 111 evenly distributed around the circumference, and correspondingly, the second thrust member 120 has three V-shaped bosses 121 evenly distributed around the circumference.

[0074] like Figure 1 As shown, in one embodiment of this application, the actuator 300 is an electromagnet fixedly installed in the housing 500 of the gearbox, and the first thrust member 110 is a ferromagnetic component, or the first thrust member 110 is provided with a ferromagnetic component for magnetic connection with the electromagnet.

[0075] Electromagnets have low static power consumption, small size, are easy to integrate and arrange, and have low cost. In addition, except for the terminal for connecting to the external power supply equipment, the electromagnet can be completely installed inside the gearbox housing 500, reducing the space occupied by the gearbox and facilitating the overall vehicle layout.

[0076] To improve the locking effect, in one embodiment of this application, such as Figure 4 and Figure 5 As shown, the locking assembly 200 includes a first gear ring and a second gear ring. The end face of the first gear ring has a plurality of first end face teeth 220 evenly distributed circumferentially. The first end face teeth 220 are fixedly connected to the second thrust member 120 through the first gear ring. The first gear ring and the second thrust member 120 can be an integral structure or a separate detachable connection structure. The end face of the second gear ring has a plurality of second end face teeth 230 evenly distributed circumferentially. The second end face teeth 230 are fixedly connected to the shaft 210 through the second gear ring. The second gear ring and the shaft 210 can be an integral structure or a separate detachable connection structure.

[0077] Specifically, such as Figure 5 As shown, the shaft body 210 adopts a stepped shaft structure, forming an annular stepped surface 211 between the large diameter section and the small diameter section of the shaft body 210. The second gear ring is an integral structure with the shaft body 210, and the annular stepped surface 211 serves as the second gear ring connected to the second end face tooth 230.

[0078] To ensure accurate meshing between the first end face tooth 220 and the second end face tooth 230, and to prevent collisions caused by relative rotation between the first end face tooth 220 and the second end face tooth 230, in one embodiment of this application, the first gear ring and / or the second thrust member 120 are provided with an anti-rotation limiting structure, and the shaft 210 is provided with an anti-rotation fitting structure. The anti-rotation limiting structure and the anti-rotation fitting structure cooperate to fix the first gear ring and the second thrust member 120 circumferentially relative to the shaft 210 and allow them to reciprocate axially, thereby preventing relative rotation between the first end face tooth 220 and the second end face tooth 230 around the axis of the shaft 210. There is no speed difference between the first end face tooth 220 and the second end face tooth 230, resulting in minimal impact during locking and unlocking.

[0079] Preferably, one of the anti-rotation limiting structure and the anti-rotation fitting structure is a guide groove 212 and the other is a guide boss 122. The guide groove 212 extends axially, and the guide boss 122 slides with the guide groove 212 so that the first gear ring and the second thrust member 120 are circumferentially fixed relative to the shaft 210 and can reciprocate axially.

[0080] Specifically, such as Figure 4 and Figure 5 As shown, the inner circumferential surface of the second thrust member 120 is provided with a plurality of guide bosses 122 at intervals along the circumferential direction, and the outer circumferential surface of the shaft 210 is provided with a plurality of guide grooves 212 at intervals along the circumferential direction.

[0081] Please see Figure 1 In one embodiment of this application, an elastic reset member 400 is provided between the first gear ring and the second gear ring. The elastic reset member 400 is used to apply a force to the first gear ring to move it away from the second gear ring. When the actuator 300 unlocks the first thrust member 110 relative to the gearbox housing 500, the elastic reset member 400 pushes the first gear ring and the second thrust member 120 away from the second gear ring, so that the first end face tooth 220 and the second end face tooth 230 are separated.

[0082] To further optimize the above technical solution and facilitate automated control of the parking device, in one embodiment of this application, the parking device further includes a position detection device for detecting the position of the first end face tooth 220.

[0083] This application also provides a control method based on the above-mentioned parking device, such as... Figure 6 As shown, the control method includes the following steps:

[0084] a) P gear lock:

[0085] a1) Obtain vehicle operating status information and P gear position switch signal. Based on the obtained vehicle operating status information and P gear position switch signal, determine whether the P gear shift control signal is output. If yes, proceed to step a2). If no, continue to obtain vehicle operating status information and P gear position switch signal.

[0086] The P-position switch (also known as the P-position switch or parking lock switch) is a sensor. It is usually installed near the parking device or integrated with it. It is used to send a P-gear engagement control signal to the vehicle controller based on the driver's operation of the shift mechanism. That is, when the driver shifts the shift mechanism to the P-gear position, the P-position switch signal sends the P-gear engagement signal and the status information of the parking device to the vehicle controller.

[0087] a2) Check if the actuator 300ECU signal diagnosis is normal. If it is normal, proceed to step a3). If it is not normal, output the fault code and continue to perform actuator 300ECU signal diagnosis after troubleshooting.

[0088] The ECU signal diagnostic of actuator 300 refers to diagnosing whether the entire electronic control logic chain for engaging / disengaging P gear is smooth and correct. This includes the communication path from the shift lever (P gear button, P gear knob) of the shift mechanism to the control unit (ECU), the logic processing and command output capabilities of the control unit (ECU) itself, and the loop from the control unit (ECU) to the parking device actuator 300 and back to the control unit (ECU).

[0089] a3) The actuator 300 performs the locking action.

[0090] The actuator 300 performs a locking action under the command of the control unit (ECU).

[0091] a4) The position detection device checks whether the parking device is locked in place. If yes, proceed to step a5). If no, output a fault code and continue to perform actuator 300ECU signal diagnosis after the fault is cleared.

[0092] While the actuator 300 is in motion, the position detection device detects the position of the first end face tooth 220 or the second thrust member 120 of the parking device locking assembly 200 in real time to determine whether it is locked in place. If it is not locked in place within a preset time period, a fault code is output, and the ECU signal diagnosis of the actuator 300 continues after the fault is cleared.

[0093] a5) The ECU outputs a signal indicating that the P gear is engaged, and the P gear indicator light illuminates.

[0094] The parking operation is now complete.

[0095] The parking device needs to be unlocked in addition to locking, therefore, as Figure 7 As shown, the control method also includes:

[0096] b) Unlocking P gear:

[0097] b1) Determine if the P gear unlocking condition is met. If it is met, proceed to step b2). If it is not met, keep the P gear locked.

[0098] The P gear can be unlocked in various ways, such as when the driver manually shifts the gear lever to D or R, or when the driver depresses the accelerator pedal to a preset position, etc., which are not limited here.

[0099] b2) Check if the actuator 300ECU signal diagnosis is normal. If it is normal, proceed to step b3). If it is not normal, output the fault code and continue to perform actuator 300ECU signal diagnosis after troubleshooting.

[0100] b3) The actuator 300 performs the unlocking action.

[0101] b4) The position detection device checks whether the parking device is unlocked. If yes, proceed to step b5). If no, output a fault code and continue with the 300ECU signal diagnosis of the actuator after the fault is cleared.

[0102] b5) The ECU outputs a signal indicating that the P gear is unlocked, and the P gear indicator light goes out.

[0103] The parking device is now unlocked.

[0104] For details, please continue reading Figure 6 If the vehicle operating status information includes brake pedal signal, motor speed signal, and vehicle speed signal, then step a1) specifically includes:

[0105] a11) Obtain the brake pedal signal and the P gear position switch signal. If the brake pedal opening is greater than the first preset opening and the P gear position switch outputs a gear engagement signal, proceed to step a12). Otherwise, continue to obtain the brake pedal signal and the P gear position switch signal.

[0106] If the brake pedal opening is greater than the first preset opening and the P gear switch outputs a gear engagement signal, it indicates that the driver is preparing to stop and engage P gear, requiring the parking device to lock the vehicle.

[0107] a12) Obtain the motor speed signal and vehicle speed signal. If the motor speed is less than the preset speed and the vehicle speed is less than the preset speed, output the P gear shift control signal and proceed to step a2). Otherwise, continue to obtain the motor speed signal and vehicle speed signal.

[0108] Before executing the locking action, the motor speed and vehicle speed signals are judged and compared by an algorithm. When both are satisfied, the locking action is executed to achieve redundancy design for the parking device.

[0109] To further optimize the above technical solution, in this application, the P gear unlocking condition includes a first unlocking condition and a second unlocking condition. When either the first unlocking condition or the second unlocking condition is met, it is determined that the P gear unlocking condition is met.

[0110] The first unlocking condition includes the accelerator pedal being opened to a degree greater than the second preset opening and the gear shift mechanism sending a D gear engagement signal. That is, when the driver is detected to want to drive the vehicle, the system can automatically unlock.

[0111] The second unlocking condition includes the brake pedal opening being less than the third preset opening and the P gear switch outputting an unlocking signal.

[0112] Based on the above unlocking conditions, step b1) in this embodiment specifically includes:

[0113] b11) Obtain the accelerator pedal signal and the shift mechanism signal. If the accelerator pedal signal opening is greater than the second preset opening and the shift mechanism sends a D gear engagement signal, proceed to step b2). If not, keep the P gear locked.

[0114] (b12) Obtain the brake pedal signal and the P gear position switch signal. If the opening degree of the brake pedal signal is less than the third preset opening degree and the P gear position switch outputs an unlock signal, proceed to step b2). If not, keep the P gear locked.

[0115] This application also provides a gearbox, which includes a parking device as described in the above embodiments. Since the gearbox is equipped with the parking device described in the above embodiments, the technical effect of the gearbox can be referred to the above embodiments.

[0116] It should be noted that the above-mentioned parking device can be installed on any one of the drive shafts 600 in the gearbox drive shaft 600 system. Therefore, the first drive shaft 600, which is the input shaft in the gearbox drive shaft 600 system, has a high rotational speed and low torque. The torque that needs to be overcome to lock the drive shaft 600 is relatively small. Therefore, in this application, the parking device is preferably installed between the gearbox housing 500 and the gearbox input shaft.

[0117] Of course, in other embodiments, it can also be set between the gearbox housing 500 and other transmission shafts 600. In this case, the torque that needs to be overcome is large, and a circumferential limiting structure needs to be set between the first thrust member 110 and the electromagnet to prevent the first thrust member 110 from rotating relative to the electromagnet when the electromagnet attracts the first thrust member 110.

[0118] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0119] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0120] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0121] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A parking device for mounting on a gearbox, characterized in that, include: The thrust assembly (100) includes a first thrust member (110) and a second thrust member (120). The first thrust member (110) and the second thrust member (120) are coaxially arranged with the transmission shaft (600) of the gearbox and can reciprocate independently along the axial direction of the transmission shaft (600) of the gearbox. A planar cam structure is provided between the first thrust member (110) and the second thrust member (120). The planar cam structure is used to convert the relative rotation between the first thrust member (110) and the second thrust member (120) into relative axial movement between the first thrust member (110) and the second thrust member (120). The axial travel of the planar cam structure is greater than the axial travel of the second thrust member (120). The locking assembly (200) includes a shaft (210), a first end face tooth (220), and a second end face tooth (230). The shaft (210) is coaxially fixedly connected to the drive shaft (600) of the gearbox. The first end face tooth (220) is fixedly connected to the second thrust member (120). The second end face tooth (230) is fixedly disposed on the shaft (210). The first end face tooth (220) and the second end face tooth (230) mesh when the second thrust member (120) moves a preset stroke axially relative to the first thrust member (110). An actuator (300) is disposed in the gearbox and is used to lock and unlock the first thrust member (110) relative to the gearbox housing (500).

2. The parking device according to claim 1, characterized in that, The planar cam structure includes a V-shaped groove (111) and a V-shaped boss (121). The V-shaped groove (111) is provided on the mating end face of one of the first thrust member (110) and the second thrust member (120), and the V-shaped boss (121) is provided on the mating end face of the other. The depth of the V-shaped groove (111) along the axial direction is greater than the axial stroke of the second thrust member (120).

3. The parking device according to claim 2, characterized in that, On the mating end face of one of the first thrust member (110) and the second thrust member (120), a plurality of V-shaped grooves (111) are evenly distributed circumferentially, and on the mating end face of the other, a plurality of V-shaped bosses (121) are evenly distributed circumferentially.

4. The parking device according to any one of claims 1-3, characterized in that, The actuator (300) is an electromagnet fixedly installed in the housing (500) of the gearbox, and the first thrust member (110) is a ferromagnetic component, or the first thrust member (110) is provided with a ferromagnetic component for magnetic connection with the electromagnet.

5. The parking device according to any one of claims 1-3, characterized in that, The locking assembly (200) includes a first gear ring and a second gear ring. The end face of the first gear ring is evenly distributed with a plurality of first end face teeth (220) at intervals along the circumference. The first end face teeth (220) are fixedly connected to the second thrust member (120) through the first gear ring. The end face of the second gear ring is evenly distributed with a plurality of second end face teeth (230) at intervals along the circumference. The second end face teeth (230) are fixedly connected to the shaft (210) through the second gear ring.

6. The parking device according to claim 5, characterized in that, The first gear ring and / or the second thrust member (120) are provided with an anti-rotation limiting structure, and the shaft (210) is provided with an anti-rotation fitting structure. The anti-rotation limiting structure and the anti-rotation fitting structure cooperate to make the first gear ring and the second thrust member (120) circumferentially fixed relative to the shaft (210) and able to reciprocate along the axial direction.

7. The parking device according to claim 6, characterized in that, One of the anti-rotation limiting structure and the anti-rotation fitting structure is a guide groove (212) and the other is a guide boss (122). The guide groove (212) extends axially and the guide boss (122) slides in fit with the guide groove (212).

8. The parking device according to claim 5, characterized in that, An elastic reset member (400) is provided between the first gear ring and the second gear ring. The elastic reset member (400) is used to apply a force to the first gear ring to move it away from the second gear ring.

9. The parking device according to claim 8, characterized in that, It also includes a position detection device for detecting the position of the first end face tooth (220).

10. A control method for the parking device according to claim 9, characterized in that, Including the following steps: a) P gear lock: a1) Obtain vehicle operating status information and P gear switch signal. Based on the obtained vehicle operating status information and P gear switch signal, determine whether the P gear shifting control signal is output. If yes, proceed to step a2). If no, continue to obtain vehicle operating status information and P gear switch signal. a2) Check if the actuator (300) ECU signal diagnosis is normal. If it is normal, proceed to step a3). If it is not normal, output the fault code and continue to perform actuator (300) ECU signal diagnosis after the fault is cleared. a3) The actuator (300) performs the locking action; a4) The position detection device checks whether the parking device is locked in place. If yes, proceed to step a5). If no, output a fault code and continue to perform actuator (300) ECU signal diagnosis after the fault is cleared. a5) The ECU outputs a signal that the P gear is engaged, and the P gear indicator light illuminates. b) Unlocking P gear: b1) Determine if the P gear unlocking condition is met. If it is met, proceed to step b2). If it is not met, keep the P gear locked. b2) Check if the actuator (300) ECU signal diagnosis is normal. If it is normal, proceed to step b3). If it is not normal, output the fault code and continue to perform actuator (300) ECU signal diagnosis after the fault is cleared. b3) The actuator (300) performs the unlocking action; b4) The position detection device checks whether the parking device is unlocked. If yes, proceed to step b5). If no, output a fault code and continue to perform actuator (300) ECU signal diagnosis after the fault is cleared. b5) The ECU outputs a signal indicating that the P gear is unlocked, and the P gear indicator light goes out.

11. The control method according to claim 10, characterized in that, The vehicle operating status information includes brake pedal signal, motor speed signal, and vehicle speed signal. Step a1) specifically includes: a11) Obtain the brake pedal signal and the P gear switch signal. If the brake pedal opening is greater than the first preset opening and the P gear switch outputs a gear engagement signal, proceed to step a12); otherwise, continue to obtain the brake pedal signal and the P gear switch signal. a12) Obtain the motor speed signal and vehicle speed signal. If the motor speed is less than the preset speed and the vehicle speed is less than the preset speed, output the P gear shift control signal and proceed to step a2). Otherwise, continue to obtain the motor speed signal and vehicle speed signal.

12. The control method according to claim 10, characterized in that, The P gear unlocking conditions include a first unlocking condition and a second unlocking condition. When either the first unlocking condition or the second unlocking condition is met, it is determined that the P gear unlocking condition is met. The first unlocking condition includes the accelerator pedal opening being greater than the second preset opening and the shift mechanism issuing a D gear engagement signal; The second unlocking condition includes the brake pedal opening being less than the third preset opening and the P gear switch outputting an unlocking signal.

13. The control method according to claim 12, characterized in that, Step b1) specifically includes: b11) Obtain the accelerator pedal signal and the shift mechanism signal. If the accelerator pedal signal opening is greater than the second preset opening and the shift mechanism sends a D gear engagement signal, then proceed to step b2). If not, keep the P gear locked. (b12) Obtain the brake pedal signal and the P gear position switch signal. If the opening degree of the brake pedal signal is less than the third preset opening degree and the P gear position switch outputs an unlock signal, proceed to step b2). If not, keep the P gear locked.

14. A gearbox, characterized in that, Includes the parking device as described in any one of claims 1-9.

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